Fits to the precision electroweak data that include the NuTeV measurement are considered in family universal, anomaly free U(1) extensions of the Standard Model. In data sets from which the hadronic asymmetries are excluded, some of the Z{prime} models can double the predicted value of the Higgs boson mass, from {approx} 60 to {approx} 120 GeV, removing the tension with the LEP II lower bound, while also modestly improving the {chi}{sup 2} confidence level. The effect of the Z{prime} models on both m{sub H} and the {chi}{sup 2} confidence level is increased when the NuTeV measurement is included in the fit. Both the original NuTeV data and a revised estimate by the PDG are considered.

Fundamental aspects of Z physics are reviewed with an emphasis on e/sup +/e/sup /minus// annihilation. The effects of radiative corrections, both from ordinary QED and from the electroweak interactions are considered from an elementary point of view, but in some detail. The possibility of mixing with an extra Z boson is discussed. The implications for experiments are stressed. Additional information that will be obtained from measurements of the W in collider experiments is considered. 18 refs., 20 figs., 3 tabs.

In response to the 1990 Clean Air Act, the California Air Resources Board (CARB) developed a compliance plan known as the Low Emission Vehicle Program. An integral part of that program was a sales mandate to the top seven automobile manufacturers requiring the percentage of Zero Emission Vehicles (ZEVs) sold in California to be 2% in 1998, 5% in 2001 and 10% by 2003. Currently available ZEV technology will probably not meet customer demand for range and moderate cost. A potential option to meet the CARB mandate is to use two Lawrence Livermore National Laboratory (LLNL) technologies, namely, zinc-air refuelable batteries (ZARBs) and electromechanical batteries (EMBs, i. e., flywheels) to develop a ZEV with a 384 kilometer (240 mile) urban range. This vehicle uses a 40 kW, 70 kWh ZARB for energy storage combined with a 102 kW, 0.5 kWh EMB for power peaking. These technologies are sufficiently near-term and cost-effective to plausibly be in production by the 1999-2001 time frame for stationary and initial vehicular applications. Unlike many other ZEVs currently being developed by industry, our proposed ZEV has range, acceleration, and size consistent with larger conventional passenger vehicles available today. Our life-cycle cost projections for this technology are …