,,iii #aaeth ,,congress #b;d ,session ,s4 ,,con4 ,,res4 #db ,,in ,,the ,,senate ,,of ,,the ,,united ,,states ,august #a1 #bjah,ms4 ,harris 7for herself1 ,mrs4 ,feinstein1 ,mr4 ,schumer1 ,mr4 ,markey1 ,mr4 ,whitehouse1 ,mr4 ,schatz1 ,mr4 ,van ,hollen1 ,mr4 ,wyden1 ,mr4 ,merkley1 ,mr4 ,blumenthal1 ,mr4 ,bennet1 ,mr4 ,sanders1 ,mr4 ,carper1 ,ms4 ,hassan1 ,mr4 ,coons1 ,mrs4 ,gillibrand1 ,mrs4 ,murray1 ,ms4 ,smith1 ,ms4 ,hirono1 ,ms4 ,cantwell1 ,mr4 ,menendez1 ,mr4 ,cardin1 ,mr4 ,reed1 ,mr4 ,udall1 ,ms4 ,cortez ,masto1 ,ms4 ,baldwin1 ,mr4 ,durbin1 ,ms4 ,klobuchar1 ,mr4 ,casey1 ,mrs4 ,shaheen1 ,mr4 ,booker1 ,mr4 ,leahy1 ,ms4 ,duckworth1 and ,mr4 ,nelson7 submitted the following concurrent resolution2 which was referred to the ,committee on ,environment and ,public ,works ,,concurrent ,,resolution ,supporting ,america's clean car standards and defending ,state authority under the ,clean ,air ,act to protect their citizens from harmful air pollution4 ,whereas ,congress enacted the ,clean ,air ,act1 requiring the ,environmental ,protection ,agency 7,,epa7 to set standards controlling air pollutant emissions from motor vehicles and preventing the endangerment of public health and welfare2 ,whereas ,congress enacted section #bji of the ,clean ,air ,act allowing the ,state of ,california to set vehicle emissions standards that meet or exceed ,federal emission regulations2 ,whereas ,congress enacted section #agg of the ,clean ,air ,act to allow ,states besides ,california to adopt ,california's stronger standards in lieu of ,federal requirements2 ,whereas the ,,epa has authority under the ,clean ,air ,act to regulate greenhouse gas 7,,ghg7 emissions from vehicles2 ,whereas the ,states of ,california1 ,connecticut1 ,delaware1 ,maine1 ,maryland1 ,massachusetts1 ,new ,jersey1 ,new ,york1 ,oregon1 ,pennsylvania1 ,rhode ,island1 ,vermont1 and ,washington have elected to set vehicle emissions standards that are more stringent than otherwise applicable ,federal vehicle emission standards and can do so based on principles of cooperative federalism pursuant to the ,clean ,air ,act2 ,whereas ,congress enacted the ,energy ,policy and ,conservation ,act and the ,ten-in-,ten ,fuel ,economy ,act 7#db ,u4,s4,c4 #fbja et seq471 requiring the ,administrator of the ,national ,highway ,traffic ,safety ,administration to set maximum feasible corporate average fuel economy standards with the ultimate goal of promoting energy savings and reducing oil consumption2 ,whereas ,congress enacted legislation requiring the ,national ,highway ,traffic ,safety ,administration to set ,corporate ,average ,fuel ,economy ,standards with the ultimate goal of promoting energy savings and reducing oil consumption2 ,whereas the ,federal ,government1 the ,state of ,california1 and the auto industry agreed to a coordinated set of regulations1 called the ,one ,national ,program1 that aligned these light-duty vehicle ,,ghg emissions and fuel economy standards as closely as possible and set achievable standards of increasing stringency through model year #bjbe2 ,whereas the ,,epa1 together with the ,national ,highway ,traffic ,safety ,administration and the ,california ,air ,resources ,board1 collaborated on extensive analysis that clearly demonstrated that the existing standards are technically feasible and can be met at reasonable cost2 ,whereas in ,january #bjag1 the ,,epa issued a final determination to maintain the existing ,,ghg emissions standards for vehicles of model years #bjbb through #bjbe1 based on the extensive technical record showing the standards are appropriate and achievable2 ,whereas the administration must adhere to cooperative federalism principles by meeting with key ,state stakeholders before impacting their ,state goals on emissions and public health2 ,whereas ,america's light-duty vehicle ,,ghg emissions and fuel economy standards support over #bhh1jjj auto manufacturing jobs across #a1bjj facilities in the ,united ,states2 ,whereas ,america's light-duty vehicle ,,ghg emissions and fuel economy standards are keeping ,united ,states auto companies competitive globally and protecting ,american consumers from dirtier and more costly technology1 as other countries adopt strict clean car policies2 ,whereas transportation has now surpassed the energy sector as the largest source of ,,ghg emissions in the ,united ,states2 ,whereas ,america's light-duty vehicle ,,ghg emissions and fuel economy standards1 if fully implemented through model year #bjbe1 will-- 7#a7 reduce ,american consumption of oil by #b1djj1jjj barrels per day2 7#b7 save ,american consumers #acj1jjj1jjj1jjj at the pump by #bjcj2 and 7#c7 reduce ,,ghg emissions by #dgj1jjj1jjj metric tons by #bjcj2 ,whereas ,america's light-duty vehicle ,,ghg emissions and fuel economy standards protect low-income communities and communities of color from disproportionate public health and economic burden2 and ,whereas #hg percent of ,americans support maintaining strong clean car standards and want automakers to continue to improve fuel economy for all types of vehicles3 ,now1 therefore1 be it ,that ,congress-- 7#a7 supports the existing ,one ,national ,program1 agreed to with ,state stakeholders1 with the goals of reducing ,,ghg emissions and oil usage1 protecting national security1 and protecting human health and welfare2 and 7#b7 supports policies to achieve that goal that will-- 7,a7 achieve maximum feasible oil use reductions and reduce ,,ghg emissions from mobile sources2 7,b7 recognize the rights and importance of ,states in cooperative federalism to set and follow stronger vehicle emissions standards under the ,clean ,air ,act if they so choose2 and 7,c7 ensure the administration1 ,department of ,transportation1 and ,environmental ,protection ,agency solicit input from ,state parties impacted by any changes to the existing ,,ghg emissions standards for light-duty vehicles and the associated standards for corporate average fuel economy4