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hydrogen powered vehicles by 2050, through the gradual replacement of traditional gasoline-powered vehicles by hybrids, plug-in hybrids, hydrogen-powered vehicles, and next generation biofuels during the interim. Due to technological limitations, there will likely be a continued role for hydrocarbon-based fuels in airplanes, heavy commercial trucking, and shipping. Acknowledging this, the transportation policies presented here encourage not only the commercialization of advanced vehicles, but also sustained and robust research and development support for cleaner-burning solutions for other forms of transportation. 1. Increase research and development grants for battery and hydrogen fuel cell technology. The federal government should help foster a domestic battery industry for use in hybrid, plug-in hybrid, and electric vehicles by providing more research and development grants for both basic research in electric storage technology and for deploying advanced battery technologies into the market. It should do the same for hydrogen fuel cells. It is likely that the market will eventually pick a winning technology; however, during the interim it is premature to declare which technology should receive funding and which should not. Battery and hydrogen fuel cell powered vehicles can both dramatically improve fuel efficiency and eventually eliminate the need for gasoline to power cars. Both may also be adapted to provide vehicle-to-grid support, allowing consumers to sell electricity from their vehicle back to the utility grid. The additional government spending will grow these industries in the United States, creating domestic jobs and the ability to export these technologies to the world. Expanding these industries will also ensure that domestic car manufacturers can produce the vehicles that consumers demand as the nation transitions away from hydrocarbon intensive energy sources and the price of gasoline increases. 2. Maintain current fuel efficiency standards and proposed increases. The federal government should maintain the recently increased CAFE standards, set at 30.2 miles per gallon for cars and 24.1 miles per gallon for light trucks for 2011, along with the target of 35 miles per gallon for cars by 2020.16 If the carbon tax does not motivate car manufactures to offer more fuel efficient vehicles, then the CAFE regulation will ensure some base level of deployment. If the carbon tax and research and development grants are effective in encouraging rapid deployment of more fuel-efficient models, there will be no need to maintain the CAFE standards after 2020. The EPA must also decide how it will determine fuel efficiency ratings for plug-in hybrid, electric, and hydrogen fuel cell vehicles for CAFE compliance measurement and vehicle marketing. The marketability of plug-in hybrids, electric, and hydrogen fuel cell vehicles depends heavily on how their estimated miles per gallon is tested and calculated. For plug-in hybrid vehicles, two numbers should be reported – how far it can travel on battery power alone and miles per gallon once all the initial charge is used, if applicable. Pure electric vehicles should be measured by how far they can travel on a single charge. It would also be helpful to show consumers the cost per mile of the electric powered 170PDF Image | Shaping Energy Technology Transition
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