ELECTRIC CARS: TESTING THE MARKET January 21, 1997

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Questions asked in this forum: Will the new batteries be more efficient? Can congestion be reduced? Are electric cars more or less efficient than traditional vehicles? Can electric cars operate in cold climates? What is the charge distance limit of the EV1? Are solar cars on the horizon? Can electric cars be designed to recharge on the fly? Where are the tiny subcompact electric city cars? Is city planning and public transit important too? Additional comments from our visitors. NEWSHOUR BACKGROUNDERS September 9, 1996: A NewsHour look at electric cars. September 5, 1996: An examination of dependence on Middle East oil . OUTSIDE LINKS A look at the advertising campaign surrounding the EV1. The GM EV1 home page. The Sunrayce is a premier solar car competition. The National Renewable Energy Laboratory is managed by the Midwest Reserach Institute for the U.S. Department of Energy.

During the Carter Administration, environmental awareness was high and oil crises were recent memories. Federal funds for researching alternative energy sources - such as solar, electric, hydro and wind power - were at their peak. In recent years a combination of factors - worry about oil reserves, new state environmental laws, concerns about air and water quality, improved battery technology and mind boggling traffic delays - have led to a phenomenon you might have expected during the Carter Era: a Big Three auto maker has marketed an electric car for mass release. The General Motors EV1 hit the showroom floor in December. The Saturn subsidiary of GM will be marketing the vehicle in Southern California and Arizona. The two-seat coupe runs on a lead acid battery which travels 70-90 miles between charges with a maximum speed of 80 miles per hour. The 36-month lease-only sticker price for the fully loaded vehicle (including air conditioning, power windows and am/fm CD stereo) comes to what's called a "capitalized cost" of $33,995. This cost comes down with federal tax credits for electric vehicles and other local and state deductions in some areas. The release of the EV1 might be a crossroads for the auto industry and for American transportation as a whole. The internal combustion engine is one of the few mass technologies which has existed nearly without fundamental change for an entire century. At issue is whether the American auto makers, who have traditionally been slow to adopt technologies that might threaten established markets, have finally started a new way of thinking, or whether they are reacting to cities ordinances that require more stringent environmental regulations. Several years ago, California's Air Resources Board issued the well-known Zev Mandate, which mandated that 10 percent of cars sold in California must be electrically powered, or zero emissions, vehicles by 1998. After the auto industry argued that existing lead acid battery technology was not efficient enough, the state issued a new mandate, calling for the introduction of a demonstration electric car in the Golden State and pushing the Zev Mandate back to 2003. Electric cars do have their critics, nonetheless. Engineers note that the electric car is only an interim technology : while emissions are less toxic, batteries can be environmentally degrading and the electricity for charging them has to come from somewhere. Progress in clean power, as is found in solar cars, seems thus far to be limited to college campus competitions. Still, people from supporters of clean technology to those who fear reliance on foreign oil are hailing the EV1 as an important first step. In Saturn's early promotion, it seemed that a fair amount of effort went into making the car reliable and stylish. There are independent electric car companies in production and Honda and Toyota are expected to release mass market electric cars in 1997. Natural gas powered vehicles, considered "ultra-low emissions" by the State of California, are being built by several manufacturers, with buses at Los Angeles airports already running on natural gas. Audi is planning to market a hybrid vehicle with several power options. Our guests are Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation, and Robert Yeats, General Manager of the Los Angeles Department of Transportation. Kipp Berdiansky of Santa Clara, CA asks: What year does GM envision using the next generation of more efficient, less polluting car batteries like Nickel Metal Hydride in its EV Cars? Will these have much longer ranges? For Mr. Yeats, do you see new kinds of vehicles helping reduce the congestion for which the city's thoroughfares are famous? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation responds: For the time being, the GM EV1 will continue to use lead-acidbattery technology. However, we are encouraged by the progress in the development of the GM Ovonic nickel-metal hydride battery and hope to make that battery available when the technology is fully-proven and the price becomes competitive in the marketplace. Currently (pardon the pun) the nickel-metal hydride battery is in the development stages. As for the difference in range, an EV1with leads acid batteries has a range of 70-90 miles between charges. Estimates of the nickel-metal hydride versions would most likely be double, or approximately 140-180 miles between charges. By the way, EV America has rated the GM EV1 "Driving Cycle Range" (per SAE Standard #J1634) at 78.2 miles. Robert Yeats, General Manager of the Los Angeles Department of Transportation responds: Nickel Metal Hydride batteries are considered a midterm battery advancement. We understand that they are scheduled for commercial introduction in the 1998 time frame. In 1994, Ovionic Battery formed a limited liability corporation with General Motors for the purpose of producing Nickel Hydride batteries. Nickel Metal Hydride Batteries have an estimated range of 155 miles between charges. Currently GM's EV-1 has an estimated range of 70 miles in the city and 90 miles on the highway. These vehicles will have a very limited impact on congestion reduction. Currently, electric vehicles are designed to the same basic size and shape of current internal combustion vehicles. Congestion is a function of the number of vehicles on the road and the miles traveled by those vehicles. Back to the question index... Jack Epstein of Redondo Beach, CA asks: How much power is consumed each day, for a car depending on an external power source? How much oil is required to meet the same demands? In other words, what is the efficiency of electric cars versus fossil fuel-powered vehicles? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation responds: The GM EV1 has estimated energy consumption ratings of 30 kW-hr/100 miles City and 25 kW-hr/100 miles Highway as listed by the DOE/EPA. Although consumption and range may vary from the estimates as as a result of driving techniques, driving conditions and accusatory usage, particularly as affected by ambient temperature and use of heating and air conditioning. As an easy figure for comparison, the estimated annual electricity cost is $420 per year at 10 cents per kW-hr and $126 per year at 3 cents per kW-hr (based on energy consuption when driven 15,000 miles per year). The estimated annual fuel cost would be $696 peryear for a gasoline-powered vehicle averaging 28 miles per gallon at $1.30 per gallon. Robert Yeats, General Manager of the Los Angeles Department of Transportation responds: Based on our best estimates, an electric vehicle that is driven about 1,000 miles per month will use approximately 10 kWh a day. Since the Electric Vehicle (EV) uses internal batteries the only power used is typically the off-peak electric used to charge the vehicle at night. Charging at night will greatly improve the efficiency of utility power systems. One million EV's could be charged at night without having to increase power generating capacity which is determined by daytime peak use periods. Fossil fuels on the other hand are a limited resource and we are partially dependent on foreign countries for our supplies. The implied question, and most important question to ask is which form of energy is more polluting? Electric Vehicles are considered 97% less polluting than fossil fueled vehicles when you include the pollution cost associated with battery production. Back to the question index... Kathleen Quinn of Maplewood, NJ asks: I've heard there is a significant problem with operating electric cars in cold climates like the Northeast, but I've also heard that Solectria is already marketing cars in Massachusetts. What type heat will electric cars have? Electric resistance heat seems to be the simple answer, but won't that cause an enormous drain on the battery? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation: The EV1 is equipped with aheat pump to serve both heating and cooling requirements. The compressor is driven by an integral computer-controlled three-phase AC motor instead of the vehicle's propulsion motor. Various measures are taken to minimize the climate control system's energy consumption. One is preconditioning: by pressing console buttons, the driver can program the EV1 to warm or cool the interior for 15 minutes prior to his or her planned departure. With the car still connected to its charger during preconditioning, there's no battery drain. The second measure is to limit the maximum energy consuption. EV1's climate-control systems draw no more than two kilowatts from the battery under any circumstances to minimize the loss of range. Even with that limitation, the heat pump does an excellent job maintaining interior comfort between ambient temperatures of 30 degrees and 100 degrees Fahrenheit. In addition, to help cool the interior on particularly sunny days, the EV1 has solar-control glass including in its windshield. Robert Yeats, General Manager of the Los Angeles Department of Transportation responds: Today's electric vehicles such as General Motors Corporation's EV I and Toyota's RAV4 both use efficient heat pump systems to heat and cool the electric vehicle's interior. In fact, the EVI can be programmed to pre-heat or precool the car's interior when the vehicle is charging, thereby reducing the heating or cooling load. In addition, pursuant to the Zero-Emission Vehicle requirement adopted by the State of California in 1990 and modified in 1996, zero-emission vehicles sold in the State of California may incorporate a fuel fired heater which is operable if the ambient temperature falls below 40 degrees. Back to the question index... Larry Fitzgerald of Austin, TX asks: I drive a gasoline/propane fueled car. I find there are more opportunities to purchase propane now than in the past. One of the advantages I have in driving a vehicle with fuel choice is the mileage range. When will I be able to expect an electric car to offer a reasonable amount of distance per charge? Is a solar car even in the future? Could solar panels be installed on the roof of an EV1 to stimulate continuous recharging? For Mr. Yeats, is the State of California devoting any resources to research of electric and solar cars? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation responds: As far as other technologies (i.e. hybrid, multi-fuel, solar, etc.) are concerned, GM's Advanced Technology Vehicles group actively researches them for potential future applications. Robert Yeats, General Manager of the Los Angeles Department of Transportation responds: The City of Los Angeles Department of Water and Power, Department of Transportation and Environmental Affairs Department are participating in the South Coast Air Quality Management District's 'Quick Charge" Program, which will accelerate the expansion of the charging infrastructure by establishing or upgrading almost 200 public and private charging stations by the end of 1997 just in the City of Los Angeles. This vast availability of charging opportunities, coupled with the introduction of advanced batteries, will allow a driver a virtually unlimited-range urban vehicle. Back to the question index... Raymond Rodgers of Moreno Valley, CA asks: Given that the GM EV1 system is recharged by induction (i.e. without hard wiring) why couldn't it charge while under way via cables in the roadway, which would recharge it by the same process of induction? Also, are weight problems holding back other technologies like stronger batteries and solar panels on cars? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation: (Note: Mr. Tripolsky gave roughly the same answer as in Question #1): For the time being, the GM EV1 will continue to use lead-acidbattery technology. However, we are encouraged by the progress in the development of the GM Ovonic nickel-metal hydride battery and hope to make that battery available when the technology is fully-proven and the price becomes competitive in the marketplace. Currently (pardon the pun) the nickel-metal hydride battery is in the development stages. As for the difference in range, an EV1with leads acid batteries has a range of 70-90 miles between charges. Estimates of the nickel-metal hydride versions would most likely be double, or approximately 140-180 miles between charges. Robert Yeats, General Manager of the Los Angeles Department of Transportation responds: GM's EV1 is charged by a special paddle inserted into a specific port. A redesign to accommodate under-road charging would probably be very costly and extensive to the vehicle. The capital investment necessary to install cables in existing roadways would also be very costly. With increased battery technology and improved driving ranges on the horizon, this investment may not be necessary. The Los Angeles Department of Water and Power, Los Angeles International Airport and United Airlines currently have an ongoing research, development and demonstration program to test inductive charging of airport equipment via a ground level, stationary, inductive charging system. The program is located at Los Angeles International Airport. Back to the question index... Jim Murray of Hartsville, IN asks: Given the limited range of electric cars under current technology, why can't U.S. auto makers give us a very tiny subcompact "City Car"? These sell well in Japan and Europe. The electric car being sold now is really expensive because of extras that budget minded people don't want or need. Will the price come down if it appears to hamper sales? For Mr. Yeats, do you think electric cars will be popular in Los Angeles? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation: Starting with the question of pricing, the EV1 has a capitalized lease cost of $33,995 which can be considerably reduced by available federal, state and/or local financial credits. For example, a 10% ($3400) federal tax credit reduces the capitalized lease cost to $30,595 (about $640 per month during the 36-month/30,000-mile lease period). Locales sich as the South Coast Air Quality Management District in California also offer a $5,000 "buy-down" credit that can further reduce the capitalized lease cost to $25,595 (about $480 per month). These costs are considered very competitive with similar two-seat sporty vehicles in the same or higher price range. And, as you mention in your question, costs could be reduced as production increases. Overall, however, the EV1 carries many new technologies never before applied to any production vehicle, much less a limited production vehicle such as the EV1. In regards to a "city car" type of electric vehicle, there are currently no plans for such a vehicle. Robert Yeats, General Manager of the Los Angeles Department of Transportationresponds: Yes, I believe electric cars will be popular since the Los Angeles Region suffers from severe ozone levels and electric vehicles are one of the most promising tools to reduce air emissions. One Electric Vehicle prevents the emission of more than 2800 pounds of smog forming pollutants and 30,000 pounds of greenhouse gasses over the lifetime of the vehicle. With an estimated increase in the L.A. Basin from 275 million vehicle miles to an estimated 400 million in 2010, an increasing number of zero emission vehicles are absolutely necessary. From a consumer viewpoint electric vehicles will become more popular choices as the vehicle ranges increase and prices decrease in the coming years. Los Angeles is a very environmentally informed community and as soon as the perceived health benefits outweigh the cost many will purchase an Electric Vehicle. Back to the question index... Serae Buck of Moreno Valley, CA asks: How long will it take for the electric cars to help bring about significant reduction in air pollution? Must clean air mass transit design accompany change of powers sources if atmospheric changes are going to come about? Bob Tripolsky, Corporate Communications Manager with the Saturn Corporation: Your question is a very good one, but one for which we at Saturn Corporation do not have an answer. There are General Motors staffers, unavailable at the time of this forum, who are much more knowledgeable on this issue. Robert Yeats, General Manager of the Los Angeles Department of Transportation: Electric vehicles have zero tailpipe emissions, and even when power plant emissions are accounted for, electric vehicles are over 90% cleaner than even the lowest emitting vehicle required in the future, according to the California Air Resources Board (ARB). Seven major automakers and the ARB have made an agreement that will put more than 800,000 zero-emission vehicles on the road in California by 2010, with 1 in 10 vehicles offered for sale in 2010 being zero-polluting (ZEV Mandate). This would constitute a significant emission reduction benefit on a per vehicle basis. Given that mobile sources account for more than 50% of the region's air pollution, electric vehicles, as well as other dean alternative fuels, will play an important role in bringing about improvements in air quality. Clean air transit is part of the air quality solution and the City of Los Angeles is active in promoting use of electric buses. Back to the question index... Additional Comments from our visitors: From Edward Steed of Atlanta, GA: Being a United States citizen working in Japan, I am concerned that the electric car concept has received less than maximum support and devotion from the Big 3 U.S. auto makers. I hope that we do not have a repeat "disaster" of new technologies which are conceived in USA but due to limited R&D due to bottom line profits and the "paradigm" effect (it's hard to see the price value relationship coming down to a reasonable level). What is to keep the Japanese or others from sweeping the market and burying the USA efforts just like video recorders from the early 80s? From Robert Gordon of Inyokern, CA: If these electric cars only get approximately 90 miles to a charge, and they are going to be mandated within a few years, then myself and a lot of construction workers are going to be out of jobs. I am a Union Millwright and I sometimes have to drive 300 miles or more on a weekend to get home and back to a job. I stay there during the week, but I need to return home on the weekends to pay my bills. I'm sure that the re-charge rate would be very problematic given my lifestyle. Plus with the wage scale and expenses the way they are, how could I afford an electric car at current luxury car prices. From Eduardo J Maglione of Little Rock, AR: I support the electric car. It's cheaper to buy one than to send thousands of young Americans to die in Saudi Arabia. Back to the question index...

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