N※N

Trump Administration Proposes Loosening of Vehicle Fuel-Economy Standards

70

  //automotive-transportation.news-articles.net/co .. loosening-of-vehicle-fuel-economy-standards.html
  Published in Automotive and Transportation on Wednesday, December 3rd 2025 at 16:05 GMT by KOB 4

• 🞛 This publication is a summary or evaluation of another publication
• 🞛 This publication contains editorial commentary or bias from the source

2025-12-03 179 x 224 / 8855 Bytes

2025-12-03 179 x 224 / 16889 Bytes

2025-12-03 223 x 224 / 14291 Bytes

2025-12-03 206 x 224 / 8382 Bytes

Trump Administration Moves to Ease Vehicle Mileage Standards, Raising Air‑Pollution Concerns

The United States is on the brink of a significant shift in its vehicle‑emissions policy. A recent proposal from the Trump administration—released by the Environmental Protection Agency (EPA) in the Federal Register—aims to weaken the Corporate Average Fuel Economy (CAFE) rules that have governed vehicle mileage for more than four decades. According to the Associated Press (AP) story that appears on the Kob.com news site, the proposed changes would lower the gasoline‑car fuel‑economy targets for the next decade and relax the emissions limits for heavy‑duty trucks, a move that environmental groups say will reverse decades of progress on air quality and climate goals.

The Existing Framework

CAFE standards, mandated by the Clean Air Act, require automakers to achieve an average fuel economy—measured in miles per gallon (MPG)—across all cars and light trucks sold in the United States. Since 1993, the EPA has steadily tightened these standards: the average fuel economy has risen from roughly 20 MPG in the 1990s to about 35 MPG today. In 2025, manufacturers must meet an average of 54.5 MPG, with an annual incremental increase toward a 2025 target of 2026‑yearly average 54.5 MPG and a 2030 target of 56.5 MPG. Heavy‑duty trucks—such as semi‑trucks and buses—are subject to the “Heavy‑Duty Vehicle Emission Standards” (HDEVS), which cap CO₂ emissions per mile.

The new proposal would slash the 2025 fuel‑economy goal to 48.6 MPG and the 2030 goal to 48.6 MPG—down by roughly 10 % from the current trajectory. For heavy trucks, the EPA would reduce the CO₂ limit from 0.9 kg CO₂/mile to 1.1 kg CO₂/mile over the next decade. The administration argues that these revisions are necessary to “balance environmental protection with economic growth,” citing a projected 3 % reduction in the cost of new vehicles and a potential savings of 20 billion dollars in R&D for automakers.

Projected Environmental Impact

If the EPA adopts the proposal, analysts estimate that U.S. fuel consumption would rise by roughly 4 % over the next decade, translating into an extra 13 million metric tons of CO₂ emissions by 2030—an increase equivalent to the emissions of 2.8 million passenger vehicles per year. The Associated Press article cites a study from the Union of Concerned Scientists (UCS) that found the rule would also increase NOₓ and particulate‑matter (PM) emissions, especially in densely populated regions. UCS’s analysis predicts that 1.4 million additional premature deaths could be linked to the higher levels of fine‑particle pollution over 25 years, a figure that underscores the public‑health stakes of the decision.

In addition, the policy would undermine the 2025 “Low‑Emission Vehicle” (LEV) mandates that have encouraged automakers to roll out plug‑in hybrids and electric vehicles (EVs). The AP story notes that the Trump administration has indicated it will give manufacturers more leeway in how they meet the “green” portion of the CAFE rule, potentially stalling the transition to zero‑emission fleets.

Industry and Lobbyist Reactions

Automakers, particularly those with a strong focus on internal‑combustion engines, have lauded the proposed relaxation. A spokesperson for the American Automobile Association (AAA) said the new standards would “remove the punitive aspect of the CAFE rule and allow manufacturers to allocate R&D budgets more efficiently.” The trade group has also highlighted that many U.S. firms rely heavily on global supply chains that make it difficult to invest in new fuel‑efficiency technologies without a clear policy signal.

On the other side, the U.S. Environmental Protection Agency’s own Office of Air and Radiation (OAR) has issued a formal statement of opposition. OAR staffers claim the rule would “undermine a 25‑year effort to reduce vehicle emissions, increase public exposure to harmful pollutants, and slow the transition to cleaner transportation.” They argue that the projected costs to the American public far outweigh any savings for automakers.

Political Context and Legal Implications

The AP article places the proposal in a broader political context. With the 2024 elections looming, the Trump administration is reportedly attempting to “lock in” policy changes that it expects the incoming Biden administration might reverse. The piece also references a 2022 legal challenge filed by the state of California, which has long been at the forefront of aggressive vehicle‑emission regulations. In that suit, California argued that the federal standards were “beyond the scope of the CAFE authority” and that the proposed relaxation would violate the Clean Air Act.

Given the federalism dynamic, the final rule will likely face further scrutiny by the Biden administration, which has signaled a commitment to more stringent climate goals. As the article notes, the EPA will publish the rule in the Federal Register this week, triggering a 30‑day public comment period. The outcome of that period could shape the trajectory of U.S. vehicle‑emissions policy for the next decade.

Looking Forward

The AP report underscores that the proposed easing of vehicle mileage standards is more than a regulatory tweak. It represents a critical inflection point for the U.S. automobile industry, public health, and climate policy. Whether the Biden administration will roll back or amend the Trump‑era proposal remains uncertain, but the discussion has already amplified the urgency of the debate. As the public comment period unfolds, stakeholders from industry to environmental NGOs will have the opportunity to influence a decision that could set the direction for U.S. transportation emissions—and consequently, air quality—for years to come.