next two years, approximately 200 Gen I EV1s were refitted with NiMH batteries and re-issued to their original lessees on revised two-year leases, including a new limited-mileage clause. Delays were involved due to design complications resulting from the NiMH pack retrofit. As a result, GM offered Gen I drivers the opportunity to terminate their lease at no charge, or the chance to transfer the lease to one of the remaining 150 second-generation EV1s—ahead of those already on the waiting list for Gen II models. Cancellation By 2002, 1,117 EV1s had been produced, though production had ended in 1999, when GM shut down the EV1 assembly line. On February 7, 2002, GM Advanced Technology Vehicles brand manager Ken Stewart notified lessees that GM would be removing the cars from the road, contradicting an earlier statement that GM would in fact not be "taking cars off the road from customers". Drivers feared that their working cars would be destroyed after GM took them back under the terms of the lease. In late 2003, General Motors, then led by CEO Rick Wagoner, officially canceled the EV1 program. GM stated that it could not sell enough of the cars to make the EV1 profitable. In addition, the cost of maintaining a parts supply and service infrastructure for the 15-year minimum required by the state of California meant that existing leases would not be renewed, and all the cars would have to be returned to GM's possession. At least 58 EV1 drivers sent letters and deposit checks to GM, requesting lease extensions at no risk or cost to the automaker. The drivers reportedly agreed to be responsible for the maintenance and repair costs of the EV1, and would allow GM the right to terminate the lease if expensive repairs were needed. On June 28, GM famously refused the offer and returned the checks, which totaled $22,000; By contrast, Honda, which had taken similar actions with its EV+ program, agreed to extend its customers' leases. In November 2003, GM began reclaiming the cars; about 40 were donated to museums and educational institutions (e.g., Mott Community College in Flint, Michigan and the R. E. Olds Transportation Museum in Lansing, Michigan), albeit with deactivated powertrains meant to keep the cars from ever running again, but the majority were sent to car crushers to be destroyed. The documentary Who Killed the Electric Car? presents evidence that GM stuck with