Lee Zeldin

on average, now that this decision has been signed.

And on top of it all, as an added bonus, we got rid of the Obama switch, the climate participation trophy for manufacturers of adding that annoying start-stop feature in vehicles that make your car die at red light and stop sign.

That off-cycle, all off-cycle credits are gone.

The president came in January of 2025.

This was a day one executive order.

So as far as signaling to auto manufacturers that the president was focused on it, that was a day one message that was sent.

We announced on March 12th that we were going to be pursuing this effort.

We did the public comment.

We followed all of the rules of the Administrative Procedures Act.

I read the final decision before signing it yesterday, and this thing is airtight.

I referenced Loperbright a second ago, the Supreme Court case overturning the Chevron doctrine.

When the 2009 endangerment finding was done, the Obama administration, the EPA administrator, was creatively interpreting the Clean Air Act to say, well, if it doesn't say I can't, I guess that means we can't.

Well, the Supreme Court said in Loper Bright, that's not how it works.

You have to follow the best reading of the law.

And then I also referenced West Virginia versus EPA as an example, the major policies doctrine.

If you're going to do trillions of dollars of regulation, that is something that is for Congress.

And as far as this decision itself, it was loaded with so many mental leaps.

They said that when carbon dioxide was mixed with five other well-mixed gases, some of them not even emitted from vehicles, that it contributes, not causes, contributes to global climate change, that you won't find that in Section 202 of the Clean Air Act.

And they say global climate change endangers public health and welfare without analyzing the local and regional impacts, which is the way that it was always done for decades.

When you actually dig into what the law says,