Australia calls for aviation to be part of climate change treaty

June 17, 2009 at 11:25 pm

(Source: WorldChanging & Times of India)

Proposal brings worldwide carbon tax for airline passengers closer

The prospect of a worldwide carbon tax for airline passengers is gathering pace after the Australian government demanded the inclusion of the aviation industry in the global climate change treaty.

The Australian administration has proposed that airlines are set a carbon dioxide reduction target as part of the treaty that will emerge from the Copenhagen summit this year. The latest plan would see responsibility for any aviation deal handed over to the UN Framework Convention on Climate Change, which is overseeing the treaty talks.

The proposal is one of four suggestions for dealing with aviation emissions that will be discussed in Copenhagen. If the Australian plan is accepted, it is likely that airlines will join a global emissions trading scheme. British Airways backed a global scheme last week and its chief executive, Willie Walsh, said it would force up fares as airlines pass on the multibillion-dollar cost of acquiring carbon credits.

Also on June 9, 2009, according to Times of India,  some of the world’s largest airlines called for the industry to set global emissions targets as part of efforts to include aviation in a broader climate agreement at the end of the year.  The seven airlines, including Air France/KLM and British Airways, along with international NGO The Climate Group, have backed a range of emissions reduction targets for negotiators involved in UN-backed climate talks to consider.

The proposals, from carbon-neutral growth, a 5 percent reduction and a 20 percent reduction in emissions through to 2020, using a 2005 base-year, will be presented to negotiators at the latest round of climate talks being held this week in Bonn, Germany.

The carriers, part of the Aviation Global Deal Group, said in a statement that participation in an international carbon trading market would be crucial to meeting their goals.

Under the group’s proposal, a proportion of the sector’s emission allowances would be auctioned to generate revenues for climate change initiatives in developing countries.

“Based on the scenarios assessed, auction revenues of up to $5 billion per annum could be generated to support activities such as climate adaptation programmes and initiatives to combat tropical deforestation,” the group said in the statement.

The group also proposed that airlines’ carbon dioxide (CO2) emissions are based on the carbon content of their annual fuel purchases and that CO2 pollution should be addressed through a global sectoral agreement, rather than a patchwork of regional schemes.

Environmental campaigners welcomed the Australian proposal. Joss Garman, of Greenpeace, said: “Scientists project that unless world leaders take action, ships and planes would eat up 50% to 80% of the world’s carbon budget by 2050, making it essential that governments end these industries’ special treatment and include them in a strong Copenhagen treaty.”

Click here to read the entire article report.

“Global Climate Change Impacts in the United States” – New Report Provides Authoritative Assessment of National, Regional Impacts of Global Climate Change

June 16, 2009 at 2:27 pm

(Source: U.S. Global Change Research Program)

New Report Provides Authoritative Assessment of National, Regional Impacts of Global Climate Change Details Point to Potential Value of Early, Aggressive Action.

Image Courtesy: U.S. Global Change Research Program (USGCRP)

Climate change is already having visible impacts in the United States, and the choices we make now will determine the severity of its impacts in the future, according to a new and authoritative federal study assessing the current and anticipated domestic impacts of climate change.

The report, “Global Climate Change Impacts in the United States,” compiles years of scientific research and takes into account new data not available during the preparation of previous large national and global assessments. It was produced by a consortium of experts from 13 U.S. government science agencies and from several major universities and research institutes. With its production and review spanning Republican and Democratic administrations, it offers a valuable, objective scientific consensus on how climate change is affecting—and may further affect—the United States.

“This new report integrates the most up-to-date scientific findings into a comprehensive picture of the ongoing as well as expected future impacts of heat-trapping pollution on the climate experienced by Americans, region by region and sector by sector,” said John P. Holdren, Assistant to the President for Science and Technology and director of the White House Office of Science and Technology Policy. “It tells us why remedial action is needed sooner rather than later, as well as showing why that action must include both global emissions reductions to reduce the extent of climate change and local adaptation measures to reduce the damage from the changes that are no longer avoidable.”

Some key findings includes:

  • Climate changes are underway in the United States and are projected to grow. Climate-related changes are already observed in the United States and its coastal waters. These include increases in heavy downpours, rising temperature and sea level, rapidly retreating glaciers, thawing permafrost, lengthening growing seasons, lengthening ice-free seasons in the ocean and on lakes and rivers, earlier snowmelt, and alterations in river flows. These changes are projected to grow.
  • Crop and livestock production will be increasingly challenged. Agriculture is considered one of the sectors most adaptable to changes in climate. However, increased heat, pests, water stress, diseases, and weather extremes will pose adaptation challenges for crop and livestock production.
  • Threats to human health will increase. Health impacts of climate change are related to heat stress, waterborne diseases, poor air quality, extreme weather events, and diseases transmitted by insects and rodents. Robust public health infrastructure can reduce the potential for negative impacts.

Here are the key messages of the report pertinent to Transportation:

  • Sea-level rise and storm surge will increase the risk o • f major coastal impacts, including both temporary and permanent flooding of airports, roads, rail lines,and tunnels.
  • Flooding from increasingly intense downpours will increase the risk of disruptions and delays in air, rail, and road transportation, and damage from mudslides in some areas.
  • The increase in extreme heat will limit some transportation operations and cause pavement and track damage. Decreased extreme cold will provide some benefits such as reduced snow and ice removal costs.
  • Increased intensity of strong hurricanes would lead to more evacuations, infrastructure damage and failure, and transportation interruptions.
  • Arctic warming will continue to reduce sea ice, lengthening the ocean transport season, but also resulting in greater coastal erosion due to waves. Permafrost thaw in Alaska will damage infrastructure. The ice road season will become shorter.

Click here to download a copy of the full report.  Alternatively, you can specific sections of the report here.

    GAO Report on Aviation and Climate Change Says Aircraft Emissions Expected to Grow, but Technological and Operational Improvements and Government Policies Can Help Control Emissions

    June 13, 2009 at 10:05 am

    (Source:  Government Accountability Office)

    Aircraft emit greenhouse gases and other emissions, contributing to increasing concentrations of such gases in the atmosphere. Many scientists and the Intergovernmental Panel on Climate Change (IPCC)–a United Nations organization that assesses scientific, technical, and economic information on climate change–believe these gases may negatively affect the earth’s climate. Given forecasts of growth in aviation emissions, some governments are taking steps to reduce emissions.

    In response to a congressional request, GAO reviewed:

    (1) estimates of aviation’s current and future contribution to greenhouse gas and other emissions that may affect climate change;

    (2) existing and potential technological and operational improvements that can reduce aircraft emissions; and

    (3) policy options for governments to help address commercial aircraft emissions.

    GAO conducted a literature review; interviewed representatives of government agencies, industry and environmental organizations, airlines, and manufacturers, and interviewed and surveyed 18 experts in economics and aviation on improvements for reducing emissions from aircraft. GAO is not making recommendations. Relevant agencies provided technical comments which we incorporated as appropriate and EPA said emissions standards can have a positive benefit to cost ratio and be an important part of policy options to control emissions.

    According to IPCC, aviation currently accounts for about 2 percent of human-generated global carbon dioxide emissions, the most significant greenhouse gas–and about 3 percent of the potential warming effect of global emissions that can affect the earth’s climate, including carbon dioxide. IPCC’s medium-range estimate forecasts that by 2050 the global aviation industry, including aircraft emissions, will emit about 3 percent of global carbon dioxide emissions and about 5 percent of the potential warming effect of all global human-generated emissions. Gross domestic product growth is the primary driver in IPCC’s forecasts. IPCC also made other assumptions about future aircraft fuel efficiency, improvements in air traffic management, and airport and runway capacity. IPCC’s 2050 forecasts for aviation’s contribution to global emissions assumed that emissions from other sectors will continue to grow.

    If other sectors make progress in reducing emissions and aviation emissions continue to grow, aviation’s relative contribution may be greater than IPCC estimated; on the other hand, if other sectors do not make progress, aviation’s relative contribution may be smaller than estimated. While airlines currently rely on a range of improvements, such as fuel-efficient engines, to reduce emissions, some of which may have limited potential to generate future reductions, experts we surveyed expect a number of additional technological, operational, and alternative fuel improvements to help reduce aircraft emissions in the future. However, according to experts we interviewed, some technologies, such as advanced airframes, have potential, but may be years away from being available, and developing and adopting them is likely to be costly.

    In addition, according to some experts we interviewed, incentives for industry to research and adopt low-emissions technologies will be dependent to some extent on the level and stability of fuel prices. Finally, given expected growth of commercial aviation as forecasted by IPCC, even if many of these improvements are adopted, it appears unlikely they would greatly reduce emissions by 2050. A number of policy options to address aircraft emissions are available to governments and can be part of broader policies to address emissions from many sources including aircraft. Market-based measures can establish a price for emissions and provide incentives to airlines and consumers to reduce emissions. These measures can be preferable to other options because they would generally be more economically efficient. Such measures include a cap-and-trade program, in which government places a limit on emissions from regulated sources, provides them with allowances for emissions, and establishes a market for them to trade emissions allowances with one another, and a tax on emissions. Governments can establish emissions standards for aircraft or engines. In addition, government could increase government research and development to encourage development of low-emissions improvements.

    Click here to download the entire report.

    Toxic battle brewing over a new breed of automobile refrigerant HFO-1234yf; Greenpeace Germany sounds alarm; German Environment Minister calls it “highly risky economic and technical adventure”

    June 12, 2009 at 2:07 pm

    (Source: R744.com &1234facts.com)

    In a letter sent to German OEMs on 27 May, Greenpeace Germany is attacking the global car industry for deliberately or recklessly downplaying the formation of highly toxic hydrogen fluoride from HFO-1234yf by several magnitudes. A review of a SAE scientific paper supported by global OEMs revealed that at the correct rate of HF concentration “all passengers would die with close to certainty”.

    The manufacturers are touting that HFO-1234yf meets the automotive industry’s needs for a cost-effective, commercially viable low global warming potential (GWP) replacement for R-134a refrigerant.

    Some of the stated benefits of HFO-1234yf include:

    • lower lifetime greenhouse gas emissions
    • dramatically shorter atmospheric lifetime
    • compatibility with current automotive a/c systems
    • superior cooling efficiency
    • best ease of adoption
    • safety for mobile applications

    In the early 1900’s, CFCs provided the first form of refrigeration. As their ozone-depleting potential became recognized, the Montreal Protocol was adopted by many nations to begin the phase out of both CFCs and HCFCs. HFCs were developed to fill the void and while they were non-ozone depleting, they did have global warming potential.

    “It is unknown to us if this is a factual error or if there are manipulative intentions behind this misinformation. Fact is, however, that the (correct) rate of HF concentration from the refrigerant 1234yf in a passenger compartment will not be around 150 ppm (depending on the vehicle) but will be a multitude of that. At these concentrations all passengers will die with close to certainty,” the Greenpeace letter, sent to the boards of all car manufacturers united in the VDA on 27 May, reads.
    “As a result, the claim that 1234yf will be an alternative is not only wrong but also life threatening; the legal consequences not calculable,” the letter continues before calling on all carmakers to point out this dangerous misinformation in the automotive industry and correct the calculation.

    Greenpeace refers to a peer-reviewed SAE Paper presented by Roberto Monforte, Fiat, at the SAE World Congress in Detroit on 21 April. The paper, obtained by R744.com, states that if 0.55 kg of HFO-1234yf are completely released in an accident and exposed to a flame inside the passenger compartment of a Pontiac Grand Prix model the concentration of highly toxic hydrogen fluoride will not surpass 150 ppm (parts per million). HFO-1234yf would therefore not pose a higher risk to the passenger than the currently used refrigerant R134a.

    A calculation strongly rejected by Greenpeace and external industry sources, who suggest that this figure might be understating the actual formation of HF by up to 1000 times. If 0.55 kg of 1234yf are burned, 0.39 kg of HF will develop. Calculated on a cabin volume of 3m3 (weight of air 3.6 kg), a concentration of 100,000 ppm would occur, or 10.7%. As opposed to 150 ppm, this 1000 times higher concentration would be enough to kill busloads of humans. Even with varying vehicle types, the HF rate inside the compartment could be hundreds of times higher than that assumed in the SAE paper. Click here to read more about the Greenpeace argument.

    In the middle of this fiasco, Environment Minister Sigmar Gabriel has raised his voice to warn the German automotive industry against a “highly risky economic and technical adventure” with an untested, flammable, and toxic refrigerant 1234yf. Moreover, manufacturers should not expect the EU R134a phase-out schedule to change, but rather choose CO2 now as the most energy-efficient and safe alternative available.

    German Environment Minister: Untested 1234yf an “adventure”In an interview with ACE, a leading automotive club representing the interests of 550.000 Germans, the Environment Minister Sigmar Gabriel has taken a clear stance in favour of CO2 in the currently hotly debated question of which refrigerant to choose for future car air conditioning systems:

    “Fact is: With CO2 there is an environmentally friendly alternative to R134a available, and it has been proven in real life,” Gabriel stated. “The VDA has to know what it does to strengthen its credibility or not,” he referred to the clear commitment to CO2 already issued in 2007 by all carmakers united in Germany’s automotive association VDA. The Environment Ministry would continue to support CO2 (R744) as not only the most ecological option, but also that with a significantly higher energy efficiency, as measurements by the Federal Environment Agency have proved.

    Untested chemical “high adventure”
    Gabriel also issued a clear warning to the automotive industry to not use untested alternative refrigerants. The currently discussed flammable and toxic chemical 1234yf would be a completely new substance not yet fully investigated by public authorities for its ecological and health risks. As a consequence, manufacturers deciding for 1234yf would embark on a “high economic and technical adventure”, Gabriel concluded.

    The Minister warned the German automotive industry against a further use of R134a in cars after 2011. According to Gabriel, the EU MAC Directive, prescribing the use of refrigerants with a Global Warming Potential of below 150 in future passenger cars, will not be changed. Carmakers should acknowledge that he would hold on to the agreed phase-out schedule starting in 2011, with a gradual ban of R134a until 2017. As a result, from 2011, the deprivation of type approval for cars using the climate-damaging refrigerant would be enforced as originally scheduled.

    Ride of the Future? – ABC News Chief Washington Correspondent George Stephanopoulos Calls Coda EV the American Answer to Japanese Prius

    June 10, 2009 at 7:20 pm

    (Source: ABC News & Autobloggreen)

    I had an opportunity to take a ride today in a new electric car that has perhaps one of the best shots at being the U.S. answer to Japan’s popular Toyota Prius.

    Image Courtesy: Autobloggreen

    Designed by Santa Monica, California-based Coda Automotive, the four-door sedan isn’t powered by gas. The electric battery can plug into any standard AC outlet.

    Coda says a 40-mile commute takes about 2 hours to charge.

    Right now, the car and it’s battery are manufactured in China. But the company has applied for tens of millions of dollars worth of stimulus funding through the Department of Energy to build an electric battery plant in a factory in Enfield, Connecticut to fuel it’s vehicles.

    “The U.S. has zero,  absolutely no mass battery manufacturing in the United States.  So we’re going to China where they can mass produce the batteries to get these cars to market in the U.S. fast until we can get these produced here” said Kevin Czinger, president and CEO of Coda Automotive.

    Coda plans to partner with aerospace battery designer Connecticut-based Yardney Technical Products to create and mass produce the first U.S. electric car battery.

    The company says the plant could employ 600 people at first, and then possibly grow. Beginning next June, Coda plans to have the capacity to build 2,700 cars and 20,000 a year in 2011. By comparison, Toyota sold about 159,000second-generation Toyota Prius hybrid cars last year in the U.S.  The price tag? $45,000 — but buyers could receive a federal tax credit worth $7,500 and other state incentives that Coda says could drive the price down to $32,500.

    Image Courtesy: Autobloggreen

    Click here to see more hi-res pictures of the Coda sedan.

    BREAKING: House passes ‘cash for clunkers’ legislation

    June 9, 2009 at 9:30 pm

    (Source:  Autoblog & Detroit Free Press)

    The U.S. House approved the “cash for clunkers” legislation earlier today, paving the way for consumers to snag up to $4,500 for trading in their older vehicles for new, more fuel efficient transport.

    The bill, which passed 298-119, drew overwhelming support from automakers, local business groups and dealers who claimed the passage could boost sales – further aiding GM and Chrysler’s “reinvention” – during the economic downturn.

    The House bill sets aside $4 billion to pay for electronic vouchers given to owners of older vehicles toward new models. With auto sales running at their lowest rate in four decades, the Congressional Budget Office estimated the bill could spur sales of about 625,000 vehicles; backers are hoping for 1 million.

    The act “will shore up millions of jobs and stimulate local economies,” said Rep. Betty Sutton, D-Ohio. “It will improve our environment and reduce our dependence on foreign oil.”

    The government’s interest in goosing the vehicle market extends to its ownership inGeneral Motors Corp. and Chrysler LLC, both of which are counting on a healthier U.S. market in the coming years for survival.

    “The auto industry is going through a tremendous restructuring,” said Rep. Sander Levin, D-Royal Oak. “If there is not increased demand, that restructuring cannot succeed.”

    Under the plan, owners of cars and trucks that get less than 18 m.p.g. could get a voucher of $3,500 to $4,500 for a new vehicle, depending on the mileage of the new model.

    House Legislators expected to vote on the watered down Cash for Clunkers bill this week

    June 8, 2009 at 6:46 pm

    (Source: Streetsblog & Rotor.com)

    The House is poised this week to take up the so-called “cash for clunkers” bill, which aims to boost the slumping U.S. auto market by giving out tax credits of $3,500 and up to anyone who trades in a gas-guzzling car for a more efficient model.

    With the Senate Majority Leader threatening to make Senators work five days a week to speed up work on legislative priorities, lawmakers expect to finish a war supplemental bill this week that would include a provision for cash for clunkers and then Congress will turn its attention to healthcare and climate change legislation.

    House Democrats must settle the issue of whether to include in the war supplemental a provision that would give car buyers a voucher worth up to $4,500 for trading gas-guzzlers for more fuel-efficient vehicles.  There is tremendous bipartisan support for this proposal, especially with the recent bankruptcy of General Motors.

    The plan was originally touted as environmentally friendly, given that it would theoretically encourage the use of more fuel-efficient vehicles, but it has long since morphed into a thinly disguised gift to the auto industry. The “cash for clunkers” deal that the House will vote on, sponsored by Rep. Betty Sutton (D-OH), offers money to truck drivers who improve their ride’s fuel economy by as little as 1 mile per gallon.

    The likely passage of Sutton’s bill this week could be bad news for a stronger “cash for clunkers” plan that’s being promoted by Sen. Dianne Feinstein (D-CA), who displayed welcome candor last month in calling the Sutton plan “the auto industry’s version” of “cash for clunkers” and “unacceptable” to American drivers.

    Feinstein’s proposal would require drivers to achieve a 25 percent fuel-efficiency increase before receiving a tax credit for ditching their clunkers. But Michigan Sen. Debbie Stabenow (D) is pushing for a trade-in tax credit that’s very similar to Sutton’s — truck owners would only have to increase their fuel efficiency by 2 miles per gallon to be eligible.

    Feinstein’s proposal would require drivers to achieve a 25 percent fuel-efficiency increase before receiving a tax credit for ditching their clunkers. But Michigan Sen. Debbie Stabenow (D) is pushing for a trade-in tax credit that’s very similar to Sutton’s — truck owners would only have to increase their fuel efficiency by 2 miles per gallon to be eligible.

    Click here to read the entire article.

    Airline Industry Targeting Carbon-Neutral Growth By 2020

    June 8, 2009 at 2:13 pm

    (Source: Business Standard & Green Car Congress)

    Image: REUTERS/Zainal Abd Halim via Boston Globe

    The international airline industry is committed to achieving carbon-neutral growth by 2020, said Giovanni Bisignani, IATA’s Director General and CEO in his State of the Industry address at the 65th IATA Annual General Meeting and World Air Transport Summit in Kuala Lumpur.

    Two years ago we set a vision to achieve carbon-neutral growth on the way to a carbon-free future. Today we have taken a major step forward by committing to a global cap on our emissions in 2020. After this date, aviation’s emissions will not grow even as demand increases. Airlines are the first global industry to make such a bold commitment.

    —Giovanni Bisignani

    The commitment to carbon-neutral growth completes a set of three sequential goals for air transport: (1) a 1.5% average annual improvement in fuel efficiency from 2009 to 2020; (2) carbon-neutral growth from 2020 and (3) a 50% absolute reduction in carbon emissions by 2050.

    To achieve these goals, the air transport industry is focusing on a cross-industry four-pillar strategy on climate change consisting of improved technology; effective operations; efficient infrastructure; and positive economic measures.

    In 2009 the carbon footprint of air transport is expected to shrink by 7%. Of this, 5% is due to the recession and 2% is directly related to efficiency gains.

    Bisignani said a cross industry four-pillar strategy on climate change focused on improved technology, effective operations, efficient infrastructure and positive economic measures was delivering results noting that in 2009 the carbon footprint of air transport was expected to shrink by 7 per cent.

    Bisignani attributed 5 per cent to the recession and 2 per cent to efficiency gains from IATA’s four-pillar strategy.

    “No other industry is as united and no other industry can point to such good results and progress,” Bisignani claimed.  He noted that the airlines’ commitment needed to be matched by governments. “We are ambitious, but our success will be contingent on governments acting effectively.”

    “International Civil Aviation Organisation (ICAO) must set binding carbon emissions standards on manufacturers for new aircraft. A legal and fiscal framework to support the availability of sustainable biofuels must be established.

    “Governments must work with air navigation service providers to push forward major infrastructure projects such as a Single European Sky, NextGen in the US or fixing the Pearl River Delta in China,” Bisignani added.

    Tata Nano Likely U.S. Bound in Just Over Two Years

    June 7, 2009 at 10:55 pm

    (Source: Autoblog & Autoweek)

    Americans may have the opportunity to welcome the Tata Nano to their shores in just over two years, according to a confirmation from David Good, a U.S. rep for the Indian automaker. Before it arrives, Tata assures that the ultra-cheap compact with a base price of just $2500 will be configured to meet all emission and crash standards. If successful, we could see see versions of the Indian microcars running on biofuel and diesel.  This begs the question whether the price point will continue to stay around $2500 even after meeting such stringent safety and emissions requirements? Probably not! It is safe to say that the price would be a little less than $5000  – the expected price of the Euro version.

    But who will distribute the teensy Tatas? Well, that’s up in the air right now. A brand-new dealer network for the brand has been discussed. Another option would be selling the Nano through Jaguar and Land Rover dealerships — the Indian automaker owns both, after all.  But this option seems highly unlikely,  according to Stuart Schorr, a spokesman for Jaguar Land Rover, who dismissed the rumours.

    A larger European version is slated to debut in 2011, and has an upgraded engine that could get 67 mpg. That car is still expected to come in at less than $5,000.  Tata would be the second Indian company with cars on U.S. streets. Global Vehicles U.S.A. Inc. of suburban Atlanta plans to introduce pickups made by Mahindra & Mahindra Ltd. later this year.

    Plug-In Prius Coming This Year; Toyota to Lease 200 PHEVs in Japan Starting at End of 2009, 500 Globally; Gen3 Prius Plus Li-ion Pack

    June 5, 2009 at 6:57 pm

    (Source: Green Car Congress & Wired)

    Toyota’s third-gen Prius is already a huge hit in Japan (topping the sales numbers for May), and the automaker plans to lease a plug-in version to corporate and municipal customers by the end of the year.

    Just 200 are slated for release in Japan under a joint program with the Ministry of Economy, Trade and Industry aimed at promoting the adoption of plug-in hybrids and EVs. Although the new Prius – like all those that came before – uses a nickel metal hydride battery, the plug-in features a lithium-ion pack.

    “Toyota Motor Corp. believes that, in response to the diversification of energy sources, plug-in hybrid vehicles are currently the most suitable environmentally considerate vehicles for widespread use,” the company said in a statement. “TMC therefore intends to encourage the marketing of plug-in hybrid vehicles while introducing a total of 500 vehicles globally—primarily to fleet customers—to further use and understanding of the vehicles.”

    TMC will introduce approximately 150 plug-in hybrid electric vehicles in the United States, as well as more than 150 vehicles in Europe, including 100 in France. TMC is also considering introducing plug-in hybrid vehicles in the United Kingdom, the Netherlands and Germany.

    In announcing the Japan lease program, Toyota said that:

    TMC has positioned hybrid technologies as core environmentally considerate vehicle technologies and is using them in the development not only of plug-in hybrid vehicles but also electric vehicles and fuel-cell hybrid vehicles. TMC will continue its efforts to achieve sustainable mobility by developing and putting into practical use these next-generation vehicles, which are hoped to contribute to reducing petroleum consumption, reducing CO2 emissions and responding to the diversification of energy sources.

    Toyota said that the plug-ins will operate as electric vehicles when used for “short distances” and operate as conventional hybrids when used for medium to long-distance trips.

    Toyota has been testing an earlier plug-in prototype featuring a large NiMH pack rather than the proposed Li-ion pack, with an electric range of approximately 13 km (8 miles) under the Japan 10-15 cycle (Earlier post.)

    The Japan lease program is in collaboration with local governments selected under the Japanese Ministry of Economy, Trade and Industry’s EV & PHV Towns program, which aims to promote the widespread use of electric vehicles and plug-in hybrid vehicles.

    The program features an intensive program for the introduction and promotion of electric vehicles and plug-in hybrid vehicles as well as accelerating the setting up of charging infrastructures and the development of societal awareness and preparedness through the collaboration of the national and local governments, regional businesses and auto manufacturers in Japan.

    Plug-ins are touted for triple-digit fuel economy, but a test fleet of 17 plug-in Prius hybrids in the Seattle area has achieved an average of just 51 mpg. Officials there and plug-in advocates said the problem lies with driver behavior, not the technology.