; Whereas the Environmental Protection Agency (referred to in this preamble as the EPA ) has authority under the Clean Air Act ( 42 U.S.C. 7401 et seq.) to regulate GHG emissions from vehicles; Whereas the States of California, Colorado, Connecticut, Delaware, Maine, Maryland, Massachusetts, New Jersey, New York, Oregon, Pennsylvania, Rhode Island, Vermont, and Washington have exercised the authority to adopt, pursuant to the rights of those States preserved under section 177 of the Clean Air Act ( 42 U.S.C. 7507 ), vehicle emissions standards adopted by California that are, in the aggregate, at least as protective of public health and welfare as the otherwise applicable standards set by the Federal Government; Whereas the Energy Policy and Conservation Act ( 42 U.S.C. 6201 et seq.) and the Ten-in-Ten Fuel Economy Act ( Public Law 110–140 ; 121 Stat. 1498) require the Secretary of Transportation to set maximum feasible 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 automobile industry have agreed to a coordinated set of regulations, known as the One National Program , that— (1) aligns, as closely as possible, the model years 2012 and later Federal light-duty vehicle GHG emissions standards and fuel economy standards with the light-duty vehicle GHG emissions standards adopted by California; and (2) sets achievable standards for light-duty vehicle GHG emissions and fuel economy that increase in stringency through model year 2025; Whereas the EPA, the National Highway Traffic Safety Administration, and the California Air Resources Board have collaborated on an extensive analysis that clearly demonstrates that the Federal GHG emission standards and the Federal fuel economy standards adopted in 2012 for model years 2017–2025— (1) can be met with a wide range of technologies; (2) are expected to be met with advanced gasoline technologies