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shown in Figure 3-14, giving them immediate parity in the performance specs (see Table 3-2)
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This period initially marked a brief resurgence of internal combustion vehicles, particularly larger cars, trucks, and sport utility vehicles (SUVs) The ZEV Mandate in California created a backlash against electric vehicles by automakers, who didn t want to be legislated to build anything, let alone something other than their core internal combustion products After the automakers banded together with the federal government and started legal proceedings against the state of California, the California Air Resources Board gutted the ZEV Mandate (now known as the ZEV Program), effectively releasing automakers from having to build electric vehicles at all Once automakers were no longer required to market electric vehicles, EV programs were quickly terminated During this phase, other vehicle technologies were embraced to various degrees by automakers The Partnership for a New Generation of Vehicles program, under President Clinton s administration, stimulated the development of gasoline hybrid
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Figure 3-14
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vehicles by domestic automakers While Detroit never actually deployed hybrid cars during this phase, competitive spirit compelled Japanese automakers to do so This led to popular vehicles like the Honda Civic hybrid and the Toyota Prius, with most major automakers eventually offering at least one hybrid model Among domestic automakers, hydrogen became the alternative fuel of choice for new concept cars, which were accompanied by promises to mass-market these vehicles by 2010 As we near the end of this decade, approximately 175 hydrogen fuel cell vehicles have been deployed in test fleets, but none have appeared in showrooms As public awareness of the issues surrounding petroleum dependence climate change, political instability, and public health issues due to poor air quality, to name a few has increased, the tide seems to be turning back toward plug-in vehicles This has been stimulated both on a mass level by pop-culture devices such as An Inconvenient Truth and Who Killed the Electric Car (the #1 and #3 documentaries of 2006, respectively) as well as on a very personal level with rising gasoline prices Increasingly, plug-in vehicles, which were once seen as a crunchy, environmental choice, are gathering bipartisan support as those concerned with energy security are beginning to embrace the alternative of using cheap, clean, domestic electricity to power vehicles instead of foreign, expensive, comparatively dirty petroleum With this broad coalition of support and declining auto sales, automakers have had little choice but to get on board with newer alternatives to internal combustion vehicles New technology has also stimulated enthusiasm; in addition to electric vehicles, automakers have started working on low-speed electric vehicles, hybrid electric vehicles, plug-in hybrid electric vehicles (PHEVs) (which combine a certain number of electric miles, with the safety net of a hybrid propulsion system), and people building their own electric cars Depending on the vehicle s configuration, drivers might drive only in electric mode for their weekly commutes, and use gasoline only when driving long distance This best of both worlds concept has renewed enthusiasm for electric vehicles as well, and both types of plug-in vehicles are benefiting from newer lithiumion battery technology, which stores more energy than previous lead-acid and nickel metal hydride types, providing longer range Legislation provided both the carrot and the stick to jumpstart EV development California started it all by mandating that 2 percent of each automaker s new-car fleet be comprised of zero emission vehicles (and only electric vehicle technology can meet this rule) beginning in 1998, rising to 10 percent by the year 2003 This would have meant 40,000 electric vehicles in California by 1998, and more than 500,000 by 2003 California was quickly joined in its action by nearly all the Northeast states (ultimately, states representing more than half the market for vehicles in the United States had California-style mandates in place) quite a stick! In addition, for CAFE purposes, every electric vehicle sold counted as a 200- to 400-mpg car under the 1988 Alternative Fuels Act But legislation also provided the carrot California provided various financial incentives, totalling up to $9,000 toward the purchase of an electric vehicle, as well as nonfinancial incentives, such as HOV lane access with only one person The National Energy Policy Act of 1992 allowed a 10 percent federal tax credit up to $4,000 on the purchase price of an EV Other countries followed suit Japan s MITI set a target of 200,000 domestic EVs in use by 2000; and both France and Holland enacted similar tax incentives to encourage electric vehicle purchase The California program was designed by the California Air Resources Board (CARB) to reduce air pollution and not specifically to promote electric vehicles The regulation
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