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People in the oil industry were surprised at how ambitious EPA’s newest rule is, multiple oil industry lobbyists said, complaining that Biden’s regulators had skipped the Obama administration’s practice of meeting with outside groups while prepping a rule.
“The administration on these things, they tend to go big,” said Bruce Thompson, CEO of oil and grid consulting and lobbying firm CapeDC Advisors, adding that he saw the proposal mostly as a messaging exercise meant to energize Biden’s green supporters. “It’s almost as if they’re trying to convince people they’re actually doing something. It’s way over the top… I suspect a lot of this is theater.”
Biden’s supporters said they’re sure the new rules will hold up in court, noting that Congress enacted a climate law last year that’s pouring billions of dollars into the effort to get more electric cars on the road. And administration officials expressed confidence that the auto industry can meet the EPA’s audacious goal of having electric vehicles account for two-thirds of new sales by 2032 — despite the carmakers’ public misgivings.
“When I look at the projections that many in the automobile industry have made, this is the future,” EPA Administrator Michael Regan said Wednesday morning during the proposal’s official unveiling. “The consumer demand is there. The markets are enabling it. The technologies are enabling it.”
But whether the rule can succeed depends on multiple complicated issues, including the average electric vehicle’s hefty price tag, the patchy state of the nation’s charging infrastructure, and the Treasury Department’s recent tightening of a $7,500 tax incentive that was supposed to make EVs more affordable. Other challenges include China’s dominance of the supply chain for batteries and the need to upgrade the U.S. power grid.
Here are the opponents who could make the task even tougher:
Republicans and red state attorneys general push back
Republicans in Congress are already stoking the fires of what could be the next big culture war: A fight over what’s in Americans’ driveways. And they’re invoking the partisan flare-up from earlier this year over another fossil-fuel touchstone of Americana — a false accusation that Biden was proposing to ban gas stoves.
“First President Biden came for our gas stoves,” Sen. John Barrasso (R-Wyo.), the top Republican on the Senate Energy and Natural Resources Committee, said Wednesday morning. “Now he wants to ban the cars we drive.”
Biden does, in fact, want to get millions of Americans to give up their gasoline-powered cars. And there’s not much that Republicans in Congress can do about it immediately, aside from attempting to pass a resolution that would roll back the EPA rule. (Biden could veto such a resolution.)
But a coalition of 17 attorneys general from GOP-led states has already sued over an earlier EPA auto-emissions rule, along with plaintiffs from the oil and gas industry. Though none of those states have yet explicitly threatened to sue over this latest version, West Virginia Attorney General Patrick Morrisey hinted Wednesday that another multistate legal challenge could be on the way. “We’ll be ready to once again lead the charge against wrongheaded energy proposals like these,” Morrisey said in a statement.
He also said the new rule showed that “this administration is hell bent on destroying America’s energy security and independence” and making the U.S. dependent on resources from “countries like China and the Democratic Republic of Congo.”
Oil, gas and ethanol sharpen their knives
The oil and gas industry for the most part seems to be happy to let other industries poke holes in the rule, or for it to collapse under its own weight, lobbyists told POLITICO — or both.
But the American Fuel and Petrochemical Manufacturers, the main trade association representing refining companies, will be pushing the administration to make changes. And EPA is on shaky legal ground if it doesn’t, said Patrick Kelly, the group’s senior director for fuel and vehicle policy.
“I don’t think Congress has given the EPA authority to do this,” Kelly said in an interview just after an initial reading of the rule. “We need to look at where the EPA may have drifted into the Department of Transportation’s lane for setting fuel economy standards and where the EPA may have exceeded the authority Congress gave it.”
Ethanol interests also expressed frustration with the proposed rules and objected to the administration’s characterization of electric vehicles as being free of greenhouse gas pollution. They said the agency isn’t accounting for the energy-intensive nature of mineral mining and battery building, as well as the energy used to charge electric vehicles.
Geoff Cooper, president and CEO of the Renewable Fuels Association, noted that a majority of U.S. electricity today comes from fossil fuels. He said his group will be reaching out to members of Congress on what it calls a better approach — rather than what he called “carbon accounting gimmicks to create a de facto EV mandate.”
Monte Shaw, executive director of the Iowa Renewable Fuels Association, an associate member of the national trade group, also accused the administration of putting its “thumb on the scale for EVs.”
And as an executive branch action, Wednesday’s rule proposal is vulnerable to being reversed by a future administration, much as former President Donald Trump’s regulators tried to undo EPA’s Obama-era regulations. Shaw predicted a continuation of “disjointed public policy” on emissions, characterized by “radical U turns” in policy until a consensus is reached.
But Thompson, from CapeDC Advisors, said he thinks the oil industry will “stay out of the crosshairs on this one” and let the auto industry lead the charge against the rule in the courts — assuming the carmakers do so.
The EPA rule is “more of an eyeroll than a source of consternation,” said one lobbyist, who was granted anonymity because they were not authorized to speak to the press.
But another industry lobbyist, also speaking on condition of anonymity, said the oil industry couldn’t just “leave it up to the autos because they have very different goals: The autos take issue with the speed with which they’re accelerating the energy transition, not the transition itself.”
Automobiles warn of a proposal that could be doomed to fail
Automakers are pouring more than $100 billion into the transition to electric, but they say the new EPA proposal goes too far too fast, especially considering the many challenges involving charging, minerals and the tax-credit restrictions.
One noteworthy feature of Wednesday’s rule rollout was what the automakers didn’t say. Officials from GM, Ford, Mercedes and the Alliance for Automotive Innovation, the principal U.S. trade group for the auto industry, were present for Wednesday’s unveiling at EPA headquarters in Washington but didn’t speak.
The event had originally been expected to happen in Detroit, the industry’s home turf, a person familiar with the situation said. But the person, granted anonymity to discuss sensitive negotiations, said automakers were concerned that holding it there could make it appear they were endorsing a proposal they hadn’t seen yet.
But people in the industry made it clear they don’t love the proposal.
Alliance for Automotive Innovation leader John Bozzella noted in a statement Wednesday that the EPA’s goal for electric vehicle adoption goes beyond Biden’s original target of having EVs make up 50 percent of new vehicle sales by 2030. He questioned how the agency could justify steamrolling that “carefully considered and data-driven goal,” especially since the industry and the administration had agreed on it just two years ago..
“To be clear, 50 percent was always a stretch goal and predicated on several conditions,” Bozzella said. Those conditions included the climate law’s incentives for manufacturers, which “have only just begun to be implemented,” and the $7,500 tax credits that the Treasury Department is now dramatically curtailing to meet Congress’ domestic sourcing requirements.
Nobody in the auto industry was threatening to go to court, but Bozzella also wasn’t endorsing the administration’s more ambitious new goal.
“The question isn’t can this be done, it’s how fast can it be done, and how fast will depend almost exclusively on having the right policies and market conditions in place,” he said.
Individual statements from some major carmakers were more noncommittal. Ford touted its advancement of electric vehicles and promised “strong coordinated action from the public and private sectors.” A GM spokesperson told POLITICO that policy staff is still going through the massive rule but that the company would likely submit comments on the rule.
Manufacturers exclusively invested in EVs, such as Rivian, applauded the EPA proposal.
The Zero Emission Transportation Association urged the administration to act swiftly to encourage more Americans to buy electric vehicles — and to ensure the industry is capable of providing them.
James Bikales and Alex Guillén contributed to this report.
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( With inputs from : www.politico.com )
If Wednesday’s proposals work out the way Biden’s regulators envision, two out of every three new cars and light trucks sold in the U.S. in 2032 will be electric — more than 10 times the current national sales rate.
That figure includes a projection that 78 percent of sedans, 68 percent of pickups and 62 percent of crossovers and SUVs could be battery-powered just nine years from now.
Electric vehicle sales are rising already, of course. Some automakers, such as Ford and General Motors, have announced plans to stop making gasoline-powered cars entirely by 2035.
But without stricter regulations, the EPA says, electric vehicles would make up only 39 percent of new sales in 2032.
The agency also projects that half of new “vocational” vehicles — such as garbage trucks and school buses — will be electric that year under its proposals, as well as 25 percent of long-haul freight tractor trailers.
Aren’t electric vehicles more expensive than gasoline-powered ones?
Yes. And EPA estimated that its proposal would add an incremental cost of $844 for cars and $1,385 for trucks in 2032.
But it also contends that those upfront costs will be more than offset by consumers’ savings on fuel and maintenance (electric cars don’t need oil changes, for example), as well as purchasing incentives. The agency says the average buyer of a car or light-duty truck will save $12,000 over the vehicle’s lifetime.
That’s on top of the rule’s projected benefits in reduced oil imports, reductions in diseases related to air pollution and a lessening of planet-warming greenhouse gases.
How would the EPA’s rule work?
The first and most sweeping rule, Reg. 2060-AV49, covers light-duty cars and trucks as well as medium-duty vehicles, a class that includes larger SUVs and passenger vans.
It seeks to prod automakers to produce more electric vehicles by slashing the amount of greenhouse gases allowed to come out of tailpipes.
For light-duty vehicles, the new target would be an average of 82 grams of carbon dioxide per mile traveled in 2032. That’s down roughly half from the administration’s existing target for 2026.
The target is a “fleet average” that the EPA calculates for each auto manufacturer. That means that an automaker’s sales of zero-carbon electric vehicles can offset the pollution from its fossil-fuel cars and trucks, though automakers may pursue more efficiencies in gasoline-powered models as well.
The final real-world figures can also vary depending on how automakers choose to comply with the rule.
The rule also strengthens limits on vehicles’ conventional air pollutants — a step that would also increase the incentives for carmakers to go electric.
For acid-rain-causing nitrogen oxides and other organic gases, the standard would be reduced to 12 milligrams per mile in 2032, down 60 percent from an Obama-era requirement. EPA also proposed a standard for “particulate matter” (i.e., soot) that’s down as much as 92 percent from current standards.
In addition to the primary proposal, Alejandra Nunez, EPA’s deputy assistant administrator for mobile sources, said the agency is soliciting comments on several alternative regulatory options of varying stringency for light-duty vehicles. The least stringent would achieve 64 percent electric vehicle penetration in 2032, Nunez said, while the most would reach 69 percent.
Is that all?
No! The proposal also includes several tweaks to a compliance program that EPA has been using to help automakers meet its requirements.
The agency is maintaining a system in which companies that produce less-polluting vehicles can earn “credits” that they can then sell to their more-polluting rivals. (These credits have been a revenue source for companies like Toyota and Tesla.)
On the other hand, EPA wants to phase out a bonus credits program that rewarded companies for adopting technologies such as solar roof panels and high-efficiency headlights.
EPA also wants to stop giving credits to electric vehicle manufacturers for using more efficient air conditioning.
EPA’s second proposed rule, Reg. 2060-AV50, would cover heavy-duty vehicles such as tractor-trailers and vocational vehicles — the source of a quarter of the transportation sector’s greenhouse gas emissions. The rule follows two prior rounds of greenhouse gas regulations for heavy-duty trucks that manufacturers largely accepted.
That proposal also creates warranty requirements for batteries on zero-emissions trucks and would require automakers to install “state of health” battery monitors accessible to customers.
The light-duty proposal will be open for 60 days of public comment and the heavy-duty proposal for 50 days of comment once published in the Federal Register in the coming weeks.
But wait — didn’t Biden just make it harder to get tax breaks for electric vehicles?
Yes, less than two weeks ago: Under a Treasury Department proposal announced March 31, fewer of the electric cars and trucks now on the market will qualify for the $7,500-per-vehicle tax breaks intended to make EVs more affordable for consumers.
The aim, as mandated by Congress, is to ensure that vehicles receiving the credits are made in the U.S., and that their critical parts and minerals come from either the United States or its closest trading partners. Even tighter restrictions from Treasury — aimed at boxing out countries like China — are due later this year.
So which vehicles will qualify for the tax credits?
Stay tuned: By Tuesday, automakers are supposed to confirm which of their models meet the new Treasury requirements. (They’ll have to swear this under penalty of perjury.)
But when POLITICO questioned the car companies last week, they said just five of the 91 electric car models now sold in the U.S. clearly qualified for the full tax break. Those all came from American automakers, with General Motors, Ford and Tesla leading the pack.
What other obstacles could complicate Biden’s goals?
The U.S. still doesn’t have nearly enough chargers for all the electric vehicles that the EPA wants to see on the highways. And many of the chargers that exist suffer from malfunctions, slow charging and other woes, as David Ferris recently documented for POLITICO’s E&E News.
Questions linger about whether the U.S. electric grid can stand up to the load of charging so many vehicles, and whether domestic manufacturing and mining can ramp up fast enough to make sure EVs are produced domestically.
The administration’s hope is that the prodding from the EPA, the availability of tax breaks and other incentives for technologies such as charging stations will speed up a transformation to electric vehicles that market forces are already pushing to bring about. That’s a work in progress, of course.
What do people say about the rule?
Many environmental groups welcomed Wednesday’s news. Dan Lashof, U.S. director for the World Resources Institute, said in a statement that EPA’s proposals will “speed the United States’ auto industry toward an all-electric future faster than any regulation has before.”
But Dan Becker, director of the Center for Biological Diversity’s Safe Climate Transport Campaign, argued that the proposal isn’t stringent enough. He called on the EPA to write a regulation that achieves 67 percent electric vehicle sales in 2030 — two years earlier than the agency’s timeline.
“Biden shouldn’t let automakers’ can’t-do attitude sabotage his best shot at cutting carbon emissions,” Becker said in a statement.
Republicans were, notably, less thrilled. Sen. John Barrasso (R-Wyo.) accused Biden of trying “to ban the cars we drive,” a common refrain from GOP critics of the new rule.
“The ‘electrification of everything’ is not a solution,” Barrasso said Wednesday. “It’s a road to higher prices and fewer choices.”
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( With inputs from : www.politico.com )
This is, as President Joe Biden said in a different context, a big f–ing deal. His administration wants to change the way Americans have traveled the roads for more than a century. But by pushing the industry to make the transition faster, Biden could risk a backlash from unwilling consumers, complicate questions about China’s dominance of electric vehicle supplies, and escalate his administration’s legal fight with the oil industry and GOP governors who oppose his efforts to phase out internal combustion engines.
On the plus side for Biden, though, electric vehicle sales are already rising. And carmakers, who are investing big money in going electric, have defended the EPA’s previous pollution rules in federal court.
“Whether you measure today’s announcement by the dollars saved or the gallons reduced or the pollution that will no longer be pumped into the air, this is a win for the American people,” White House National Climate Advisor Ali Zaidi told reporters on Tuesday.
Still, even some supporters of the president’s climate policies say they worry about a host of complications, including consumers’ ability to afford the $50,000-and-up price of many electric vehicles now on the market. Biden’s signature climate law offers $7,500 tax breaks to lessen the sticker shock, but the Treasury Department announced rules just two weeks ago that will make those credits more difficult to get.
Under the EPA proposal unveiled Wednesday, carbon dioxide emissions for new cars and light trucks would need to fall by 49 percent on average from 2027 to 2032. The agency is also proposing tightened standards for medium- and heavy-duty vehicles, with the latter including dump trucks, school buses and tractor-trailers.
“Everybody cares about global warming,” said Rep. Debbie Dingell, a Democrat from the auto industry’s home base of Michigan. But she added, “I’m hearing from too many people in this country — I mean, strong Democrats — that they can’t afford an electric vehicle.”
Other obstacles to getting more motorists to go electric include the patchy availability of charging stations and questions about whether the new breed of cars and trucks will be made in the U.S., with American-sourced parts and minerals, or would further dependence on China.
Some Republicans were caustic, including Florida Rep. Kat Cammack, who called the proposal “another clueless harebrained plan that actually has no basis in reality.”
“That seems to be the joke of the Biden administration — one of many, in fact — where they say, ‘Oh, you are concerned about rising gas prices, oh, you peasant, go out and buy an electric vehicle that costs $80,000,’” Cammack told Fox Business on Monday. “It’s absolutely absurd how out of touch this administration truly is.”
Sen. Shelley Moore Capito (R-W.Va.) told POLITICO in a statement that the administration’s proposed rule “made clear it wants to decide for Americans what kinds of cars and trucks we are allowed to buy, lease, and drive.”
“These misguided emissions standards were made without considering the supply chain challenges American automakers are still facing, the lack of sufficiently operational electric vehicle charging infrastructure, or the fact that it takes nearly a decade to permit a mine to extract the minerals needed to make electric vehicles, forcing businesses to look to China for these raw materials,” Capito said.
Environmental groups and automakers that specialize in electric vehicles, such as Tesla and Rivian, have urged the administration to go big, saying Biden should seize the opportunity to lessen the country’s largest source of greenhouse gases — the transportation sector.
“These regulations will reflect, in my view, the single most important regulatory initiative by the Biden administration to combat climate change,” said Margo Oge, a former head of EPA’s Office of Transportation and Air Quality, at a briefing Tuesday organized by the Environmental Defense Fund. “The administration is going to make history if indeed, at the end of the day, they finalize these ambitious standards.”
Matthew Davis, senior director of government relations with the League of Conservation Voters, said the administration should use the EPA rule to “drive innovation” — building on the electric vehicle incentives in Biden’s infrastructure and climate laws, which have already inspired investments in manufacturing and charging projects.
“If these rules aren’t strong enough, they won’t send a strong additional message to the federal investments message that already has been sent,” Davis said. And that could frustrate the Biden administration’s hopes of having electric vehicles account for half of all new car and truck sales by 2030.
Electric vehicles made up about 5.6 percent of cars and trucks sold in 2022, up from 1.8 percent just two years earlier — but still not nearly enough to achieve the large emissions reductions that scientists say are needed to avoid the worst impacts of climate change, according to data from S&P Global Mobility cited by POLITICO’s E&E News.
A majority of Americans are at least open to buying an electric vehicle, according to a Gallup poll released Wednesday. Twelve percent of respondents said they are “seriously considering” buying an electric vehicle and another 43 percent said they might consider it in the future, versus 41 percent who “unequivocally say they would not.” Four percent of respondents already owned one.
Yet the interest is highly partisan: 76 percent of Democrats were either seriously or somewhat considering purchasing an electric vehicle, while 71 percent of Republicans said they would not buy one, the polling firm found.
EPA’s new rules will push automakers toward electric vehicles regardless, said Mike Ramsey, an automotive analyst at the consulting firm Gartner. “These rules would really just take away any sort of safety net or ability to turn back,” he told E&E News.
Already the auto industry, which has eagerly welcomed a variety of tax credits for manufacturing and selling electric vehicles, is deflecting blame in case it can’t meet the standards.
In a memo issued last week, the Alliance for Automotive Innovation — the trade group representing nearly the entire U.S. auto industry — cautioned that carmakers’ success in meeting strong new standards for lowering pollution will depend on matters outside their control: The proliferation of chargers, the health of the supply chain, the availability of critical minerals, the capacity of the electrical grid and more.
The move toward electric vehicles “requires a massive, 100-year change to the U.S. industrial base and the way Americans drive,” the auto industry group wrote. “A clear-eyed assessment of market readiness is required. The answer on rule feasibility is: It depends.”
“It’s a difficult dance,” said Stephanie Brinley, an automotive analyst for the auto intelligence service at S&P Global Mobility. “In order to have a more fuel efficient vehicle, it will be more expensive. It will be more expensive to produce; it will be more expensive to buy. It just goes with the territory. And that’s at the core of the conundrum.”
Still, she said, Europe and China have long had stricter regulations than the United States, so manufacturers already have some practice conforming to higher fuel economy standards.
The Republican attack line has already become clear, with some accusing the Biden administration of attempts to social-engineer people out of their pickup trucks and into “some puny electric car,” as Rep. Eric Burlison (R-Mo.) tweeted on Monday.
Rep. Dan Newhouse (R-Wash.) called the EPA proposal “yet another draconian rule from the Biden” administration and invoked this year’s partisan dust-up about gas stoves, which one federal regulator had suggested banning. (Biden has opposed a stove ban.)
Sen. Markwayne Mullin (R-Okla.) last month chastised the EPA for its efforts to boost electric vehicles, arguing that they strain the grid and are impractical for people like his wife, who he said drives 5,000 miles per month taking their children to school from rural areas.
“I don’t want ‘California’ rules,” Mullin said, referring to that state’s electric vehicle mandates. “I don’t want them to play a role in Oklahoma. I want affordable and reliable energy.”
The gas stoves scuffle could seem tame compared with an all-out feud over what’s in tens of millions of Americans’ driveways. The Obama administration took a GOP strafing over policies aimed at getting people out of their cars in favor of bikes, walking and transit — outrage that kept the conservative blogosphere buzzing for months. (Writing for Newsweek at the time, George Will dubbed then-Transportation Secretary Ray LaHood the “Secretary of Behavior Modification.”)
In contrast, Biden has proclaimed himself a “car guy.” And his administration and its allies are pitching the new EPA pollution standards as an economic opportunity for the U.S. to dominate the transportation technology of the future.
A recent report from the Environmental Defense Fund and the engineering and design firm WSP USA found that automakers had announced $120 billion in electric vehicle investments since 2015, with the bulk of that money coming since the passage of the bipartisan infrastructure law in 2021 and the Inflation Reduction Act last year.
Much of that spending, and the jobs that come with it, is happening in red or purple states. Georgia leads the pack on announced new EV jobs, followed by Tennessee, Michigan, Nevada and South Carolina.
The administration said the new standards would save the economy $850 billion to $1.6 trillion between 2027 and 2055, avoid about 20 billion barrels in oil imports, and save the average buyer of a car or light-duty truck $12,000 over the vehicle’s lifetime.
Josh Siegel, Zack Colman, Mike Lee and David Ferris contributed to this report.
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Republican lawmakers are predicting a consumer backlash to the latest mandate from Washington. But industry analysts say car buyers are showing a growing appetite for vehicles that can be refueled with an electric cord rather than a gas pump.
“Honestly, the vehicles being delivered by automakers are a lot better — people are willing to sit on waiting lists for two or three years,” said Chris Harto, senior policy analyst at Consumer Reports. “There’s a huge amount of pent-up demand for EVs right now, and automakers aren’t delivering.”
Just two years ago, Biden said he wanted electric vehicles to make up half of new car and truck sales by the end of the decade. The EPA proposal could push electric vehicles even further.
Electric vehicles made up about 5.6 percent of cars and trucks sold in 2022 — not nearly enough to achieve the large emissions reductions that scientists say are needed to avoid debilitating impacts of climate change. That was up from 1.8 percent in 2020 and 3.1 percent in 2021, according to data from S&P Global Mobility.
The EPA rules will only reinforce automakers’ move toward electric vehicles, said Mike Ramsey, an automotive analyst at the consultancy Gartner. “These rules would really just take away any sort of safety net or ability to turn back,” he said, adding that automakers will likely also press EPA for loopholes “to give wriggle room to the market.”
The upcoming regulations come as the federal government is pouring billions of dollars into the construction of charging stations along highways and incentives for people who buy EVs. But they also come as the Biden administration is potentially raising the cost of electric cars by requiring manufacturers to make the vehicles in the U.S., while using battery minerals from the United States or its closest trading partners — not China.
So far, the popularity of EVs is on the rise, and that could increase if the EPA rules lead to more models, some advocates said.
“Every single state in the union continued to see steady growth in electric vehicle sales in the last decade,” said Lisa Frank, who heads the Washington, D.C., legislative office at Environment America.
On the other hand, it’s unknown if automakers will be able to produce EVs for the mass market while also overcoming the tremendous expense of bringing a new kind of vehicle to scale. For that reason, today’s EVs carry a higher price tag than traditional models. (Prices for the cheapest model from Tesla, the nation’s top electric carmaker, start at just under $42,000.)
“The challenge is that as of now, the vehicles aren’t affordable enough that there’ll be a big enough buying base for them to be bought in these numbers,” said John Gartner, who leads EV and charging infrastructure research at the Center for Sustainable Energy, a California nonprofit.
When contacted by POLITICO’s E&E News, no automakers wanted to comment on the forthcoming rule. Some pointed to a statement put out last week by an industry lobbying group, the Alliance for Automotive Innovation.
“The question isn’t whether it can be done, it’s how fast it can be done,” the Alliance for Automotive Innovation said of the transition to electric vehicles, adding that it “will depend almost exclusively on having the right policies and market conditions.”
The rules come as state officials, and Congress, race ahead with their own efforts to transition away from gasoline-powered transportation.
California approved a rule that would require all new vehicles sold in the state to be emissions-free by 2035, including plug-in hybrids.
Congress included billions of dollars to build public EV charging stations in the 2021 infrastructure law. Last year’s Inflation Reduction Act dedicated billions more to tax credits and other incentives for people who buy the cars and a broad array of carmakers and parts suppliers.
The rules have been shaped in part by EPA tests of cars and components at the agency’s lab in Ann Arbor, Mich., and also by technical research and input from carmakers.
“As they consider all of those things, they think, what is the maximum they can push the industry?” said Dave Cooke, senior vehicles analyst at the Union of Concerned Scientists.
The proposed rule will cover greenhouse gas emissions for cars built in 2027 and future model years. Current EPA regulations, which cover cars built through 2026, are expected to push EV adoption to 17 percent of new car sales by the time they expire.
Bloomberg first reported that the rules could exceed Biden’s goal of making half of all new cars carbon-free by 2030. The New York Times reported separately that EPA’s tailpipe rule could push EVs to as much as 67 percent of new cars sales.
Separately, EPA is also planning to roll out greenhouse gas limits on heavy-duty trucks starting in model year 2027, following up on its rules that were finalized last year to limit soot and smog-forming pollution like nitrogen oxides from the trucking industry.
Historically, EPA hasn’t told carmakers what kinds of vehicles to produce when it sets greenhouse gas standards. Instead, it has set a limit — a certain number of grams of carbon dioxide per mile driven — that each company has to meet over the entire fleet of vehicles it sells each year.
Companies that exceed the goal can build up credits to use in future years and can trade credits among themselves.
Major carmakers including General Motors Co. and Ford Motor Corp. have already set their own goals to produce more electric vehicles. The EPA proposal “is kind of saying, ‘All right, put your money where your mouth is,’” said Simon Mui, director of clean vehicles and fuels at the Natural Resources Defense Council.
The rules are already attracting scrutiny. Environmental advocacy and consumer groups have argued that EPA should push for even more emissions reductions, particularly given the demand for electric cars and trucks.
Lawmakers are also beginning to push back by criticizing the regulations as a threat to blue-collar Americans.
“The EPA needs to explain to the constituents in my district that they should be driving some puny electric car instead of their pickup trucks,” Rep. Eric Burlison (R-Mo.) said Monday on Twitter, linking to a photo of an electric-powered Smart car from Europe.
Beyond the rhetoric, conservatives in Congress may have a chance to block the latest emissions rules. Republicans in the Senate and House, for instance, have introduced a proposal under the Congressional Review Act to roll back the EPA rules on soot and smog from heavy-duty trucks.
Timothy Cama contributed to this report.
A version of this report first ran in E&E News’ Climatewire. Get access to more comprehensive and in-depth reporting on the energy transition, natural resources, climate change and more in E&E News.
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( With inputs from : www.politico.com )
Video: UP man critically injured after touching electric wire on train rooftop (Photo: screen grab/Twitter)
Gorakhpur: A man climbed on top of the Mumbai Lokmanya Tilak Terminus (LTT)-Gorakhpur super-fast express and suffered severe burn injuries when he touched a 25,000-volt overhead high-tension electric wire with his bare hands.
The victim was identified as Prithvi Paswan, 45, of Vishwanathpur village in Uttar Pradesh’s Maharajganj district.
He has been shifted to Bahraich district government hospital in a critical condition.
The incident happened after the train was halted by its loco-pilot between Bahraich-Gonda district border (Jarwal road railway station -Sarju railway station) as they spotted a dead body of 6 month old girl on the railway track on Tuesday morning. pic.twitter.com/y70R9F8TiM
According to Railways, the incident took place between the borders of the Bahraich and Gonda districts (Jarwal road railway station to Sarju railway station).
The express was abruptly stopped by loco-pilots, who discovered an infant’s mortal remains on the railroad track.
Prithvi ascended the locomotive as the train loco-pilots waited for the track to clear.
In a viral video, Prithvi was seen grabbing a high-voltage power cable with his bare hands even after repeated appeals by other passengers to get down from the rooftop of the engine.
Chandra Mohan Mishra, the senior divisional security commandant of Lucknow division of North-Eastern Railway, said, “The local police of Jarwal road took custody of the infant’s body while the severely burned Prithvi was shifted to Bahraich government hospital. The RFP team did not find any ticket with Prithvi, so it is not clear whether he was travelling in Mumbai LTT-Gorakhpur super-fast express or was a passerby who climbed atop the loco-engine while it was halted.”
Paris: In a big blow to the electric mobility market, the city has voted to ban rental e-scooters from the streets.
An overwhelming number of around 90 percent of votes cast supported a ban, official results showed.
Paris was a pioneer when it introduced e-scooters in 2018, reports the Guardian.
In a referendum organized by Paris Mayor Anne Hidalgo on Sunday, residents voted 89 percent against keeping shared e-scooters in the city.
Paris has almost 15,000 e-scooters across its streets, operated by companies including Lime, Dott, and Tier.
The three companies will now have to pull their fleets out of the city by September 1.
Hidalgo, who originally welcomed shared e-scooters to Paris, has pushed for the capital to become a more livable 15-minute city, reports TechCrunch.
Hidalgo said that scooters are the cause of a lot of accidents and that the business model was too expensive to be sustainable, with a 10-minute ride costing about 5 euros.
According to reports, a 31-year-old Italian woman was killed in June 2021 after being hit by an e-scooter with two passengers onboard while walking along the Seine.
Dott, Lime and Tier said in a joint statement that the low voter turnout affected the results of the referendum.
Only 103,084 people turned out to vote, which is about 7.5 percent of registered Paris voters.
The ban will not have an effect on the e-bikes offered by shared micro-mobility companies, which will remain in the city.
