IV 

116TH CONGRESS 

1ST SESSION H. CON. RES. 65 

Supporting the clean vehicle emissions standards of the United States and 

defending the authority of States under the Clean Air Act to protect 

the people of those States from harmful air pollution. 

IN THE HOUSE OF REPRESENTATIVES 

SEPTEMBER 19, 2019 

Mr. DESAULNIER (for himself, Mr. LOWENTHAL, Mr. HUFFMAN, Ms. 

BARRAGA ́N, Ms. LEE of California, Mr. BLUMENAUER, Ms. MOORE, Mrs. 

DAVIS of California, Mr. GARAMENDI, Mr. CARTWRIGHT, Mrs. TORRES

of California, Mr. SCHIFF, Mr. RUSH, Ms. GABBARD, Mr. PANETTA, Mr. 

QUIGLEY, Mr. CLEAVER, Mr. POCAN, Ms. MENG, Mr. HASTINGS, Mr. 

HIGGINS of New York, Mr. RYAN, Ms. PINGREE, Mr. SIRES, Mr. ENGEL, 

Ms. HILL of California, Mr. NADLER, Ms. ROYBAL-ALLARD, Ms. 

SHALALA, Mr. TED LIEU of California, Ms. BONAMICI, Mr. MEEKS, Ms. 

NORTON, Mr. PERLMUTTER, Mr. ROUDA, Mr. WELCH, Ms. BROWNLEY

of California, Ms. MATSUI, Ms. JUDY CHU of California, Mr. CASE, Mr. 

LEVIN of California, Ms. JAYAPAL, Ms. SA ́NCHEZ, Mr. COSTA, Ms. 

ESHOO, Mrs. NAPOLITANO, Mr. CISNEROS, Mr. LIPINSKI, Mr. COURTNEY, Ms. CLARKE of New York, Mr. THOMPSON of California, Mr. 

SUOZZI, Ms. BASS, Ms. PORTER, Mr. TAKANO, Mr. CASTEN of Illinois, 

Mr. MCNERNEY, Mr. BERA, Mr. ESPAILLAT, Mr. RASKIN, Mr. KHANNA, 

Mr. FOSTER, Mr. SMITH of Washington, Ms. LOFGREN, Mr. KENNEDY, 

Mr. RUIZ, Mr. LARSON of Connecticut, Mr. COX of California, Mr. 

CA ́RDENAS, Mr. SERRANO, Mr. CARBAJAL, Mr. HIMES, Mr. PETERS, Mr. 

RUPPERSBERGER, Mr. DANNY K. DAVIS of Illinois, Mr. SHERMAN, Mr. 

CORREA, Mr. GOMEZ, Mr. SWALWELL of California, Ms. SPEIER, Mr. 

EVANS, and Mr. SCOTT of Virginia) submitted the following concurrent 

resolution; which was referred to the Committee on Energy and Commerce 

CONCURRENT RESOLUTION 

Supporting the clean vehicle emissions standards of the 


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United States and defending the authority of States 

under the Clean Air Act to protect the people of those 

States from harmful air pollution. 

Whereas Congress enacted the Clean Air Act (42 U.S.C. 

7401 et seq.), which requires the Administrator of the 

Environmental Protection Agency to set standards controlling air pollutant emissions from motor vehicles to 

prevent the endangerment of public health and welfare; 

Whereas motor vehicle pollution contributes to serious health 

problems faced by the people of the United States, including— 

(1) asthma attacks; 

(2) heart attacks; 

(3) lung cancer; and 

(4) premature death; 

Whereas through climate change, greenhouse gas (referred to 

in this preamble as ‘‘GHG’’) emissions from motor vehicles contribute to other health burdens, including— 

(1) worsened air pollution; 

(2) extreme heat; 

(3) increased spread of infectious diseases; and 

(4) exacerbated natural disasters; 

Whereas all people of the United States are vulnerable to the 

health impacts of GHGs, but many individuals and communities are at a greater risk of experiencing those impacts, including— 

(1) children; 

(2) the elderly; 

(3) individuals with lung and heart disease; 

(4) low-income communities; and 

(5) communities of color; 


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Whereas recent reports from the Intergovernmental Panel on 

Climate Change and the United States Global Change 

Research Program affirm the need to mitigate climate 

change and its impacts; 

Whereas section 209 of the Clean Air Act (42 U.S.C. 7543) 

preserves the authority of the State of California to set 

vehicle emissions standards that, in the aggregate, are at 

least as protective of public health and welfare as applicable Federal vehicle emissions standards; 

Whereas section 177 of the Clean Air Act (42 U.S.C. 7507) 

allows States other than California to adopt the standards, which are, in the aggregate, at least as protective 

of public health and welfare as applicable Federal vehicle 

emissions standards, set by California in lieu of the Federal requirements; 

Whereas the Environmental Protection Agency (referred to in 

this preamble as the ‘‘EPA’’) has authority under the 

Clean Air Act (42 U.S.C. 7401 et seq.) to regulate GHG 

emissions from vehicles; 

Whereas the States of California, Colorado, Connecticut, 

Delaware, Maine, Maryland, Massachusetts, New Jersey, 

New York, Oregon, Pennsylvania, Rhode Island, 

Vermont, and Washington have exercised the authority to 

adopt, pursuant to the rights of those States preserved 

under section 177 of the Clean Air Act (42 U.S.C. 7507), 

vehicle emissions standards adopted by California that 

are, in the aggregate, at least as protective of public 

health and welfare as the otherwise applicable standards 

set by the Federal Government; 

Whereas the Energy Policy and Conservation Act (42 U.S.C. 

6201 et seq.) and the Ten-in-Ten Fuel Economy Act 


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(Public Law 110–140; 121 Stat. 1498) require the Secretary of Transportation to set maximum feasible corporate average fuel economy standards, with the ultimate 

goal of promoting energy savings and reducing oil consumption; 

Whereas the Federal Government, the State of California, 

and the automobile industry have agreed to a coordinated 

set of regulations, known as the ‘‘One National Program’’, that— 

(1) aligns, as closely as possible, the model years 

2012 and later Federal light-duty vehicle GHG emissions 

standards and fuel economy standards with the light-duty 

vehicle GHG emissions standards adopted by California; 

and 

(2) sets achievable standards for light-duty vehicle 

GHG emissions and fuel economy that increase in stringency through model year 2025; 

Whereas the EPA, the National Highway Traffic Safety Administration, and the California Air Resources Board 

have collaborated on an extensive analysis that clearly 

demonstrates that the Federal GHG emission standards 

and the Federal fuel economy standards adopted in 2012 

for model years 2017–2025— 

(1) can be met with a wide range of technologies; 

(2) are expected to be met with advanced gasoline 

technologies; and 

(3) will accommodate contemporary consumer purchasing trends; 

Whereas, in January 2017, the Administrator of the EPA 

issued a final determination to maintain the existing 

GHG emissions standards for vehicles of model year 

2022 through 2025, based on the extensive technical 


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record showing that those standards are appropriate and 

achievable; 

Whereas the light-duty vehicle GHG emissions and fuel economy standards of the United States— 

(1) support more than 288,000 automobile manufacturing jobs across 1,200 facilities in the United States; 

(2) keep automobile companies in the United States 

globally competitive as other countries adopt strict clean 

vehicle emissions standards; and 

(3) protect consumers in the United States from 

dirtier and more costly technology; 

Whereas the transportation sector has surpassed the energy 

sector as the largest source of GHG emissions in the 

United States; 

Whereas the light-duty vehicle GHG emissions and fuel economy standards of the United States, if fully implemented 

through model year 2025, will— 

(1) reduce the consumption of oil in the United 

States by 2,400,000 barrels per day; 

(2) save consumers in the United States 

$130,000,000,000 at the gas pump by 2030; and 

(3) reduce GHG emissions in the United States by 

470,000,000 metric tons by 2030; 

Whereas the light-duty vehicle GHG emissions and fuel economy standards of the United States protect low-income 

communities and communities of color from being disproportionately affected by public health and economic 

burdens; and 

Whereas 87 percent of people in the United States— 

(1) support maintaining strong clean vehicle emissions standards; and 


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(2) want automakers to continue to improve fuel 

economy for all types of vehicles: Now, therefore, be it 

1 Resolved by the House of Representatives (the Senate 

2 concurring), That Congress— 

3 (1) supports the existing set of regulations, 

4 known as the ‘‘One National Program’’, which con5 tains the goals of— 

6 (A) reducing greenhouse gas (referred to 

7 in this resolving clause as ‘‘GHG’’) emissions 

8 and oil usage; 

9 (B) protecting national security; and 

10 (C) protecting human health and welfare; 

11 and 

12 (2) to meet those goals, supports policies that— 

13 (A) achieve maximum feasible reductions 

14 in oil use; 

15 (B) reduce GHG emissions from mobile 

16 sources; 

17 (C) recognize the rights and importance of 

18 States under cooperative federalism to choose to 

19 set and follow vehicle emissions standards 

20 under the Clean Air Act (42 U.S.C. 7401 et 

21 seq.) that are stronger than those set by the 

22 Federal Government; and 

23 (D) ensure that the President, the Sec24 retary of Transportation, and the Administrator 


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1 of the Environmental Protection Agency solicit 

2 input from State parties impacted by any 

3 changes to the existing GHG emissions stand4 ards for light-duty vehicles and the associated 

5 standards for corporate average fuel economy. 

Æ 


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