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1.1 million EVs were sold in US in 2024, compared to 1.4 million hybrids. Hybrids have made a comeback as sales of electric cars are slowing in US in 2024. Constraints being lack of enough charging stations, price of electric cars still high, driving range limited before recharge. Hybrid car sales are surging helping Toyota after a too cautious entry into EV's. Now the Biden administration is looking at the targets and how to make the transition smoother. Toyota is pushing back on strict environmental rules that expect 67% of cars to be electric by 2032.  The 2021 executive order by president Biden was for 50% target by 2030 and this included hybrids.  The gradual shift would make it less costly for the public to replace the cars and help first time buyers wanting to try it out do this with hybrids as an option. As a quick guide 12000 pounds of carbon dioxide for global warming are given out by gasoline only cars, half or 6000 pounds by hybrids like Toyota's, and half again 3000 pounds of carbon dioxide by all electric like BYD China's or Tesla/GM/VW. The actual numbers are confirmed by Dept of Energy 2022, and MIT 2019 studies- 2727 pounds all electric, 6898 pounds hybrid, and 12594 pounds all gasoline. ...

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The big difference between the US at about 1.2 million electric car sales and China at over 9 million in the last year is that companies such as BYD have found away to come up new battery technology that uses different more accessible materials. BYD's research into new batteries came up with a iron phosphate battery as shown on articles on BYD in 2024 to substitute for less available lithium and cobalt. On one of its models BYD is offering a price of $11000. This attracts a different kind of buyer than what American makers are reaching. Another plus for BYD is that while sales are stalling in the US because of battery range and lack of charging station access, BYD also sells a large number of hybrid electric cars that help urban dwellers go back to their homes in the countryside. BYD also manufactures two thirds of its parts internally producing needed savings. China is also pushing electric cars with government subsidies and government is working hand in hand with industry in a concerted effort for two decades. Compare that with US where the Biden administration was the first to start changing the way the US does business to put government industry cooperation and working together at the heart of the way of doing things. The US could learn from other nations and adapt its own industrial and modernization efforts in the world after the pandemic and as supply chains are being renewed and restructured. Every nation can learn from its peers. ...

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EV makers in US offer about $5000 in discounts to replace $7500 lost in government EV tax credits. The hurdle for electric vehicles is the lack of charging infrastructure and the cost of home chargers, in addition to the limited range in miles. The big jump in inflation centered not just on groceries in 2019-2024, there was a 34% increase in the cost of new cars and 50% increase for used cars, and a jump in maintenance costs. Reducing affordability for young people and making car ownership costlier. This turned into a cost of living crisis with groceries up 31%, that affected people's enthusiasm for climate change action when China was building one coal plant a week (adding 95 GW in 2024)- underlying the need to provide immediate relief to American working families and elderly through tax cuts, benefits and shifting tax dollars from climate change action to working families in the next 4 years. This is the approach taken under the DJT One Big Beautiful Act of 2025. Basically what the DJT side of the story is on emissions- US has only 12% of global greenhouse gas emissions, cut this by half to 6% and assuming the EU which has 6% of gas emissions also cuts by half to 3%, the saving just 9%  while the 82% of emitters China, India, Russia and Brazil etc not making the cuts needed the impact on climate change is not significant. If China and India want relief US working families also need relief.  ...

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In 2023 there are 4.3 million electric vehicles on American roads and 150,000 public charging ports. President Biden's goal is for 50% of cars to be EV's by 2030 with 500,000 public charging ports. The National Renewable Energy Laboratory affiliated with DOE forecasts need for 1 million charging ports. Ohio and Pennsylvania are leading the way in a slow start with other states joining in. A single public charging port can cost about $150,000. It will cost $31 billion to $55 billion to build the public portion of a national charging network. About $24 billion is planned investment.

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Hyundai introduced its first electric car named the BlueOn. The South Korean government is pushing the timetable forward for development of an electric car industry in S. Korea. Production for small electric cars to begin in 2011, and medium sized electric cars to begin in 2014. By 2020 the government hopes to see 20% of the cars on the road in the electric car category, and it plans to offer tax and other incentives to buyers. Hyundai has invested $34 million in the last year for the development of a car with a lithium-ion battery. SK Energy Co is the initial supplier for the battery. The S. Korean government will do a study on exchange battery system for electric cars, where one battery can be charging while another is in use.

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This report in WSJ by Mike Colias about personal politics exaggerates the impact of political party Republican vs Democrat in the switch to electric cars as most of the resistance comes from the lack of charging facilities and not enough technological breakthrough in cost and efficiency to make the switch. And much of the political resistance by a third of the population comes more from the idea that it supports China sourced materials. This comes from misinformation and old data as Biden has imposed 100 percent duty tariff on imports of China made electric cars and 50% on solar panels just last week. Americans including Republicans are realizing that the only way to compete with China's subsidized push for key industries is for America to do the same. This gives the American manufacturers the time and the support from the US government to compete with EV's made in China supported by Chinese government large not so visible subsidies over long periods. WSJ reports recently showed how China's prime minister supported building Tesla plants in China to observe American manufacturing methods and technology, in the process advancing its own technologies in EV's at a faster pace. Making Tesla's role contradict the idea that politics not misinformation and technological lag is causing resistance to EV's both of which will fade over time. ...

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This podcast in WSJ tells the amazing story of the development of a vaccine for malaria by a British scientist that took forty years. In a world of short run startups this tells the story of medical and indirectly other research include research on renewable energy to tackle climate change that takes years to develop and makes a lasting change in our lives. This is also true of the mRNA vaccine developed by two German scientists of Turkish descent who developed the Pfizer vaccine. The Novavax vaccine in the US also has a story of resilience in the face of many challenges. Mr Scholz of the SDP, currently vice chancellor of Germany and winner of the German election said recently he wanted to expose the myth that was created of the self-made man that has penetrated our culture over the last 2 decades. One cannot even conceive of self made people at a time when the whole world depends on vaccines developed such as mRNA vaccine by these 2 German scientists at university labs that are the first line of defense against the coronavirus. Both scientists took only half a day off when they got married. Both are children of immigrants to Germany from Turkey. They both cycle to work. Mr. Shin says "I don't have a car. I am not going to get a plane. What's life changing is to be able to impact something in the medical field." The electric batteries used in today's electric cars use technology developed by a Japanese scientist and professor who also worked at Toshiba in the face of many challenges. ...

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For US automakers each component of the savings above may cover all or more of the $2.5 billion in tariffs some of which may be returned in rebate form to the automakers over 4 years. For example GM CFO is cited as as saying the shift in EV's alone could reduce losses by $2 billion in 2025. That more than makes up for GM's  $1.1 billion losses from tariffs shown in this WSJ report. It is more accurate to say foreign automakers in the US pay $9 billion in tariffs if they don't raise prices, Toyota alone will take on $3 billion in tariffs. And American makers Ford, GM, Chrysler Stellantis pay $2.5 billion of which some of it will be returned to the automakers inthe form of favorable policies to increase market share of US automakers with the 15% on imported cars and savings from not having to make electric vehicles in volumes that don't sell without the charging infrastructure, and savings from not having to invest on rapid conversion away from gas powered vehicles.    ...

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President Biden meets newly elected South Korean president Yoon Suk-yeol on his visit to South Korea. During the visit Biden also promoted South Korean investments in Texas and Georgia. He visited a Samsung semiconductor plant with the president of Samsung. Samsung is investing billions of dollars $10 billion for a new electric vehicle plant in Savannah, Georgia. By getting American semiconductor and electric car manufacturers to invest heavily in the US president Biden is changing how America invests for regaining technological leadership by 2030. In an effort to get plants to support unions president Biden called for the plants to hire union workers. Biden called by name two Senate contestants in upcoming Georgia elections for their efforts in getting the Hyundai plant that will hire 8000 workers. In contrast to Mr. Trump who lacked a plan or vision for the future Mr. Biden is keenly focused on getting South Korea, Japan and Germany to invest heavily in the US and help restructure the whole supply chain. Where Mr. Trump called for South Korea and other partners to share the defense burden, Mr. Biden is focused on getting American allies to have their large companies invest in American plants and jobs and a new supply chain. ...

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A large number of utility companies ( most of the big companies like Duke, AEP, Consolidated Edison, DTE, Edison, PG&E and so on) in the USA are working with General Motors to come up with the whole system for putting electric cars on the road and to work out all the issues relating to electricity recharging of the batteries in the cars. Even though coal is used to generate this electricity it reduces overall emissions as the electric plants burn coal with lower emisssions than the internal combustion engine burns gasoline. Charging the cars at night might be attractive as the utilities might find that this is more efficient for them as they may be able to increase production at power plants with extra capacity.

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What harm will one ton of carbon dioxide pollution cause to the planet? Under Obama administration $50, under Trump administration $5, under Biden administration $200.  Mr. Revesz asks the obvious question others forgot to ask- how does this regulation or change affect future generations, what problems children and grand children won't face because of this action? The man who heads OIRA is given the task of doing the cost benefit analysis for billions of dollars of US government projects designed to fight climate change. Because of its looming importance Mr. Revesz of NY University School of Law was brought right into OIRA in the White House instead of the EPA. The Office of Information and Regulatory Affairs (OIRA) is located right in the White House. It is the gatekeeper and final word on new federal regulations on climate change. Astounding as it may sound, during the Obama and Trump administrations no effort was made to track the cost of climate change for future generations. Mr. Revesz is changing that. As a result of his efforts at NYU School of Law and in assisting attorneys general in the Trump administration, and now at the Whit House he is changing the way the world looks at climate change action. He shows how the EPA new rules on tailpipe emissions will promote electric cars. The benefits exceed $1 trillion from the shift and this will show that it exceeds the cost of the fossil fuel companies and the US economy making the changes required. ...

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It is a major step to cut carbon missions in half by 2030. The Biden plan is to have majority of cars to be electric by 2032. It does not require a certain number of cars to be electric only requires carmakers to meet certain emission requirements overall and the carmakers then choose what the mix of gas, electric, hybrid would be. It also has concessions to workers unions and carmakers, and an understanding that there is resistance to buying electric when charging stations don't exist in adequate numbers and costs are high for electric. It does this by allowing accelerated development in 2030, 2031 2032 to do the job, as by 2030 enough capital investment and research will have happened to make this possible. This also seeks to not politicize climate change in the way the former president seeks to do as a realistic plan is needed and simply having no plan and eliminating the political opponent's plan and denying climate change is not possible in 2024 as in 2016, there is just too much happening in terms of floods and fires for people to not believe. Automakers and workers themselves believe that a plan is needed to fight climate change in 2024 even though these same automakers such as VW and large automakers in the US had a wait and see attitude in 2016. For the Biden administration listening to carbuyers, carmakers, auto workers and the general public to make the plan workable and meet real concerns is the best way forward in 2024. ...

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A hybrid gas-electric bus costs 60% more, but is 30% more efficient for the hybrid model and 65% more fuel efficient for plug-in models, says a Navistar executive. Navistar is the first U.S. maker to bring out a hybrid bus model. Experts say buses are ideally suited for electric versions because of short routes within city limits and predicatable routes. School buses also spend a lot of time in depots where they can be charged easily. Trans Tech Bus is planning to start production of a electric school bus in partnership with Smith Electric Vehicles. Trans Tech's president says the new electric school bus will be priced so that districts could recover the added cost- a $30,000 premium at this time- in fuel savings of 3-5 years. The savings for diesel are about $60 a day for a school district near Fresno with poor air quality. Recharging the battery costs about $17.

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There are 5000 heavy truck charging stations in the US, mostly in depots and warehouses. And just five, only five public charging stations for heavy trucks. Imagine taking billions of tons of emissions from the heaviest polluters heavy trucks when very few only 2% of electric heavy trucks are sold today. New emissions rules that restrict the amount of emissons in a truck manufacturers product line would mean that 25% of heavy trucks and 40% of medium trucks will be electric by 2032. This includes school buses to cement mixers, and includes 100 types of heavy vehicles that cover tractor trailers, RV's, ambulances, garbage trucks and moving vans. The infrastructure law and the Inflation Reduction Act provide government aid- $7.6 billion electric charging infrastructure including heavy trucks, and $5.6 billion for zero or low emission buses. Another $1 billion for electric trucks and $40,000 as tax credit for companies buying electric trucks. For cars the new EPA rules from the Biden administration target an all electric or hybrid car population in the US by 2032.  This will be done by focussing on the two thirds of heavy trucks that go for less than 250 miles a day and trucks like moving vans, school buses and garbage trucks that drive less and go back to the same depot point to recharge. Volvo Trucks, Kenworth, BYD and Nikola, and Cummins engine are manufacturers who are working on new technologies and manufacturing. The bIden administration has changed the curve to make most of the gains to be done after 2030, in 3 years 203-2032 to achieve goals.  ...

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The new price of the Leaf is $35,200 for the 2012 model year as more features were made standard by Nissan. The Leaf will now cost $27,700 after a $7,500 federal tax credit in the U.S. The higher price also reflects the stronger yen as the Leaf is made in Japan. Every Leaf is sold from a waiting list, with sales in only some states- including Arizona, California, Hawaii, Oregon, Tennessee, Texas and Washington. Nissan's marketing chief, Brian Carolin, says about 1000 vehicles a month will be sold for the remainder of 2011. The average customer of the Leaf drives the car with an all electric range of 75 miles, for 30 miles each day and charges it for 3 hours a day. Average household income is $140,000. The 2012 standard model comes with a cold weather package, heated seats, battery warmer and steering wheel, and a fast charging arrangement that gets it recharged in 30 minutes, instead of the 8 hours.

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Wagoner became President at age 45, CEO at age 48. So you would think that young blood is coming in to GM, but that does not appear to be the case. At the Board level most of the Board members like George Fisher formerly of Motorola, have been around for a long time, and there does not appear to be new blood that would bring in fresh thinking. And serious decisions about investment in developing new technologies to develop fuel efficient cars, like hybrid technologies, electric and other alternative technologies, diesel technology, have been held up for years at General Motors. The way decisions are made on such issues with Board members voicing their opinions more than wrestling seriously with the issues, shows serious shortcomings of management and the Board. At key points of decision making the CEO and key members of his team had not prepared carefully, and Board members did not come up with serious thinking on the problems facing GM. It, appears that the investment in technologies to develop fuel efficient cars much earlier, long before they were finally being addressed in 2006, was a failure of Wagoner's management and of the Board. Management discussed this but continued to be mired in old ways of thinking that continuing with the status quo- cars with existing low fuel efficiency- would not expose GM to illwinds as preferences changed. Its clear from the description here of discussions within GM that the old thinking is quite entrenched at GM, and Wagoner just was not the kind of person who could vigorously articulate a new vision for GM. A couple of things are noteworthy in this account of management indecision at GM. When fuel prices began hurting sales of SUV's and large vehicles in 2005, efforts to get a decision on investments in new technologies for fuel efficiency for the whole product lineup failed at the Board level in an April 2005 meeting. One Board member saying at that meeting, that" do we want to lose another billion dollars in developing new technology for fuel efficient cars." And no one calling him to account that the remark still did not address the point that GM had to respond to the changing market and world oil dynamics, and not just hope for the best, as GM had aggressive competitors, and faced continually diminishing role in the market place for the entire decade of the 1990's. While April 2005 was already at the tail end of the previous era of gas guzzling cars and a decision then would still not have shown a forward looking vision of things, it was not until 10 months later that a decision was reached. And this almost from necessity, as oil prices jumped in 2006 after hurricane Katrina, and by this time President Bush was also calling for higher mandated fuel efficiency standards. The other noteworthy point here is that by making the changes so late in the game, GM had to compress the development cycle for new and some cases unknown technologies into short time frames. If the ingenuity of its engineers comes to its rescue it still faces another hurdle that of cost, because the technologies have to be perfected and improved, so that the costs are low enough for customers, and importantly comparable with what it is costing competitors to make the same fuel efficient technology engine or other part. Which is why one Honda executive remarked, "GM like everyone else is serious about this, because they have to be, but how many of their hybrids and how many Volts will they sell? Their technology is very expensive." Even if GM develops the Volt electric car by 2010, GM will need a whole range of fuel efficient technolgies to power its large product lineup. Its just to hard to avoid the conclusion that this is going to prove costly. All the dragging of feet and indecision, and failure to prepare GM for a different world in case something drastically different from what was expected happened, will prove very costly especially considering how aggressive and well financed some of the Japanese and German competitors are. It also hard to avoid the conclusion that there is too much bureaucracy at the large auto companies, and getting new blood and new ideas and fresh thinking is tough in a place where everybody agrees with everybody else, and there is uniformity of thinking. This makes it difficult for any original or wayward types to thrive. These bureaucracies look up to the top for direction. Initiative is discouraged on one hand, and at the same time even if a new direction is taken at the top. a lot of resistance can be expected to implementing it throughout the company without persistent persuasion and reminder of new facts and realities. This is true for both Wagoner and Mullaly as they face the skepticism of subordinates to new direction. Mullaly for instance has to remind his managers that large vehicles are only a small percentage of the entire global market, and if Toyota is making money in small cars so can Ford. See the link to this. Is Toyota immune from bureaucracy type behaviour throughout the company? Not really, Toyota's chairman emeritus came out of retirement in fact and went out of the way to caution its CEO and management about their complacency a year or so before. Shoichiro Toyoda personally intervened to caution against too much expansion in the US and climbing wage costs, and other risks they perceived such as the company managers in the USA appearing to be resting on their laurels. See the link to this. A lot of discussion is probably going on within these companies about the present state of affairs, and considerable anxiety for what the future will bring. It may be useful to ask the question is there something that makes it difficult for once successful organizations -now with entrenched bureaucracy and set ways -to put forward leaders with vision and foresight, till it becomes very late? The vision and foresight about where their markets and the world is heading, and the ability to move their organizations in that direction. Or to break out of old patterns of behaviour and thinking....

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The Japan Automobile Dealer's Association says Toyota's Prius hybrid was No. 1 in sales in Japan in 2009 with 209,000 sales, three times the sales in 2008. This shows the high popularity of green cars in Japan and a sign of future trends. Hybrid sales made up 10% of new vehicle sales in Japan in 2009. By comparison hybrid sales in the U.S. were 2.8%. Second in car sales in Japan was the Honda Fit, third the Toyota Vitz, both small fuel efficient cars. About 1.6 million Prius cars were sold worldwide from 1997 to 2009, according to Toyota. Toyota has kept the price of the Prius affordable by pricing it at around $22,000.