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[Congressional Bills 109th Congress]
[From the U.S. Government Publishing Office]
[S. 3694 Introduced in Senate (IS)]

109th CONGRESS
  2d Session
                                S. 3694

   To increase fuel economy standards for automobiles and for other 
                               purposes.

_______________________________________________________________________

                   IN THE SENATE OF THE UNITED STATES

                             July 19, 2006

Mr. Obama (for himself, Mr. Lugar, Mr. Biden, Mr. Smith, Mr. Bingaman, 
Mr. Harkin, Mr. Coleman, and Mr. Durbin) introduced the following bill; 
     which was read twice and referred to the Committee on Finance

_______________________________________________________________________

                                 A BILL

 
   To increase fuel economy standards for automobiles and for other 
                               purposes.

    Be it enacted by the Senate and House of Representatives of the 
United States of America in Congress assembled,

SECTION 1. SHORT TITLE.

    This Act may be cited as the ``Fuel Economy Reform Act''.

SEC. 2. FINDINGS.

    Congress makes the following findings:
            (1) United States dependence on oil imports imposes 
        tremendous burdens on America's economy, foreign policy, and 
        military.
            (2) According to the Energy Information Administration, 60 
        percent of the crude oil and petroleum products consumed in the 
        United States between April 2005 and March 2006 (12,400,000 
        barrels per day) was imported. At a cost of $75 per barrel of 
        oil, Americans remit more than $600,000 per minute to other 
        countries for petroleum, money that could have been spent 
        creating domestic jobs and strengthening our Nation's economy.
            (3) A significant percentage of these petroleum imports 
        originate in countries controlled by regimes that are unstable 
        or openly hostile to the interests of the United States. 
        Dependence on production from these countries contributes to 
        the volatility of domestic and global markets and the ``risk 
        premium'' paid by American consumers.
            (4) The Energy Information Administration projects that the 
        total petroleum demand in the United States will increase by 23 
        percent between 2006 and 2026, while domestic crude production 
        is expected to decrease by 11 percent, resulting in an 
        anticipated 28 percent increase in petroleum imports. Absent 
        significant action, our Nation will become more vulnerable to 
        oil price increases, more dependent upon foreign oil, and less 
        able to pursue our national interests.
            (5) America's ability to broadly transition to alternative 
        fuels, such as cellulosic ethanol and hydrogen, is predicated 
        upon producing more fuel-efficient vehicles. Failure to do so 
        would tax scarce resources and increase long-term costs.
            (6) Two-thirds of all domestic oil use occurs in the 
        transportation sector, which is 97 percent reliant upon 
        petroleum-based fuels. Passenger vehicles, including light 
        trucks under 10,000 pounds gross vehicle weight, represent over 
        60 percent of the oil used in the transportation sector.
            (7) Corporate average fuel economy of all cars and trucks 
        improved by 70 percent between 1975 and 1987. Between 1987 and 
        2006, fuel economy improvements have stagnated and are much 
        worse than the vehicle fuel economy in many developed countries 
        and some developing countries, including China.
            (8) Significant improvements in engine technology occurred 
        between 1986 and 2006. These advances have been used to make 
        vehicles larger and more powerful, rather than to increase fuel 
        economy. Between 1985 and 2005, average vehicle horsepower 
        nearly doubled, average vehicle weight increased by 25 percent, 
        and acceleration times for new vehicles improved by 25 percent. 
        During the same time period, average vehicle fuel economy 
        decreased by 2 percent.
            (9) According to a 2002 fuel economy report by the National 
        Academies of Science, improvements in gasoline engine 
        technology offer the opportunity to increase fuel economy by 50 
        percent, while maintaining vehicle size and performance and 
        improving safety. The fleet analyzed by the Academies would 
        average 37 miles per gallon. When the report was released in 
        2002, it noted that these technologies could be available for 
        wide use within 10 to 15 years.
            (10) The 2002 fuel economy report study clearly states that 
        fuel economy can be increased without negatively impacting the 
        safety of America's cars and trucks. Some new technologies can 
        increase both safety and fuel economy (such as high strength 
        materials, unibody design, lower bumpers). Design changes 
        related to fuel economy also present opportunities to reduce 
        the incompatibility of tall, stiff, heavy vehicles with the 
        majority of vehicles on the road.
            (11) A 2004 report by David Greene of Oak Ridge National 
        Labs entitled, ``The Effect of Fuel Economy on Automobile 
        Safety: A Reexamination'', demonstrates that fuel economy is 
        not linked with increased fatalities. The report notes that, 
        ``higher mpg is significantly correlated with fewer 
        fatalities''. In other words, a thorough analysis of data from 
        1966 to 2002 indicates that vehicle manufacturers can 
        simultaneously increase fuel economy and improve vehicle 
        safety.
            (12) A 2002 study entitled, ``An Analysis of Traffic Deaths 
        by Vehicle Type and Model'', by Marc Ross and Tom Wenzel from 
        the University of Michigan, demonstrates that large vehicles do 
        not have lower fatality rates than smaller vehicles. Ross and 
        Wenzel analyzed Federal accident data between 1995 and 1999 and 
        showed that the Honda Civic and Volkswagen Jetta both had lower 
        fatality rates for the driver than the Ford Explorer, the Dodge 
        Ram, or the Toyota 4Runner. Even the largest vehicles, such as 
        the Chevrolet Tahoe and Suburban, had fatality rates that were 
        no better than the Jetta or the Nissan Maxima. In other words, 
        a well-designed compact car can be safer than an sport-utility 
        vehicle or a pickup truck. Design, rather than weight, is the 
        key to vehicle safety.
            (13) Significant change must occur to strengthen the 
        economic competitiveness of the domestic auto industry. 
        According to a recent study by the University of Michigan, a 
        sustained gasoline price of $2.86 per gallon would lead 
        Detroit's Big 3 automakers' profits to shrink by $7,000,000,000 
        as they absorb 75 percent of the lost vehicle sales. This would 
        put nearly 300,000 Americans out of work.
            (14) Opportunities exist to strengthen the domestic vehicle 
        industry while improving fuel economy. A 2004 study performed 
        by the University of Michigan concludes that the provision of 
        $1,500,000,000 in tax incentives over 10 years to enable the 
        retrofit of domestic manufacturing and parts facilities to 
        produce clean cars would lead to a gain of nearly 60,000 
        domestic jobs and pay for itself through the resulting increase 
        in domestic tax receipts.

SEC. 3. DEFINITION OF AUTOMOBILE.

    (a) In General.--Section 32901(a)(3) of title 49, United States 
Code, is amended by striking ``rated at--'' and all that follows 
through the period at the end and inserting ``rated at not more than 
10,000 pounds gross vehicle weight.''.
    (b) Fuel Economy Information.--Section 32908(a) of title 49, United 
States Code, is amended, by striking ``section--'' and all that follows 
through ``(2)'' and inserting ``section, the term''.
    (c) Effective Date.--The amendments made by this section shall 
apply to model year 2009 and each subsequent model year.

SEC. 4. AVERAGE FUEL ECONOMY STANDARDS.

    (a) Standards.--Section 32902 of title 49, United States Code, is 
amended--
            (1) in subsection (a)--
                    (A) in the header, by inserting ``Manufactured 
                Before Model Year 2012'' after ``Non-Passenger 
                Automobiles''; and
                    (B) by adding at the end the following: ``This 
                subsection shall not apply to automobiles manufactured 
                after model year 2011.'';
            (2) in subsection (b)--
                    (A) in the header, by inserting ``Manufactured 
                Before Model Year 2012'' after ``Passenger 
                Automobiles'';
                    (B) by inserting ``and before model year 2009'' 
                after ``1984''; and
                    (C) by adding at the end the following: ``Such 
                standard shall be increased by 4 percent per year for 
                model years 2009 through 2011 (rounded to the nearest 
                1/10 mile per gallon)'';
            (3) by amending subsection (c) to read as follows:
    ``(c) Automobiles Manufactured After Model Year 2011.--(1) Not 
later than 18 months before the beginning of each model year after 
model year 2011, the Secretary of Transportation shall prescribe, by 
regulation--
            ``(A) an average fuel economy standard for automobiles 
        manufactured by a manufacturer in that model year; or
            ``(B) based on 1 or more vehicle attributes that relate to 
        fuel economy--
                    ``(i) separate standards for different classes of 
                automobiles; or
                    ``(ii) standards expressed in the form of a 
                mathematical function.
    ``(2)(A) Except as provided under paragraphs (3) and (4) and 
subsection (d), standards under paragraph (1) shall attain a projected 
aggregate level of average fuel economy of 27.5 miles per gallon for 
all automobiles manufactured by all manufacturers for model year 2012.
    ``(B) The projected aggregate level of average fuel economy for 
model year 2013 and each succeeding model year shall be increased by 4 
percent from the level for the prior model year (rounded to the nearest 
1/10 mile per gallon).
    ``(C) Notwithstanding subparagraphs (A) and (B), the fleetwide 
average fuel economy standard for passenger automobiles manufactured by 
a manufacturer in a model year for that manufacturer's domestic fleet 
and for its foreign fleet as calculated under section 32904 as in 
effect before the date of enactment of the Fuel Economy Reform Act 
shall not be less than 92 percent of the average fuel economy projected 
by the Secretary for the combined domestic and foreign fleets 
manufactured by all manufacturers in that model year.
    ``(3) If the actual aggregate level of average fuel economy 
achieved by manufacturers for each of 3 consecutive model years is at 
least 5 percent less than the projected aggregate level of average fuel 
economy for such model year, the Secretary shall make appropriate 
adjustments to the standards prescribed under this subsection.
    ``(4)(A) Notwithstanding paragraphs (1) through (3) and subsection 
(b), the Secretary of Transportation may prescribe a lower average fuel 
economy standard for 1 or more model years if the Secretary of 
Transportation, in consultation with the Secretary of Energy, 
determines that the minimum standards prescribed under paragraph (2) or 
(3) or subsection (b) for each model year--
            ``(i) are technologically unachievable;
            ``(ii) cannot be achieved without materially reducing the 
        overall safety of automobiles manufactured or sold in the 
        United States; or
            ``(iii) is shown, by clear and convincing evidence, not to 
        be cost effective.
    ``(B) If a lower standard is prescribed for a model year under 
subparagraph (A), such standard shall be the maximum standard that--
            ``(i) is technologically achievable;
            ``(ii) can be achieved without materially reducing the 
        overall safety of automobiles manufactured or sold in the 
        United States; and
            ``(iii) is cost effective.
    ``(5) In determining cost effectiveness under paragraph 
(4)(A)(iii), the Secretary of Transportation shall take into account 
the total value to the Nation of reduced petroleum use, including the 
value of reducing external costs of petroleum use, using a value for 
such costs equal to 50 percent of the value of a gallon of gasoline 
saved or the amount determined in an analysis of the external costs of 
petroleum use that considers--
            ``(A) value to consumers;
            ``(B) economic security;
            ``(C) national security;
            ``(D) foreign policy;
            ``(E) the impact of oil use--
                    ``(i) on sustained cartel rents paid to foreign 
                suppliers;
                    ``(ii) on long-run potential gross domestic product 
                due to higher normal-market oil price levels, including 
                inflationary impacts;
                    ``(iii) on import costs, wealth transfers, and 
                potential gross domestic product due to increased trade 
                imbalances;
                    ``(iv) on import costs and wealth transfers during 
                oil shocks;
                    ``(v) on macroeconomic dislocation and adjustment 
                costs during oil shocks;
                    ``(vi) on the cost of existing energy security 
                policies, including the management of the Strategic 
                Petroleum Reserve;
                    ``(vii) on the timing and severity of the oil 
                peaking problem;
                    ``(viii) on the risk, probability, size, and 
                duration of oil supply disruptions;
                    ``(ix) on OPEC strategic behavior and long-run oil 
                pricing;
                    ``(x) on the short term elasticity of energy demand 
                and the magnitude of price increases resulting from a 
                supply shock;
                    ``(xi) on oil imports, military costs, and related 
                security costs, including intelligence, homeland 
                security, sea lane security and infrastructure, and 
                other military activities;
                    ``(xii) on oil imports, diplomatic and foreign 
                policy flexibility, and connections to geopolitical 
                strife, terrorism, and international development 
                activities;
                    ``(xiii) all relevant environmental hazards under 
                the jurisdiction of the Environmental Protection 
                Agency; and
                    ``(xiv) on well-to-wheels urban and local air 
                emissions of `pollutants' and their uninternalized 
                costs;
            ``(F) the impact of the oil or energy intensity of the 
        United States economy on the sensitivity of the economy to oil 
        price changes, including the magnitude of gross domestic 
        product losses in response to short term price shocks or long 
        term price increases;
            ``(G) the impact of United States payments for oil imports 
        on political, economic, and military developments in unstable 
        or unfriendly oil exporting countries;
            ``(H) the uninternalized costs of pipeline and storage oil 
        seepage, and for risk of oil spills from production, handling, 
        and transport, and related landscape damage; and
            ``(I) additional relevant factors, as determined by the 
        Secretary.
    ``(6) When considering the value to consumers of a gallon of 
gasoline saved, the Secretary of Transportation may not use a value 
less than the greatest of--
            ``(A) the average national cost of a gallon of gasoline 
        sold in the United States during the 12-month period ending on 
        the date on which the new fuel economy standard is proposed;
            ``(B) the most recent weekly estimate by the Energy 
        Information Administration of the Department of Energy of the 
        average national cost of a gallon of gasoline (all grades) sold 
        in the United States; or
            ``(C) the gasoline prices projected by the Energy 
        Information Administration for the 20-year period beginning in 
        the year following the year in which the standards are 
        established.
    ``(7) In prescribing standards under this subsection, the Secretary 
may prescribe standards for 1 or more model years.
    ``(8)(A) Not later than December 31, 2016, the Secretary of 
Transportation, the Secretary of Energy, and the Administrator of the 
Environmental Protection Agency shall submit a joint report to Congress 
on the state of global automotive efficiency technology development, 
and on the accuracy of tests used to measure fuel economy of 
automobiles under section 32904(c), utilizing the study and assessment 
of the National Academy of Sciences referred to in subparagraph (B).
    ``(B) The Secretary shall enter into appropriate arrangements with 
the National Academy of Sciences to conduct a comprehensive study of 
the technological opportunities to enhance fuel economy and an analysis 
and assessment of the accuracy of fuel economy tests used by the 
Administrator of the Environmental Protection Agency to measure fuel 
economy for each model under section 32904(c). Such analysis and 
assessment shall identify any additional factors or methods that should 
be included in tests to measure fuel economy for each model to more 
accurately reflect actual fuel economy of automobiles. The Secretary 
and the Administrator of the Environmental Protection Agency shall 
furnish, at the request of the Academy, any information which the 
Academy determines to be necessary to conduct the study, analysis, and 
assessment under this subparagraph.
    ``(C) The report submitted under subparagraph (A) shall include--
            ``(i) the study of the National Academy of Sciences 
        referred to in subparagraph (B); and
            ``(ii) an assessment by the Secretary of technological 
        opportunities to enhance fuel economy and opportunities to 
        increase overall fleet safety.
    ``(D) The report submitted under subparagraph (A) shall identify 
and examine additional opportunities to reform the regulatory structure 
under this chapter, including approaches that seek to merge vehicle and 
fuel requirements into a single system that achieves equal or greater 
reduction in petroleum use and environmental benefits.
    ``(E) The report submitted under subparagraph (A) shall--
            ``(i) include conclusions reached by the Administrator of 
        the Environmental Protection Agency, as a result of detailed 
        analysis and public comment, on the accuracy of current fuel 
        economy tests;
            ``(ii) identify any additional factors that the 
        Administrator determines should be included in tests to measure 
        fuel economy for each model to more accurately reflect actual 
        fuel economy of automobiles; and
            ``(iii) include a description of options, formulated by the 
        Secretary and the Administrator, to incorporate such additional 
        factors in fuel economy tests in a manner that will not 
        effectively increase or decrease average fuel economy for any 
        automobile manufacturer.
    ``(F) There is authorized to be appropriated to the Secretary such 
amounts as are required to carry out the study, analysis, and 
assessment required by subparagraph (B).''; and
            (4) in subsection (g)(2), by striking ``(and submit the 
        amendment to Congress when required under subsection (c)(2) of 
        this section)''.
    (b) Conforming Amendments.--
            (1) In general.--Chapter 329 of title 49, United States 
        Code, is amended--
                    (A) in section 32903--
                            (i) by striking ``passenger'' each place it 
                        appears;
                            (ii) by striking ``section 32902(b)-(d) of 
                        this title'' each place it appears and 
                        inserting ``subsection (c) or (d) of section 
                        32902'';
                            (iii) by striking subsection (e); and
                            (iv) by redesignating subsection (f) as 
                        subsection (e); and
                    (B) in section 32904(a)--
                            (i) by striking ``passenger'' each place it 
                        appears; and
                            (ii) in paragraph (1), by striking 
                        ``subject to'' and all that follows through 
                        ``section 32902(b)-(d) of this title'' and 
                        inserting ``subsection (c) or (d) of section 
                        32902''.
            (2) Effective date.--The amendments made by paragraph (1) 
        shall apply to automobiles manufactured after model year 2011.

SEC. 5. CREDIT TRADING AND COMPLIANCE.

    (a) Credit Trading.--Section 32903(a) of title 49, United States 
Code, is amended--
            (1) by inserting ``Credits earned by a manufacturer under 
        this section may be sold to any other manufacturer and used as 
        if earned by that manufacturer; except that credits earned by a 
        manufacturer described in section 32904(b)(1)(A)(i) may not be 
        sold to or purchased by a manufacturer described in 
        32904(b)(1)(A)(ii),'' after ``earns credits.''; and
            (2) by striking ``3 consecutive model years immediately'' 
        each place it appears and inserting ``model years''.
    (b) Treatment of Imports.--
            (1) Conforming amendment.--Section 32904(b) is amended by 
        striking ``passenger'' each place it appears.
            (2) Applicability.--The amendments made by paragraph (1) 
        shall apply to automobiles manufactured after model year 2011.
    (c) Multi-Year Compliance Period.--Section 32904(c) of such title 
is amended--
            (1) by inserting ``(1)'' before ``The Administrator''; and
            (2) by adding at the end the following:
    ``(2) The Secretary, by rule, may allow a manufacturer to elect a 
multi-year compliance period of not more than 4 consecutive model years 
in lieu of the single model year compliance period otherwise applicable 
under this chapter.''.

SEC. 6. CONSUMER TAX CREDIT.

    (a) Elimination on Number of New Qualified Hybrid and Advanced Lean 
Burn Technology Vehicles Eligible for Alternative Motor Vehicle 
Credit.--
            (1) In general.--Section 30B of the Internal Revenue Code 
        of 1986 is amended--
                    (A) by striking subsection (f); and
                    (B) by redesignating subsections (g) through (j) as 
                subsections (f) through (i), respectively.
            (2) Conforming amendments.--
                    (A) Paragraphs (4) and (6) of section 30B(h) of 
                such Code are each amended by striking ``(determined 
                without regard to subsection (g))'' and inserting 
                ``determined without regard to subsection (f))''.
                    (B) Section 38(b)(25) of such Code is amended by 
                striking ``section 30B(g)(1)'' and inserting ``section 
                30B(f)(1)''.
                    (C) Section 55(c)(2) of such Code is amended by 
                striking ``section 30B(g)(2)'' and inserting ``section 
                30B(f)(2)''.
                    (D) Section 1016(a)(36) of such Code is amended by 
                striking ``section 30B(h)(4)'' and inserting ``section 
                30B(g)(4)''.
                    (E) Section 6501(m) of such Code is amended by 
                striking ``section 30B(h)(9)'' and inserting ``section 
                30B(g)(9)''.
    (b) Extension of Alternative Vehicle Credit for New Qualified 
Hybrid Motor Vehicles.--Paragraph (3) of section 30B(i) of such Code 
(as redesignated by subsection (a)) is amended by striking ``December 
31, 2009'' and inserting ``December 31, 2010''.
    (c) Effective Date.--The amendments made by this section shall 
apply to property placed in service after December 31, 2005, in taxable 
years ending after such date.

SEC. 7. ADVANCED TECHNOLOGY MOTOR VEHICLES MANUFACTURING CREDIT.

    (a) In General.--Subpart B of part IV of subchapter A of chapter 1 
of the Internal Revenue Code of 1986 (relating to foreign tax credit, 
etc.) is amended by adding at the end the following new section:

``SEC. 30D. ADVANCED TECHNOLOGY MOTOR VEHICLES MANUFACTURING CREDIT.

    ``(a) Credit Allowed.--There shall be allowed as a credit against 
the tax imposed by this chapter for the taxable year an amount equal to 
35 percent of the qualified investment of an eligible taxpayer for such 
taxable year.
    ``(b) Qualified Investment.--For purposes of this section--
            ``(1) In general.--The qualified investment for any taxable 
        year is equal to the incremental costs incurred during such 
        taxable year--
                    ``(A) to re-equip, expand, or establish any 
                manufacturing facility in the United States of the 
                eligible taxpayer to produce advanced technology motor 
                vehicles or to produce eligible components,
                    ``(B) for engineering integration performed in the 
                United States of such vehicles and components as 
                described in subsection (d),
                    ``(C) for research and development performed in the 
                United States related to advanced technology motor 
                vehicles and eligible components, and
                    ``(D) for employee retraining with respect to the 
                manufacturing of such vehicles or components 
                (determined without regard to wages or salaries of such 
                retrained employees).
            ``(2) Attribution rules.--In the event a facility of the 
        eligible taxpayer produces both advanced technology motor 
        vehicles and conventional motor vehicles, or eligible and non-
        eligible components, only the qualified investment attributable 
        to production of advanced technology motor vehicles and 
        eligible components shall be taken into account.
    ``(c) Definitions.--In this section:
            ``(1) Advanced technology motor vehicle.--The term 
        `advanced technology motor vehicle' means--
                    ``(A) any qualified electric vehicle (as defined in 
                section 30(c)(1)),
                    ``(B) any new qualified fuel cell motor vehicle (as 
                defined in section 30B(b)(3)),
                    ``(C) any new advanced lean burn technology motor 
                vehicle (as defined in section 30B(c)(3)),
                    ``(D) any new qualified hybrid motor vehicle (as 
                defined in section 30B(d)(2)(A) and determined without 
                regard to any gross vehicle weight rating),
                    ``(E) any new qualified alternative fuel motor 
                vehicle (as defined in section 30B(e)(4), including any 
                mixed-fuel vehicle (as defined in section 
                30B(e)(5)(B)), and
                    ``(F) any other motor vehicle using electric drive 
                transportation technology (as defined in paragraph 
                (3)).
            ``(2) Electric drive transportation technology.--The term 
        `electric drive transportation technology' means technology 
        used by vehicles that use an electric motor for all or part of 
        their motive power and that may or may not use off-board 
        electricity, such as battery electric vehicles, fuel cell 
        vehicles, engine dominant hybrid electric vehicles, plug-in 
        hybrid electric vehicles, and plug-in hybrid fuel cell 
        vehicles.
            ``(3) Eligible components.--The term `eligible component' 
        means any component inherent to any advanced technology motor 
        vehicle, including--
                    ``(A) with respect to any gasoline or diesel-
                electric new qualified hybrid motor vehicle--
                            ``(i) electric motor or generator;
                            ``(ii) power split device;
                            ``(iii) power control unit;
                            ``(iv) power controls;
                            ``(v) integrated starter generator; or
                            ``(vi) battery;
                    ``(B) with respect to any hydraulic new qualified 
                hybrid motor vehicle--
                            ``(i) accumulator or other energy storage 
                        device;
                            ``(ii) hydraulic pump;
                            ``(iii) hydraulic pump-motor assembly;
                            ``(iv) power control unit; and
                            ``(v) power controls;
                    ``(C) with respect to any new advanced lean burn 
                technology motor vehicle--
                            ``(i) diesel engine;
                            ``(ii) turbo charger;
                            ``(iii) fuel injection system; or
                            ``(iv) after-treatment system, such as a 
                        particle filter or NOx absorber; and
                    ``(D) with respect to any advanced technology motor 
                vehicle, any other component submitted for approval by 
                the Secretary.
            ``(4) Eligible taxpayer.--The term `eligible taxpayer' 
        means any taxpayer if more than 20 percent of the taxpayer's 
        gross receipts for the taxable year is derived from the 
        manufacture of motor vehicles or any component parts of such 
        vehicles.
    ``(d) Engineering Integration Costs.--For purposes of subsection 
(b)(1)(B), costs for engineering integration are costs incurred prior 
to the market introduction of advanced technology vehicles for 
engineering tasks related to--
            ``(1) establishing functional, structural, and performance 
        requirements for component and subsystems to meet overall 
        vehicle objectives for a specific application,
            ``(2) designing interfaces for components and subsystems 
        with mating systems within a specific vehicle application,
            ``(3) designing cost effective, efficient, and reliable 
        manufacturing processes to produce components and subsystems 
        for a specific vehicle application, and
            ``(4) validating functionality and performance of 
        components and subsystems for a specific vehicle application.
    ``(e) Limitation Based on Amount of Tax.--The credit allowed under 
subsection (a) for the taxable year shall not exceed the excess of--
            ``(1) the sum of--
                    ``(A) the regular tax liability (as defined in 
                section 26(b)) for such taxable year, plus
                    ``(B) the tax imposed by section 55 for such 
                taxable year and any prior taxable year beginning after 
                1986 and not taken into account under section 53 for 
                any prior taxable year, over
            ``(2) the sum of the credits allowable under subpart A and 
        sections 27, 30, and 30B for the taxable year.
    ``(f) Reduction in Basis.--For purposes of this subtitle, if a 
credit is allowed under this section for any expenditure with respect 
to any property, the increase in the basis of such property which would 
(but for this paragraph) result from such expenditure shall be reduced 
by the amount of the credit so allowed.
    ``(g) No Double Benefit.--
            ``(1) Coordination with other deductions and credits.--
        Except as provided in paragraph (2), the amount of any 
        deduction or other credit allowable under this chapter for any 
        cost taken into account in determining the amount of the credit 
        under subsection (a) shall be reduced by the amount of such 
        credit attributable to such cost.
            ``(2) Research and development costs.--
                    ``(A) In general.--Except as provided in 
                subparagraph (B), any amount described in subsection 
                (b)(1)(C) taken into account in determining the amount 
                of the credit under subsection (a) for any taxable year 
                shall not be taken into account for purposes of 
                determining the credit under section 41 for such 
                taxable year.
                    ``(B) Costs taken into account in determining base 
                period research expenses.--Any amounts described in 
                subsection (b)(1)(C) taken into account in determining 
                the amount of the credit under subsection (a) for any 
                taxable year which are qualified research expenses 
                (within the meaning of section 41(b)) shall be taken 
                into account in determining base period research 
                expenses for purposes of applying section 41 to 
                subsequent taxable years.
    ``(h) Business Carryovers Allowed.--If the credit allowable under 
subsection (a) for a taxable year exceeds the limitation under 
subsection (e) for such taxable year, such excess (to the extent of the 
credit allowable with respect to property subject to the allowance for 
depreciation) shall be allowed as a credit carryback to each of the 15 
taxable years immediately preceding the unused credit year and as a 
carryforward to each of the 20 taxable years immediately following the 
unused credit year.
    ``(i) Special Rules.--For purposes of this section, rules similar 
to the rules of section 179A(e)(4) and paragraphs (1) and (2) of 
section 41(f) shall apply
    ``(j) Election Not to Take Credit.--No credit shall be allowed 
under subsection (a) for any property if the taxpayer elects not to 
have this section apply to such property.
    ``(k) Regulations.--The Secretary shall prescribe such regulations 
as necessary to carry out the provisions of this section.
    ``(l) Termination.--This section shall not apply to any qualified 
investment after December 31, 2010.''.
    (b) Conforming Amendments.--
            (1) Section 1016(a) of the Internal Revenue Code of 1986 is 
        amended by striking ``and'' at the end of paragraph (36), by 
        striking the period at the end of paragraph (37) and inserting 
        ``, and'', and by adding at the end the following new 
        paragraph:
            ``(38) to the extent provided in section 30D(g).''.
            (2) Section 6501(m) of such Code is amended by inserting 
        ``30D(k),'' after ``30C(e)(5),''.
            (3) The table of sections for subpart B of part IV of 
        subchapter A of chapter 1 of such Code is amended by inserting 
        after the item relating to section 30C the following new item:

``Sec. 30D. Advanced technology motor vehicles manufacturing credit.''.
    (c) Effective Date.--The amendments made by this section shall 
apply to amounts incurred in taxable years beginning after December 31, 
1999.
                                 <all>
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