Energy Star

This week we talk about the NHTSA, CAFE standards, and energy efficiency.

We also discuss incentive programs, waste heat, and the EPA.

Recommended Book: Africa Is Not a Country by Dipo Faloyin

Transcript

In the United States, fuel-efficiency laws for vehicles sold on the US market are set by the National Highway Traffic Safety Administration, or NHTSA. They set the Corporate Average Fuel Economy, or CAFE standards by which vehicle-makers have to abide, and that, in turn, establishes the minimum standards for companies like Ford or Toyota making vehicles for this market.

That CAFE standard is paired with another guideline set by the Environmental Protection Agency that sets standards related to tailpipe emissions. The former says how many miles a vehicle should be able to travel on a gallon of fuel, while the latter says how much CO2, methane, and other pollutants can be legally emitted as that fuel is burnt and those miles are traversed.

These two standards address different angles of this issue, but work together to, over time, reduce the amount of fuel consumed to do the same work, and pollution created as that work is accomplished; as a result, if you’re traveling 50 miles today and driving a modern car in the US, you’ll consume a lot less fuel than you would have traveling the same distance in a period-appropriate car twenty years ago.

Back in the final year of the Biden administration, the president was criticized for not pushing for more stringent fuel-efficiency standards for US-sold and driven vehicles. The fuel economy requirements were increased by 2% per year for model years 2027 to 2031 for passenger cars, and the same 2% per year requirement will be applied to SUVs and other light trucks for model years 2029 to 2031.

This is significantly lower than a previously proposed efficiency requirement, which would have seen new vehicles averaging about 43.5 mpg by model year 2032—an efficiency gain of 18%. And the explanation at the time was that Biden really wanted to incentivize carmakers to shift to EVs, and if they weren’t spending their time and resources on fuel-efficiency tech deployment for their gas-guzzlers, which Biden hoped to start phasing out, they could spend more on refining their EV offerings, which were already falling far behind China’s EV models.

Biden wanted half of all new vehicles sold in the US by 2030 to be electric, so the theory was that fuel-efficiency standards were the previous war, and he wanted to fight the next one.

Even those watered-down standards were estimated to keep almost 70 billion gallons of gasoline from being consumed through the year 2050, which in turn would reduce US driver emissions by more than 710 million metric tons of CO2 by that same year. They were also expected to save US drivers something like $600 in gas costs over the lifetime of each vehicle they own.

Since current president Trump returned to office, however, all of these rules and standards have come into question. Just as when he was president the first time around, rolling back a bunch of Obama-era fuel-efficiency standards—which if implemented as planned would have ensured US-sold vehicles averaged 46.7 mpg by 2026, so better than we were expected to get by 2032 under Biden’s revised minimum—just as he did back then, Trump is targeting these new, Biden standards, while also doing away with a lot of the incentives introduced by the Biden administration meant to make EVs cheaper and more appealing to consumers, and easier to make and sell for car companies.

What I’d like to talk about today is another standard, this one far less politicized and widely popular within the US and beyond, that is also being targeted by the second Trump administration, and what might happen if it goes away.

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In 1992, the US Environmental Protection Age