The copy of earlier insurance policy effectively owns the car until the designated proprietor or driver of the vehicle. There is an app for Apple and the.

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Medium and heavy duty vehicle final rule: In August 2011, the EPA and NHTSA announced the final joint fuel efficiency and tailpipe emission standards for heavy duty vehicles.
Medium and heavy duty vehicle draft rule: In October 2010, the administration proposed the first joint fuel efficiency and tailpipe emission standard for medium and heavy duty trucks.
In October 2010, the administration proposed a CAFE standard for medium- and heavy-duty trucks. In April 2009, President Barack Obama accelerated the increase in the previous administration's CAFE standards. The 2006 light-truck rule replaced the single average standard for each automaker's light-truck fleet with a size-based system that tied mileage requirements to a vehicle's footprint.
After Congress lifted the freeze on fuel economy in 2000, the administration enacted a pair of minimal light-truck increases. In 2002, the National Academy of Sciences reported that cars and trucks could meet a 37-mpg fleet-wide standard within 10 to 15 years without sacrificing performance or safety.
The steady increase in light-truck sales, largely due to lower fuel-economy standards for trucks and SUVs, actually drove down fleet-wide efficiency during the 1990s. When the Clinton administration began the process for raising light-truck fuel economy standards, Congress responded with an appropriations rider taking away the administration's authority to increase vehicle efficiency.
Vehicle efficiency increased steadily throughout the early 1980s as the fuel economy law of 1975 was phased in.
In the mid-1980s, however, Ford and General Motors lobbied the Reagan administration to lower the standard. At industry's urging, NHTSA kept fuel-economy levels for at 26 mpg, below the benchmark set by Congress. In response to the oil price shocks of the early 1970s, Congress passed the nation's first Corporate Average Fuel Economy (CAFE) standards in 1975. That fuel economy law gave NHTSA the authority to propose standards beyond 27.5 mpg for passenger vehicles, subject to veto by the Senate. Domestic automakers predicted that fuel economy improvements would require a fleet primarily of subcompacts.
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Transportation accounts for 72 percent of oil consumption in the United States, and heavy-duty vehicles are the fastest growing segment within the transportation sector. The program is projected to save 500 million barrels of oil and 250 million metric tons of carbon dioxide emissions in the first five years.


The most stringent of these, finalized in 2006, is to raise standards from 22.2 mpg to 24 between model years 2008 and 2011, an annual increase of 2 percent.
The group also estimated that the nation was saving 2.7 million barrels of gasoline a day because of previous increases in vehicle efficiency. The average car and truck sold at the end of the decade went about a mile less per gallon of gas than 10 years earlier. The agency also failed to raise light-truck standards during this period, holding them at 20.5 mpg. The law called for a doubling of passenger-vehicle efficiency—to 27.5 miles per gallon (mpg)—within 10 years. In 1974, a Ford executive testified that the standards could “result in a Ford product line consisting . Pew applies a rigorous, analytical approach to improve public policy, inform the public and invigorate civic life. This standard will save vehicle owners and operators $50 billion in fuel costs, reduce oil consumption by 530 million barrels, and decrease carbon pollution emissions by 270 million metric tons over the life of vehicles produced in the 2014-2018 model years. Covered vehicles would be separated by type and fuel, with fuel-economy improvements of 20 percent for combination tractors, 10 percent for gasoline trucks and vans, and 10 percent for diesel trucks and vans and all vocational vehicles (such as dump trucks and cement mixers) by model year 2018. Increasing at an average of 5 percent annually, most passenger cars must achieve 39 mpg, and light trucks 30 mpg, by 2016.
A part of the larger Energy Independence and Security Act (EISA) of 2007, the provision raised CAFE standards for cars, SUVs and pickups by about 40 percent—to 35 mpg by 2020.
Finally, in 1989, NHTSA restored the 27.5-mpg passenger-vehicle standard but lowered light-truck requirements to 20 mpg. The National Highway Traffic Safety Administration (NHTSA) was also given the authority to set a separate standard for “light trucks,” which accounted for a fifth of new vehicle sales at the time. Accompanying this announcement was a memo expressing the intent to create emissions standards for medium- and heavy-duty trucks, as required by the 2007 EISA. Had it passed, the United States would now be saving more than a million barrels of oil per day.



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