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Hydrogen fuel cell vehicles use hydrogen gas and oxygen to generate electricity for an electric motor, emitting only water and heat. They offer refueling times and driving ranges (200-300 miles) similar to conventional gasoline vehicles, making them suitable for long-distance travel or users without home charging. While hydrogen production can cause pollution, these vehicles can reduce emissions by over 30% compared to gasoline cars, even when using natural gas as a source.

A drivetrain delivers power from a vehicle's engine or motor to its wheels, influencing fuel consumption, mechanical efficiency, and cost. Hybrid vehicles employ three primary drivetrain types: series, where only the electric motor powers the wheels; parallel, where the engine and motor work in tandem; and series/parallel, which combines both methods to optimize efficiency across different speeds. While series/parallel systems offer the best fuel performance, they are more expensive due to the need for larger batteries, generators, and advanced computing.

Plug-in hybrid electric vehicles (PHEVs) combine internal combustion engines with electric motors and rechargeable batteries, allowing for extended all-electric driving and reduced global warming pollution. They operate in all-electric and hybrid modes, utilizing features like regenerative braking and idle-off to increase fuel efficiency. Unlike battery electric vehicles, PHEVs retain a combustion engine for when the battery is depleted, and unlike conventional hybrids, they can be recharged via an external power outlet.

The document examines the distinct advantages of battery electric vehicles (BEVs) and hydrogen fuel cell electric vehicles (HFCEVs), asserting that both are essential to meet climate goals. BEVs are highlighted for their efficiency and use of existing home electricity infrastructure, while HFCEVs are presented as superior for larger vehicles, longer ranges, and drivers without home charging access. The text emphasizes that these technologies are complementary rather than competitive, as they address different consumer needs while both eliminating tailpipe pollution.

The U.S. plug-in electric vehicle (PEV) market is characterized by rapid growth, with sales increasing 85 percent between 2012 and 2013. The market is dominated by four models: the Nissan LEAF, Chevrolet Volt, Toyota Prius Plug-in, and Tesla Model S. While PEVs produce no tailpipe emissions and generally lower greenhouse gas emissions than gasoline vehicles, challenges remain regarding charging infrastructure and the high cost of battery packs. Federal and state incentives, including tax credits up to $7,500, are used to improve commercial viability.

The 2014 Automaker Rankings by the Union of Concerned Scientists evaluates the environmental performance of the eight best-selling automakers in the U.S. for model year 2013. For the first time since the series began in 2000, all eight analyzed companies reduced their average global warming emissions compared to 1998 levels. Hyundai-Kia is ranked as the 'Greenest Automaker,' unseating Honda, due to fleet-wide improvements in fuel efficiency through engine downsizing and turbocharging. Conversely, Chrysler is identified as the worst performer, earning the 'dirtiest tailpipe' distinction. The report attributes overall industry progress to more stringent federal fuel economy and tailpipe emissions standards, noting an 87 percent drop in smog-forming tailpipe emissions from the U.S. fleet since 1998.

A 2013 survey by the Union of Concerned Scientists and Consumers Union found that 42% of U.S. households meet the basic requirements to use today's electric vehicles, compared to less than 1% who owned one at the time. Specifically, 42% were eligible for PHEVs and 25% for BEVs. The report suggests that widespread adoption could halve projected U.S. oil use and reduce global warming pollution.

A 2013 survey by the Union of Concerned Scientists and Consumer Reports found that 42% of U.S. households with vehicles could potentially use current plug-in hybrid electric vehicles (PHEVs) and 22% could use battery electric vehicles (BEVs) with a 60-mile range. The study identifies charging access as the primary barrier to EV adoption, particularly for those in multi-unit dwellings. Public sentiment is generally positive, with 65% of respondents viewing EVs as essential for reducing oil use and global warming, and 60% considering an EV purchase.

The document describes how hybrid vehicles combine internal combustion engines with electric motors and batteries to improve fuel efficiency and reduce pollution. It details specific features such as idle-off, regenerative braking, power assist, and electric-only drive, while contrasting plug-in hybrids with battery electric and hydrogen fuel cell vehicles.

The report examines the application of hybrid-electric, battery-electric, fuel cell, and plug-in hybrid technologies in the US trucking sector. It highlights specific use cases, such as urban delivery, port drayage, and auxiliary power units, noting that while medium- and heavy-duty trucks make up only 4% of road vehicles, they account for approximately 20% of transportation fuel consumption. The document argues that expanding electrification is a key strategy for doubling truck fuel efficiency and halving projected US oil consumption over 20 years.

The document describes the technical operation of battery electric vehicles (EVs) and plug-in hybrid electric vehicles (PHEVs), noting that a range of 60 to 120 miles can satisfy the vast majority of daily travel needs. It details the 2012 U.S. market, highlighting the Chevrolet Volt and Nissan LEAF as dominant models and comparing specifications for several other vehicles. The text analyzes the economic impact of battery costs, the necessity of charging infrastructure, and the role of federal and state tax credits in making PEVs commercially viable.

The report finds that electric vehicles (EVs) in the United States generally produce lower global warming emissions than average gasoline vehicles, though the extent of the benefit varies by regional electricity grid mix. It also demonstrates that EVs offer significant annual fuel-cost savings, which can be further maximized through time-of-use (TOU) electricity rate plans.

The document examines California's Low Emissions Vehicle (LEV) and Clean Fuels regulation, specifically the ZEV mandate, using the Technology Innovation System (TIS) framework. It details how the mandate evolved from a strict requirement for pure electric vehicles to a more flexible approach that supported the development of Hybrid Electric Vehicles (HEV), Plug-in Hybrid Vehicles (PHEV), and Battery Electric Vehicles (BEVs).

The document outlines strategies to maximize vehicle fuel economy, categorizing them into vehicle maintenance, driving behavior, and systemic transportation changes. It highlights that proper maintenance, such as using low rolling resistance tires and reducing vehicle weight, can improve mileage. Driving habits, specifically reducing highway speeds and avoiding idling, are identified as key ways to cut fuel use. Finally, it advocates for a transition toward fuel-efficient vehicles, mass transit, and policies that reduce dependence on oil.

The document outlines a 'menu' of 'must have' and 'nice to have' actions for municipal governments, utilities, civic groups, and businesses to facilitate the transition to plug-in vehicles. It uses a hypothetical city modeled on Denver, Colorado, to estimate that achieving a goal of 10,000 plug-in vehicles (2% of registered vehicles) over five years would result in a net cost of approximately $10 million and create 250 net new jobs, while avoiding 2 million gallons of oil annually by 2014.

The clean car standards, initiated by California's AB 1493 and adopted by the California Air Resources Board (CARB), comprise regulations for air quality, global warming, and zero-emission vehicles. These standards aim for a 30% reduction in global warming pollution from new vehicles by 2016 and are more stringent than federal Corporate Average Fuel Economy (CAFE) standards, targeting a fleet average fuel economy equivalent of 39.2 mpg by 2020 compared to the federal 35 mpg. As of January 2009, 13 states and the District of Columbia had adopted these standards, which are projected to reduce cumulative global warming emissions by 451 million metric tons of CO2E by 2020 across those 15 jurisdictions.

The Smart Garage report describes a system where electrified vehicles (xEVs) communicate with the grid and buildings to optimize energy use. The document identifies a near-term focus on 'V1G' (smart one-way charging) as a practical first step toward a long-term 'V2G' (bi-directional charging) vision. It analyzes the ecosystem's value chain—including OEMs, utilities, and 'connectors'—and identifies five primary barriers: uncertain consumer demand, high battery costs, infrastructure funding, fragmented utility regulation, and a lack of communication standards. To address these, the report proposes six collaborative projects to quantify demand, analyze battery second-life value, and establish national policy frameworks.

The document explains the different types of plug-in electric vehicles (PEVs), including battery electric vehicles and various plug-in hybrids. It argues that PEVs can enhance U.S. energy security by displacing petroleum, which currently accounts for 96 percent of U.S. transportation energy. The text highlights that PEVs are more efficient than internal combustion engines, offering lower operating costs and a carbon footprint equivalent to a 50 mpg gasoline car. The primary barrier to market expansion is battery technology, though manufacturers like Chevrolet, Nissan, Toyota, and Volkswagen are working toward production by 2010.

The report argues that hybrid electric vehicles (HEVs) can bridge the gap between current conventional vehicle technology and the long-term adoption of hydrogen fuel cells. It categorizes hybrids into mild, full, and plug-in types based on technological steps like regenerative braking and electric-only drive. Modeling suggests a passenger fleet using advanced full hybrids could reach an average of 60 mpg, significantly reducing oil consumption and greenhouse gas emissions while remaining cost-effective for consumers over the vehicle's lifetime.

The Hypercar concept, developed by the Rocky Mountain Institute (RMI), proposes a 'whole-system' approach to vehicle design to achieve fuel economies of 90 to 200 mpg. This is accomplished through the synergy of advanced polymeric composites to reduce mass by 50-65%, aerodynamic improvements to cut drag by 40-50%, and hybrid-electric drivesystems that recover up to 50% of braking energy. The document asserts that these vehicles can maintain safety standards, including in collisions with heavier cars, and could be compatible with various fuels, including hydrogen via fuel cells. RMI estimates that production-volume Hypercars could appear in the early 2000s, with costs comparable to conventional vehicles.