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Order Code RL33982
Corporate Average Fuel Economy (CAFE):
A Comparison of Selected Legislation in
the 110th Congress
Updated August 16, 2007
Brent D. Yacobucci
Specialist in Energy Policy
Resources, Science, and Industry Division
Robert Bamberger
Specialist in Energy Policy
Resources, Science, and Industry Division
Corporate Average Fuel Economy (CAFE):
A Comparison of Selected Legislation in
the 110th Congress
Summary
The rise in crude oil and gasoline prices since the winter of 2006 has renewed
the focus on U.S. fuel consumption in the transportation sector. Wider concerns over
greenhouse gas emissions and climate change have contributed to interest in reducing
fossil fuel consumption and improving the efficiency of the U.S. transportation
sector. Possible changes to the federal Corporate Average Fuel Economy (CAFE)
standards are one policy option to address the issue.
CAFE standards are fleetwide fuel economy averages that manufacturers must
meet each model year. Currently, separate CAFE standards are established for
passenger cars and light trucks, which include sport utility vehicles (SUVs), vans,
and pickup trucks. Several bills have been introduced in the 110th Congress to
modify the CAFE program. Senate energy legislation, H.R. 6, passed that body on
June 21, 2007; the bill includes language on CAFE. On August 3, 2007, the House
passed energy legislation -- H.R. 3221 (241-170) and H.R. 2776 (221-189) -- but
these bills did not include CAFE provisions. Two House bills addressing CAFE
(H.R. 1506, H.R. 2729) were circulated as possible amendments, but neither were
debated on the House floor.
This report provides a side-by-side comparison of these and other bills in the
th
110 Congress addressing passenger vehicle fuel economy in general and the CAFE
program specifically. The bills are compared on various policy options including, but
not limited to, the types of provisions identified above. The report also compares
provisions in bills that would establish greenhouse gas emissions standards for
passenger cars outside of the CAFE structure. Such emissions standards would likely
also have the effect of increasing fuel economy.
One issue in the CAFE debate over the years has been whether Congress should
set CAFE standards or delegate that authority exclusively to NHTSA. For passenger
cars, the original EPCA legislation established specific targets for model year (MY)
1978 and MY1985, and required that the Secretary of Transportation set standards
for the interim years. Some of the current proposals would also set specific targets
in the future; others would require annual improvements in CAFE by some specified
percentage. In some instances, both approaches are used. Those proposals would
establish a mandated CAFE by a certain date and require subsequent annual
percentage increases. Some bills would also require NHTSA to set the maximum
feasible interim standards.
Another key question is the form CAFE standards should take. One bill would
require that the CAFE standard be expressed in grams per mile of carbon dioxide
emissions (CO2), in addition to miles per gallon. States are pre-empted from
establishing their own CAFE standards but are permitted to set clean air
requirements. This has generated controversy, and some believe a requirement to
report fuel economy as a function of CO2 emissions is intended to have some bearing
on the differing treatment of the states between CAFE and emissions standards.
Contents
Background: Establishment of the CAFE Standards . . . . . . . . . . . . . . . . . . . . . . . 1
Recent CAFE Regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Policy Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Policy Options Within CAFE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Combined Passenger Car/Light Truck Standards . . . . . . . . . . . . . . . . . 3
Definition of "Automobile" and "Light Truck" . . . . . . . . . . . . . . . . . . . 3
Mandated Numeric Increase in CAFE Standards . . . . . . . . . . . . . . . . . 3
Mandated Percentage Increase in CAFE Standards . . . . . . . . . . . . . . . . 3
Regulatory Flexibility/Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Expanded Considerations for Maximum Feasible Fuel Economy . . . . . 4
Attribute-Based Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Credit Trading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Carbon Dioxide Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Bush Administration Proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Non-CAFE Policy Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Comparison of Legislation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
List of Tables
Table 1. Comparison of Senate CAFE Bills in the 110th Congress . . . . . . . . . . . 7
Table 2. Comparison of House CAFE Bills in the 110th Congress . . . . . . . . . . . 13
Table 3. Comparison of Bills To Establish Automobile Greenhouse Gas
Standards in the 110th Congress . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Corporate Average Fuel Economy (CAFE):
A Comparison of Selected Legislation
in the 110th Congress
The rise in crude oil and gasoline prices since the winter of 2006 has renewed
the focus on U.S. fuel consumption in the transportation sector. Wider concerns over
greenhouse gas emissions and climate change have contributed to interest in reducing
fossil fuel consumption and improving the efficiency of the U.S. transportation
sector. Among the various policy options to address the issue are changes to the
federal Corporate Average Fuel Economy (CAFE) standards.1 CAFE refers to the
average miles per gallon used by a manufacturer's entire fleet of cars or light trucks
in a given model year.
Various bills in the 110th Congress would modify the CAFE program to increase
fuel economy standards for all vehicles, heighten the stringency of testing procedures,
and/or grant the National Highway Traffic Safety Administration (NHTSA) broader
authority to implement the program. In the Senate, S. 357 was reported, as amended,
from the Committee on Commerce, Science, and Transportation on May 8, 2007.
Some of its provisions were inserted, along with other energy initiatives reported
from committee, into S.Amdt. 1502 to H.R. 6. H.R. 6 passed the Senate June 21,
2007 and includes CAFE language.
On August 3, 2007, the House passed energy legislation -- H.R. 3221 (241-170)
and H.R. 2776 (221-189) -- but these bills did not include CAFE provisions. Two
House bills addressing CAFE (H.R. 1506, H.R. 2729) were circulated as possible
amendments, but neither were debated on the House floor. Some argued that it would
strengthen House negotiations with the Senate in conference if the House bill had
also included CAFE provisions. An effort to add CAFE language to House energy
legislation was defeated on June 28th in a House Committee on Energy and
Commerce markup (26-31). It is possible that provisions of H.R. 1506 and H.R. 2927
may figure in discussions should an energy bill reach conference.
Background: Establishment of the CAFE Standards
The Arab oil embargo of 1973-1974 and the subsequent tripling in the price of
crude oil brought into sharp focus the fuel inefficiency of U.S. automobiles. New car
fleet fuel economy had declined from 14.8 miles per gallon (mpg) in model year
(MY) 1967 to 12.9 mpg in 1974. In the search for ways to reduce dependence on
imported oil, automobiles were an obvious target. The Energy Policy and
1
For more information on CAFE, see CRS Report RL33413, Automobile and Light Truck
Fuel Economy: The CAFE Standards, by Brent D. Yacobucci and Robert Bamberger.
CRS-2
Conservation Act (EPCA, P.L. 94-163) established CAFE standards for passenger
cars for MY1978. The CAFE standards called for an eventual doubling in new car
fleet fuel economy. EPCA also granted NHTSA the authority to establish CAFE
standards for other classes of vehicles, including light-duty trucks.2 NHTSA
established fuel economy standards for light trucks, beginning in MY1979. For
passenger cars, the current standard is 27.5 miles per gallon (mpg) for MY2007. For
light trucks, the standard is 22.2 mpg for MY2007.
Under EPCA, the Secretary of Transportation has the discretion to adjust the
passenger car standard within a range from 26.0 to 27.5 mpg. Any increase above
27.5 mpg or below 26.0 mpg requires the Secretary to issue an amendment to the
standards. That amendment would be in force unless either chamber of Congress
disapproves. However, this one-House veto could be judged to be unconstitutional.3
The Secretary has much broader discretion with respect to setting light truck fuel
economy standards (referred to in the regulations as "non-passenger automobiles").
This includes the authority to establish different standards for different classifications
of these vehicles.
Recent CAFE Regulations
In April 2006, NHTSA promulgated new CAFE rules for light trucks. After
MY2007, light truck manufacturers may voluntarily comply with a new "reformed"
standard based on the size of each specific manufacturer's vehicles. Starting in
MY2011, all light truck makers will be subject to the reformed standards, which
NHTSA estimates will be equivalent to about 24.0 mpg under the old system. EPCA
gives NHTSA the authority to modify the light truck standards as it sees fit, including
setting standards based on vehicle attributes (in this case, size). EPCA does not grant
similar flexibility in application of the passenger car standard.
Policy Options
Policy Options Within CAFE
Several bills would amend the current CAFE program to increase CAFE
standards, change testing procedures, and/or grant NHTSA broader regulatory
discretion. CRS analyzed 12 CAFE-related bills with regard to several key policy
options:
! combined passenger car/light truck standards,
! definition of "automobile" and "light truck,"
! mandated numeric increase in CAFE standards,
! mandated percentage increase in CAFE standards,
2
Light-duty trucks include most sport utility vehicles (SUVs), vans, and pickups.
3
For more information see CRS Report RS22132, Legislative Vetoes After Chadha, by
Louis Fisher.
CRS-3
! regulatory flexibility/authority,
! expanded considerations for maximum feasible fuel economy,
! attribute-based standards,
! credit trading,
! carbon dioxide emissions, and
! other key provisions.
None of these policy options is mutually exclusive, and any or all options could be
adopted together. Each of these options is discussed below.
Combined Passenger Car/Light Truck Standards. One criticism of the
current CAFE program is its separate treatment of light trucks and passenger cars.
When EPCA was first enacted, most light trucks were used solely as work vehicles,
and they constituted a relatively small percentage of the light-duty vehicle fleet.
Since that time, light trucks, which include sport utility vehicles (SUVs) and vans,
are used more and more as passenger vehicles. Currently, light trucks make up
roughly half of the new light-duty vehicle market. As a consequence, some argue
that the distinction between the two fleets should be eliminated. Critics also allege
that specifications for some car-like vehicle models may have been designed
purposefully to qualify those vehicles for the lower mpg standard that applies to the
light truck fleet.
Definition of "Automobile" and "Light Truck". Passenger car and light
truck standards could be combined by simply expanding the definition of "passenger
automobile" to include light trucks up to 8,500 pounds. Some proponents of tighter
standards argue that light trucks should be treated as passenger vehicles.
Further, some light trucks are too heavy to be included under the current CAFE
standard. Therefore, some proposals would expand the definition of "automobile"
or "light truck" to include all vehicles up to 10,000 pounds gross weight (current
standards cover vehicles up to 8,500 pounds gross weight). Other proposals would
expand CAFE standards to some heavier vehicles (e.g. SUVs and passenger vans) but
would exclude "work trucks" (e.g. pickups and cargo vans).
Mandated Numeric Increase in CAFE Standards. Some analysts argue
that price volatility in oil markets sends inconsistent signals to prospective new car
purchasers, and that the only way to avoid these mixed signals would be to mandate
higher CAFE standards. Some legislative proposals would require NHTSA to
establish new CAFE standards set at a fixed mpg target in a given year. Various
proposals would mandate increased standards for passenger cars, light trucks, or
both.
Mandated Percentage Increase in CAFE Standards. While some bills
would mandate an increase in the CAFE standards to specified levels, others would
require NHTSA to set rules to increase fuel economy by a set percentage every year.
In most cases, the bills mandate an annual CAFE increase of 4% from the previous
year. The bills vary on whether the increase would cover passenger cars, light trucks,
or both.
CRS-4
Regulatory Flexibility/Authority. As was mentioned above, NHTSA
currently has limited authority to modify the specific mpg target or the general design
of passenger car CAFE standards. Some legislative proposals would significantly
broaden NHTSA's authority to amend the program, including allowing NHTSA to
set higher passenger car standards than EPCA currently allows. Currently, any
increase above 27.5 mpg or below 26.0 mpg requires the Secretary to issue an
amendment to the standards. That amendment is to be in force unless either chamber
of Congress disapproves.
Other proposals would allow NHTSA to extend the current single-year
compliance period to multiyear periods. Such a proposal, for example, might allow
NHTSA to require manufacturers to meet a set CAFE average for MY2011 through
MY2013, instead of requiring that the CAFE average be achieved in each model year.
Expanded Considerations for Maximum Feasible Fuel Economy.
Current law requires NHTSA to consider various factors in determining "maximum
feasible average fuel economy." NHTSA must consider "technological feasibility,
economic practicability, the effect of other motor vehicle standards of the
government on fuel economy, and the need of the United States to conserve energy."4
Some of the bills would add a further dimension, "cost-effectiveness," and stipulate
weighing of several factors in assessing the cost-effectiveness of any proposed
changes in the standards. Among these factors are value to consumers, economic
security, national security, foreign policy, and the impact of oil use on various other
national policy concerns.
Attribute-Based Standards. As noted above, NHTSA has established size-
based CAFE standards for light trucks but does not have similar authority for
passenger cars. Some proposals would allow NHTSA to establish multiple levels of
passenger car CAFE standards for a given model year. The levels could be based on
a variety of vehicle attributes, including size and/or weight. The Senate-passed H.R.
6 would require attribute-based standards. H.R. 6 would also require that, after
enactment, the Secretary of Transportation would initiate a study toward developing
a fuel economy program to raise the vehicle fuel efficiency of medium- and heavy-
duty trucks.
Credit Trading. For each model year, automakers must meet separate CAFE
targets for three new vehicle fleets: domestically produced passenger cars, imported
passenger cars, and light trucks. In any year that a manufacturer exceeds the CAFE
standard for one of these given fleets, that manufacturer may "bank" credits for use
in meeting future year requirements. Conversely, in any year that the manufacturer
comes up short, it may "borrow" credits from an anticipated surplus in future years.
Under the current CAFE program, banked or borrowed credits may be used only for
the fleet in which they originated. For example, if an automaker generates credits for
its fleet of imported passenger cars, those credits may not be applied to its fleets of
domestic cars or light trucks. Similarly, automakers may not trade credits with other
automakers. However, some of the legislative proposals would allow a manufacturer
to move credits between fleets and/or trade credits with another manufacturer.
4
49 U.S.C. 32902(f)
CRS-5
Carbon Dioxide Standards. One bill, H.R. 2927, would require that new
CAFE standards be expressed in grams per mile of carbon dioxide (CO2), in addition
to miles per gallon. Under EPCA, states are pre-empted from establishing their own
CAFE standards. But the Clean Air Act permits states to set their own clean air
requirements. This has generated controversy, and some believe a requirement to
report fuel economy as a function of CO2 emissions is intended to have some bearing
on the differing treatment of the states between CAFE and emissions standards.
Some of these matters are currently being litigated.
Bush Administration Proposal
In his 2007 State of the Union address, President Bush outlined a goal of
reducing gasoline5 consumption by 20% from projected levels in 2017. Of that 20%
reduction, the President proposed that 15% come from the increased use of renewable
and alternative fuels, and that 5% come from increased vehicle fuel efficiency. It has
been estimated that an annual 4% increase in CAFE standards would lead to a 5%
reduction in projected gasoline consumption in 2017. The Bush Administration has
not proposed legislation that would mandate an increase in CAFE standards.
On February 6, 2007, NHTSA submitted draft legislation to the House Energy
and Commerce Committee on the Bush Administration's CAFE proposal.6 The
Administration's proposal would not require an increase in fuel economy standards
but would grant NHTSA broader regulatory authority. The draft would allow
NHTSA to establish attribute-based standards for passenger cars and would allow for
CAFE credit trading.
Non-CAFE Policy Options
In addition to bills modifying the CAFE program, several other bills have been
introduced that would likely increase vehicle fuel economy through other measures.
For example, several bills requiring reductions in carbon dioxide and other
greenhouse gas emissions have been introduced. Of those bills, two would require
per-mile emissions reductions from passenger vehicles. While such emissions
standards would not technically constitute a change in fuel economy standards,
automakers and others contend that there is no way other than fuel economy increases
to reduce automobile greenhouse gas emissions.7
5
Gasoline is only one part of oil consumption (albeit the largest), and thus a 20% reduction
in gasoline consumption translates to a smaller reduction in overall petroleum consumption.
6
As of February 22, 2007, no Member has sponsored and introduced the Administration's
proposal.
7
For more information on climate change bills, see CRS Report RL33846, Climate Change:
Greenhouse Gas Reduction Bills in the 110th Congress, by Larry Parker and Brent D.
Yacobucci.
CRS-6
Comparison of Legislation
Of the 14 CAFE bills compared, the eight Senate bills are compared in Table
1 and the four House bills are compared in Table 2. The two bills to control
greenhouse gas emissions from passenger cars are compared in Table 3.
CRS-7
Table 1. Comparison of Senate CAFE Bills in the 110th Congress
S. 183 S. 357 (Feinstein) S. 767 / S. 768 S. 875 S. 1118 H.R. 6 - Senate
(Stevens) [as introduced] (Obama) (Lugar) (Dorgan) Version (Reid)
Bill Title Improved Passenger Ten-in-Ten Fuel Fuel Economy Reform Security and Fuel Fuel Efficiency Ten-in-Ten Fuel
Automobile Fuel Economy Act Act Efficiency (SAFE) Energy Act of 2007 Economy Act
Economy Act of 2007 Energy Act of 2007
Combined No provision. Passenger car and light Passenger car and light No provision. No provision. Passenger car and light
Passenger truck standards truck standards truck standards
Car/Light Truck combined starting in combined starting in combined starting in
Standards MY2013. [Sec. 2] MY2013. [Sec. 4] MY2011. [Sec. 502]
Change in No provision Expands light truck Expands definition of Establishes that 4- Establishes that 4- Includes light trucks
Definition of definition to include "passenger wheel drive is neither wheel drive is neither between 8,500 and
"Automobile" or vehicles between automobile" to include necessary nor necessary nor 10,000 pounds that are
"Light Truck" 8,500 and 10,000 all vehicles of up to sufficient to qualify sufficient to qualify not "work trucks" --
pounds that are not 10,000 pounds vehicle as a light-duty vehicle as a light-duty i.e. not heavier
"work trucks" -- i.e. designed to carry less truck. [Sec. 2] truck. [Sec. 2] pickups and vans.
not heavier pickups than 10 passengers. [Sec. 504]
and vans [Sec. 5] [Sec. 3]
Mandated 40 mpg for passenger 35 mpg for combined 27.5 mpg for No provision. No provision. 35 mpg for combined
Numeric Increase cars only by MY2017. fleets by MY2019. combined fleets by automobile and light
in CAFE During interim, the [Sec. 2] MY2013. [Sec. 4] truck fleets by
Standards Secretary of MY2020. [Sec. 502]
Transportation must Interim MY2010
set standards for each standards of 29.5 mpg
individual for passenger cars and
manufacturer at 25.5 mpg for light
maximum feasible trucks. [Sec. 2]
level. [Sec. 101]
CRS-8
S. 183 S. 357 (Feinstein) S. 767 / S. 768 S. 875 S. 1118 H.R. 6 - Senate
(Stevens) [as introduced] (Obama) (Lugar) (Dorgan) Version (Reid)
Mandated An annual, fixed No provision. For MY2010 through For MY2013 through Starting in MY2013, Requires the Secretary
Percentage percentage increase is MY2012, requires a MY2030, requires a requires that CAFE of Transportation to
Increase in CAFE specifically prohibited. 4% annual increase in mandatory annual fuel standard for each class establish procedures to
Standards [Sec. 101] passenger car fuel economy increases of of vehicles be ensure the maximum
economy. [Sec. 4% for each class of increased by 4% over feasible increase in
106(a)(3)] vehicles. [Sec. 102] the previous model fuel efficiency for
year's standard. [Sec. medium- and heavy-
Starting in MY2013, 3] duty commercial
establishes a vehicles. [Sec. 502]
mandatory annual fuel
economy increase of
4% for passenger cars
and light trucks
combined. [Sec.
106(a)(3)]
Improving Fuel No comparable No comparable No comparable The Secretary shall Same as S. 875. Would require the
Efficiency of provision provision. provision. establish average fuel Secretary of
Medium and economy standards for Transportation, 18
Heavy-Duty medium-duty trucks months after
Trucks that are consistent with enactment, to initiate a
the projected benefits study that could lead
of hybridization. In to the establishment of
this section, the term fuel economy
`medium-duty truck' standards, or other
means a truck (as policies, to improve
defined in section the fuel efficiency of
30127) with a gross medium- and heavy-
vehicle weight duty on-highway
between 10,000 and trucks. Any program
26,000 pounds. would provide a lead
time of 4 model years
and make no changes
in any targets at less
than three-year
CRS-9
S. 183 S. 357 (Feinstein) S. 767 / S. 768 S. 875 S. 1118 H.R. 6 - Senate
(Stevens) [as introduced] (Obama) (Lugar) (Dorgan) Version (Reid)
intervals.
Regulatory NHTSA is authorized NHTSA is given NHTSA may set lower NHTSA may set lower NHTSA may set lower NHTSA is given
Flexibility/ to establish multiyear broader authority to standards for a model standards for a model standards for a model broader authority to
Authority compliance periods increase passenger car year if the targets are year if the targets are year if the targets are increase passenger car
instead of the current fuel economy without not technologically not technologically not technologically fuel economy without
single-year congressional achievable, would lead achievable, would lead achievable, would lead congressional
compliance period. approval. [Sec. 3] to reductions in to reductions in to reductions in approval. [Sec. 502]
[Sec. 101] vehicle safety, or are vehicle safety, or are vehicle safety, or are
NHTSA may set not cost-effective. not cost-effective. not cost-effective. Secretary may set a
Standards may be set different CAFE targets [Sec. 4] [Sec. 102] [Sec. 3] standard that is lower
individually for for different than the "maximum
different classes of a manufacturers, but in NHTSA may establish feasible" level if there
manufacturer's fleet of any given year each multiyear compliance is "clear and
passenger manufacturer must periods (up to four convincing evidence"
automobiles. [Sec. achieve a minimum years). [Sec. 5] that this level can be
101] average of 92% of the demonstrated to not be
industry-wide CAFE NHTSA may set "cost-effective." [Sec.
target. [Sec. 2] different CAFE targets 503]
for different
manufacturers, but in
any given year each
manufacturer must
achieve a minimum
average of 92% of the
industry-wide target.
[Sec. 4]
Expanded No provision. No provision. Cost-effectiveness is Substantially similar to Substantially similar to Substantially similar
Considerations added to the list of S. 767/768. S. 767/768. to S. 767/768.
for Maximum factors for NHTSA to
Feasible Fuel consider in
Economy determining maximum
feasible fuel economy.
CRS-10
S. 183 S. 357 (Feinstein) S. 767 / S. 768 S. 875 S. 1118 H.R. 6 - Senate
(Stevens) [as introduced] (Obama) (Lugar) (Dorgan) Version (Reid)
Cost-effectiveness
would be measured
relative to several
criteria, including
value to consumers,
economic security,
national security,
foreign policy, and the
impact of oil use on
various other national
policy concerns. [Sec.
4]
Attribute-Based NHTSA is given No provision. Starting in MY2013, No provision. No provision. NHTSA is required to
Standards authority to establish NHTSA is given establish attribute-
attribute-based authority to establish based standards. [Sec.
standards. [Sec. 101] attribute-based 502]
standards. [Sec. 4]
CRS-11
S. 183 S. 357 (Feinstein) S. 767 / S. 768 S. 875 S. 1118 H.R. 6 - Senate
(Stevens) [as introduced] (Obama) (Lugar) (Dorgan) Version (Reid)
Credit Trading Greenhouse gas credits Manufacturers may Before MY2013, No provision. No provision. Substantially similar to
registered with a trade credits between manufacturers are S. 357. [Sec. 506]
national registry may fleets and with other allowed to trade
be purchased by manufacturers. [Sec. credits with other
manufacturers and 9] manufacturers for the
applied to fleet fuel same fleet (e.g.
economy results after domestic passenger
MY2010. However, cars). Starting in
credits purchased MY2013,
through the registry manufacturers may
cannot offset more trade credits with other
than 10% of the fuel manufacturers across
economy standard. all fleets. However, in
[Sec. 102, 201] the absence of such
credits, each fleet must
achieve at least 92% of
the overall CAFE
target. [Sec. 5]
Carbon Dioxide No provision. No provision. No provision. No provision. No provision. No provision.
Standards
Other Key CAFE- The Secretary of Starting in MY2014, No provision. Existing incentives Broadens authority of NHTSA must develop
Related Transportation may automakers must within the CAFE NHTSA to establish a "motor vehicle
Provisions not set standards that install devices to program for the standards for a broader safety standard" to
impose "marginal provide real-time and production of dual- population of vehicles, reduce death and
costs that exceed cumulative fuel fuel and flexible fuel including vehicles injury by improving
marginal benefits." economy data that will vehicles are with gross vehicle compatibility of large
[Sec. 101] enable drivers to eliminated. [Sec. weight of 10,000- and small vehicles in
operate their vehicles 102(b)] 26,000 pounds. [Sec. frontal- and side-
A "national registry to use fuel more 2] impacts. [Sec. 505]
system" for voluntary efficiently. [Sec. 7] Requires NHTSA to
greenhouse gas trading set fuel economy Beginning in The National
would be established. In order to reduce the standards for medium- MY2012, existing Academy of Sciences
The Secretary of likelihood of death or duty vehicles (vehicles incentives within the (NAS) will conduct a
CRS-12
S. 183 S. 357 (Feinstein) S. 767 / S. 768 S. 875 S. 1118 H.R. 6 - Senate
(Stevens) [as introduced] (Obama) (Lugar) (Dorgan) Version (Reid)
Transportation, injury from accidents, with a gross weight CAFE program for the study of current and
working with the NHTSA is required to between 10,000 and production of dual- potential technologies
Department of develop vehicle 26,000 pounds). [Sec. fuel and flexible fuel that might contribute
Commerce, will ratings and standards 102(a)] vehicles are to meeting CAFE
determine the to reduce damage by eliminated. [Sec.3] standards. [Sec. 509]
equivalency between improving
fuel economy compatibility of large Requires establishment
improvements and and small vehicles in of a tire fuel efficiency
greenhouse gas frontal- and side- consumer information
reductions. [Sec. 201] impacts. [Sec. 6] program.[Sec. 513]
Other Key Non- No provision. Requires the S. 768 also modifies This is a broad bill that From MY2012-2022, Among a number of
CAFE Provisions Environmental existing tax credits for also: modifies the manufacturers must additional provisions,
Protection Agency to hybrid vehicles and existing hybrid vehicle produce not less than would require
establish a program to establishes a purchase tax credit and 10% more dual-fueled establishment of an
label new vehicles' manufacturer tax establishes a tax credit vehicles than in the Advanced Battery
expected lifetime credit for advanced for fuel-efficient preceding model year. Initiative to award
greenhouse gas technology vehicles. vehicles; establishes a [Sec. 3] grants and identify
emissions. [Sec. 11] manufacturer's tax technological needs;
credit for advanced promulgation of
technology vehicles; standards for biodiesel
modifies the existing fuel; and establishment
mandate for renewable of a credit-trading
fuels; promotes program; and sets
renewable fuel requirements for
infrastructure; manufacture of
mandates the flexible-fuel vehicles
production of and raising consumer
alternative fuel awareness about
vehicles; limits oil availability of these
exploration in certain vehicles.
areas.
CRS-13
Table 2. Comparison of House CAFE Bills in the 110th Congress
H.R. 656 (Reichert) H.R. 1133 (Berkley) H.R. 1500 (DeFazio) H.R. 1506 (Markey) H.R. 2927
(Hill)
Bill Title or To require higher standards Freedom through Gasoline Price Stabilization Fuel Economy Reform Act To increase the corporate
Purpose of automobile fuel Renewable Energy Act of 2007 average fuel economy
efficiency with the goal of Expansion (FREE) Act standards for auto-mobiles,
reducing the amount of oil to promote the domestic
used for fuel by development and
automobiles in the United production of advanced
States by 10 percent technology vehicles, and
beginning in 2017, and for for other purposes.
other purposes.
Combined No provision. No provision. No provision. Passenger car and light No provision.
Passenger truck standards combined
Car/Light Truck starting in MY2011. [Sec.
Standards 4]
Change in No provision. No provision. No provision. Expands definition of No provision.
Definition of "automobile" to include all
"Automobile" or vehicles of up to 10,000
"Light Truck" pounds. [Sec. 3]
Mandated 33 mpg by MY2017; 33 mpg by MY2016; 37 mpg by MY2018 and 40 Mandates "a projected level Projected fuel economy for
Numeric Increase interim standards would be interim standards would be mpg by MY2023; interim of average fuel economy" passenger and non-
in CAFE set by Secretary of set by Secretary of standards would be set by of at least 27.5 mpg for passenger automobiles
Standards Transportation beginning in Transportation beginning in Secretary of Transportation vehicles up to 10,000 would be not less than 32
MY2010 to reach the MY2010 to reach the beginning in MY2010 to pounds beginning in mpg or greater than 35 mpg
mandated target. [Sec. 1] mandated target. [Sec. 8] reach the mandated target. MY2012, and 35 mpg in in MY2022. [Sec. 1]
[Sec. 9] MY2018.
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H.R. 656 (Reichert) H.R. 1133 (Berkley) H.R. 1500 (DeFazio) H.R. 1506 (Markey) H.R. 2927
(Hill)
Mandated No provision. No provision. No provision. Requires that current 27.5 No provision.
Percentage mpg standard for passenger
Increase in CAFE automobiles be increased
Standards 4% annually beginning in
MY2009. [Sec. 4]
Regulatory No provision. No provision. No provision. National Highway Traffic No comparable provision.
Flexibility/ Safety Administration
Authority (NHTSA) may set lower
standards for a
manufacturer for a model
year if the targets are not
technologically achievable,
or are not cost-effective;
and if a lower standard
during MY2012-MY2017
would not result in a failure
to attain 35 mpg in
MY2018. [Sec. 4]
Expanded No provision. No provision. No provision. Cost-effectiveness is added No provision.
Considerations for to the list of factors for
Maximum Feasible NHTSA to consider in
Fuel Economy determining maximum
feasible fuel economy.
Cost-effectiveness would
be measured relative to
several criteria, including
value to consumers,
economic security, national
security, foreign policy, and
the impact of oil use on
various other national
policy concerns. [Sec.
4(a)(3)]
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H.R. 656 (Reichert) H.R. 1133 (Berkley) H.R. 1500 (DeFazio) H.R. 1506 (Markey) H.R. 2927
(Hill)
Attribute-Based Authorizes Secretary to No provision. Authorizes Secretary to Extends flexibility to Extends flexibility to
Standards establish size-based establish size-based Secretary to establish Secretary to establish
standards for different standards for different attribute-based standards attribute-based standards
classes of vehicles. [Sec. 1] classes of vehicles. [Sec. 9] (including size) for (including size) for
different classes of different classes of
vehicles, or in the form of a vehicles, or in the form of a
mathematical function. mathematical function.
[Sec. 4] [Sec. 1]
Changes in Test No provision. No provision. No provision. Requires joint report from No provision; however,
Procedures the Departments of would require that annual
Transportation and Energy, standards also be expressed
and the Environmental in the equivalent of
Protection Agency that, in average grams per mile of
part, assesses the accuracy carbon dioxide emissions.
of CAFE test procedures
used to measure fuel
economy, and to "identify
any additional factors or
methods that" would
contribute to the tests' more
accurately reflecting in-use
fuel economy. [Sec. 4]
Credit Trading Authorizes Secretary to No provision. No provision. No provision. Authorizes Secretary to
establish a credit trading establish a credit trading
program. [Sec. 2] program. [Sec. 1]
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(Hill)
Carbon Dioxide No provision. No provision. No provision. No provision. Requires Secretary to
Standards establish fuel economy
standards both in terms of
miles per gallon and grams
per mile of carbon dioxide.
[Sec. 1]
Other Key CAFE- Preamble states that the Advises Secretary that Advises Secretary that Act is not intended to Establishes fund for
Related Provisions bill's intention is to de facto interim standards not only interim standards not only "limit, constrain, supersede, domestic
reduce the amount of oil reach mandated 33 mpg by reach mandated goals, but or expand" authorities for commercialization and
used in automobiles by MY2016, but maximize maximize retention of jobs prescribing motor vehicle production of advanced
10% beginning in 2017. retention of jobs in the in the sector, and not safety standards. [Sec. 5] technology vehicles and
sector, and not degrade degrade safety of components. Fund will be
Advises Secretary that safety of automobiles. [Sec. automobiles. [Sec. 9] financed by civil penalties
interim standards not only 8] collected for non-
reach mandated 33 mpg by Requires Executive Branch compliance with fuel
MY2016, but also must agencies to improve the economy standards. [Sec.
maximize retention of jobs average fuel economy of 1]
in the sector, and not new vehicles in each
degrade safety of vehicle class by 3 mph by Requires establishment of a
automobiles. [Sec. 1] MY2011, and 6 mpg by tire fuel efficiency
MY2014 over a baseline consumer information
calculated for all vehicles in program.
the MY2008 fleet for each [Sec. 2]
vehicle class. [Sec. 10]
Requires establishment of a
fuel conservation education
program.
[Sec.3]
Extends credit for
production of alternative-
fueled automobiles. [Sec. 4]
Other Key Non- No provision. This is a broad bill that also This is a broad bill that also No provision. No provision.
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(Hill)
CAFE Provisions includes provisions relating includes provisions on
to nuclear energy, offshore several matters such as
leases, repeal of certain tax petroleum industry
subsidies and extension of concentration, the Strategic
certain tax credits, Petroleum Reserve,
renewable portfolio minimum inventory levels.
standard, and other matters.
Table 3. Comparison of Bills To Establish Automobile Greenhouse Gas Standards in the 110th Congress
S. 309 (Sanders) S. 485 (Kerry)
Bill Title Global Warming Pollution Reduction Act Global Warming Reduction Act of 2007
Greenhouse Gas The Environmental Protection Agency (EPA) Administrator is required The EPA Administrator is required to establish regulations for reducing
(GHG) Emission to establish regulations starting in MY2016 requiring the average fleet greenhouse gas emissions from passenger vehicles at least as stringent as
Standard greenhouse gas emissions be less than 205 grams per mile for passenger those adopted by the California Air Resources board on September 23-
cars and 332 grams per mile for light trucks. [Sec. 707] (This greenhouse 24, 2004. Those regulations cap greenhouse gas emissions at 205 grams
gas standard is roughly equivalent to an MY2016 CAFE standard of 42 per mile for passenger cars and 332 grams per mile for light trucks by
mpg for passenger cars and 26 mpg for light trucks.) 2016. [Sec. 704] (This is roughly equivalent to an MY2016 CAFE
standard of 42 mpg for passenger cars and 26 mpg for light trucks.)
Other Key CAFE- Requires greenhouse gas emissions standards for medium- and heavy- No provision.
Related Provisions duty trucks.
Other Key Non- Caps greenhouse gas emissions on an economy-wide basis beginning in Caps greenhouse gas emissions on an economy-wide basis beginning in
CAFE Provisions 2010. Emissions are capped at 20% of their 1990 levels in the year 2010. Emissions are capped at 38% of their 1990 levels in 2050. The
2050. The EPA has the discretion to employ a market-based allowance allowance trading system includes an allocation scheme that requires an
trading program or any combination of cost-effective emission reduction unspecified percentage of allowances to be auctioned. The bill also
strategies. The bill also includes mandatory greenhouse gas emission includes a new energy efficiency performance standard. The bill would
standards for new powerplants, along with a new energy efficiency establish a renewable portfolio standard (RPS), increase biofuel
performance standard. The bill would establish a renewable portfolio mandates under the Renewable Fuels Standard, and mandate new
CRS-18
S. 309 (Sanders) S. 485 (Kerry)
standard (RPS) and a new low-carbon generation requirement and infrastructure for biofuels. Finally, the bill expands and extends existing
trading program. tax incentives for alternative fuels and advanced technology vehicles,
and establishes a manufacturer tax credit for advanced technology
vehicle investment.
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