Whereas Congress enacted the Clean Air Act, requiring the Environmental Protection Agency (EPA) to set standards controlling air pollutant emissions from motor vehicles and preventing the endangerment of public health and welfare; Whereas Congress enacted section 209 of the Clean Air Act allowing the State of California to set vehicle emissions standards that meet or exceed Federal emission regulations; Whereas Congress enacted section 177 of the Clean Air Act to allow States besides California to adopt California’s stronger standards in lieu of Federal requirements; Whereas the EPA has authority under the Clean Air Act to regulate greenhouse gas (GHG) emissions from vehicles; Whereas the States of California, Connecticut, Delaware, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont, 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 Act; Whereas Congress enacted the Energy Policy and Conservation Act and the Ten-in-Ten Fuel Economy Act ( 42 U.S.C. 6201 et seq.), 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 consumption; Whereas Congress enacted legislation requiring the National Highway Traffic Safety Administration (NHTSA) to set Corporate Average Fuel Economy Standards with the ultimate goal of promoting energy savings and reducing oil consumption; Whereas the Federal Government, the State of California, and the auto industry agreed to a coordinated set of regulations, called the One National Program, 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 2025