NREL accumulated significant data during 500,000 trips by test drivers and researchers with the participating teams. This data came from 180 fuel cell vehicles traveling more than 3.6 million miles across the United States. Participating teams completed in excess of 33,000 refueling stops at public and private stations from coast to coast. The final report from NREL revealed that the first generation of fuel-cell vehicles used in 2006 operated at an efficiency range of 51% to 58%. A second generation of models introduced later in the demonstration increased the range to 53% to 59%.

A significant goal of the Learning Demonstration was proving that production fuel-cell vehicles could consistently travel up to 250 miles per trip. The Savannah River National Laboratory monitored a Toyota FCHV-adv during a 431-mile journey through California in June 2009. Researchers determined that the median range for a second-generation vehicle was 81 miles, a 45% increase over first-generation models. The latest estimates from NREL showed a 75% increase in median range thanks to greater capacity and engine performance. NREL points out that median average obscures maximum ranges exceeding 250 miles but used medians to assess range improvement.

Additional criteria forced automakers to prove that their fuel-cell systems could reach 2,000 hours of operation and $3 per gallon equivalent. The maximum time to 10% capacity was 2,521 hours though the average operating time for second-generation vehicles was 1,062 hours. NREL found that participating vehicles cost $10 to $13 per gallon equivalent to refuel. Separate studies by the U.S. DOE found that refueling could be as low as $2.75 per gallon equivalent with scaled-up infrastructure. The Learning Demonstration traced significant advancements in fuel-cell technology but vehicles and infrastructure must advance further to become commercially viable.

The BMVBS signed a letter of intent with Daimler, Linde and Total Germany last week to coordinate on this infrastructure expansion. This letter of intent features a commitment by the German government of $51 million for research, installation and maintenance of new stations. Additional refueling stations are heading for major cities throughout Germany as well as motorways that connect highly traveled hotspots. Researchers at BMVBS estimate that the expanded network will serve about 5,000 fuel-cell vehicles in 2015.

Industry players like CEP and Daimler have laid groundwork for fuel-cell vehicles in recent years. CEP began studying fuel-cell vehicles and infrastructure in 2002 by drawing on the research acumen of universities throughout Europe. This international group targeted Germany due to the confluence of manufacturing plants and research institutes as well as a relatively strong economy that can bear R&D costs. Daimler has recognized the need for parallel developments in vehicle technology and infrastructure to quickly mobilize green transportation. The auto giant has worked with Linde to produce refueling technology while brands like Mercedes-Benz investigate fuel-cell drive systems.

The map above shows Germany’s role as a leader in hydrogen refueling infrastructure. Germany contributes significantly to a north/south line of fuel-cell stations from Denmark to Italy. Fuel-cell vehicle owners can only hope that an east/west route emerges that connects the European continent. BMVBS and German industrial players are catching up on infrastructure development that has been sluggish in the past four years. The existing network of 15 refilling stations is essentially non-existent for a growing number of motorists interested in fuel-cell vehicles. Germany must expand beyond the 2015 goal in order to encourage domestic automakers and manufacturers toward mass production of fuel-cell vehicles.

Representatives from smart are marketing the escooter as an ideal vehicle for urban dwellers interested in sleek design and performance. The escooter features a control console with an iPod dock that allows the rider’s phone to act as GPS and speedometer. This two-seat scooter can only travel up to 28 miles per hour, which allows riders without driver’s licenses to find their way around big cities. The heart of the smart escooter is a 4kW rear-mounted electric motor powered by a lithium-ion battery pack. Busy riders can recharge their batteries from empty to full within three hours using a 220-volt onboard charger.

Daimler has been touting the plaudits given to smart’s mobility concept including the escooter. The Red Dot Award presented smart with a design award for the electric bike at their annual presentation in Singapore. The iF product design award for 2012 was presented for the urban mobility designs first presented at the Paris Motor Show. These awards are substantial not only for bringing attention to the need for urban mobility but pointing out the proximity of smart to a major breakthrough in vehicle technology. A combination of the smartfortwo electric, electric bike and scooter would allow commuters from New York City to Tokyo opportunities for emissions-free travel.

The most significant obstacle to smart’s vision for urban mobility is the culture of acceptance for the status quo. Commuters in North America often throw their hands up when discussing the evolution from traditional vehicles to green vehicles. This resignation to the inevitability of buses, trucks and gas-guzzling cars discourages changes necessary to achieve sustainable transportation. We need to focus our gaze beyond vehicles like the smart escooter to develop charging technology, wireless communications, better roadways and more eco-friendly forms of energy generation. The next generation of vehicles will not succeed unless we break through this resignation to achieve collective action toward sustainable transportation.

UKH2Mobility starts with three goals that should help the United Kingdom jump into the fuel-cell vehicle industry. Partners in UKH2Mobility will study the alternative energy sources proposed by British communities including hydrogen fuel cells. This research will focus on building the case for fuel cells based on emissions reduction, available technology and costs to the consumer. Another goal for UKH2Mobility is analyzing the costs of developing refueling stations and training service stations to handle fuel-cell drive systems. The initiative will also develop marketing efforts to highlight the potential enhancements for the British economy through job growth, manufacturing and natural resources extraction.

Industrial partners in UKH2Mobility represent global leaders in the automotive and energy industries. UKH2Mobility features contributions from Vauxhall Motors, Toyota, Tata Motors, Nissan, Hyundai and Daimler. This initiative also leverages expertise from The BOC Group, Scottish and Southern Energy, Intelligent Energy Limited and Air Liquide Hydrogen Energy. Officials from the Department for Energy and Climate Change, the Department for Business, Innovation and Skills and the Department for Transport are coordinating these efforts. This public-private partnership should reduce barriers to mobilize fuel-cell technology over the next decade.

The British government has already gained expertise in the fuel-cell industry through the European Fuel Cells & Hydrogen Joint Undertaking. This partnership started on October 14, 2008 with the primary goal of facilitating commercial releases for fuel-cell vehicles by 2020. The Joint Undertaking also represents a connection to the European Union as the partnership was the first under the European Strategic Energy Technology Plan. UKH2 Mobility expands on the foundations of the Joint Undertaking while incorporating more businesses that have experience with hydrogen fuel cells. The United Kingdom represents an ideal proving ground for hydrogen vehicles given varied weather, traffic patterns and community sizes.

American drivers are no doubt familiar with the diminutive smart brand as Daimler has opened smart dealerships nationwide. The smart for-us is referred to as an “urban pickup” in Daimler’s press release, which would offer more space than other smart models. Daimler has noted some modifications to the smart frame that will become apparent when viewing the for-us. The wheelbase has been elongated by 25% compared to the fortwo. Engineers also widened the wheels slightly to offer a sturdier ride in difficult conditions.

A 17.6kWh lithium-ion battery and a 55kW electric motor provide the power needed for daily commutes. The smart for-us also features a cargo bay capable of holding up to two electronic bikes. This cargo bay connects electronic bikes to the battery for charging on the move. Daimler also designed the cargo bay to adjust height using electrical power. A driver can extend the tailgate and lower the bay level slightly to accommodate loading and unloading of bikes. Consumers concerned about the versatility of electric vehicles informed Daimler’s for-us design.

The smart fortwo EV is slated for release by May 2012 but the smart for-us does not have a release date. Daimler is likely waiting on sales figures for the fortwo before committing to expanded production of EVs. American consumers in big cities might be interested in the smart for-us based on the adjustable cargo bay as well as sufficient range for urban commutes. The smart for-us might not play well in rural areas where traditionalists are slow to adopt green vehicles and infrastructure is very limited. Daimler’s unique approach to the pickup truck stands at odds with the Detroit backdrop where the Big Three continue to develop oversized vehicles.

Commuters within Amsterdam’s central business district can soon access all-electric vehicles through car2go. This car-sharing project funded by Daimler currently operates four locations in Europe and North America with three more to join Amsterdam in the next year. The Amsterdam branch of car2go will offer 300 smart fortwo EVs throughout the city starting on November 24th, 2011. This initial foray into EV car sharing in Amsterdam builds on consumer feedback, maintenance issues and price models used elsewhere by car2go.

Daimler announced that Amsterdam’s car2go network differs from other networks by disconnecting drivers from mandatory parking locations. Amsterdam currently offers 250 public charging stations powered entirely by alternative energy. The typical model for a car-sharing scheme includes a requirement for renters to return their vehicles to designated parking lots. Daimler notes that Amsterdam subscribers need not park their shared EVs at public charge points if battery capacity exceeds 20%. The automaker will encourage users to help future subscribers by offering 10 free minutes of operation in exchange for charging batteries under 40% capacity. Subscribers will be required to return car2go vehicles to six Q-Park garages in the network area when batteries drop below 20% capacity.

Another change for car2go is an adjusted pricing model that rewards the majority of commuters based on company research. Existing car2go networks offer free driving up to 12 miles with 29 cents charged per additional mile. This per-mile rate has been replaced with a timing model starting from 41 cents per minute. Daimler announced an hourly rate of $18.23, a daily rate of $55.10 with an overnight rate of $7.63 per hour. The automaker has installed telematics systems in each smart fortwo EV to track rental time as well as vehicle performance. These prices include auto insurance, parking costs and utility expenses accrued during operation. Analysts determined that 95% of Amsterdam drivers would likely use their vehicles for less than an hour, creating an affordable car-sharing model.

The success of car2go in North America and Europe shows a potential sea change in automobile ownership. Networks from Austin, Texas to Hamburg, Germany have accrued more than 45,000 subscribers who have accessed car2go vehicles more than 900,000 times. The transition from gas-powered urban vehicles to EVs could attract eco-conscious consumers who were put off by the use of traditional models by car2go. Daimler’s pricing model and liberalized rental requirements should also net casual observers who tire of sluggish public transit systems.

Observers at the 2011 Frankfurt Motor Show were impressed by the smart forvision EV developed by Daimler and BASF. This collaboration leveraged Daimler’s research into green vehicle design and the chemistry acumen of BASF. The smart forvision EV represents a spectrum of advanced vehicle features ranging from the experimental to the realistic. The primary goal for researchers at Daimler and BASF was to develop a lightweight, eco-friendly vehicle that could function on all-electric power. This goal was achieved with passive energy collection, innovative climate control and lightweight construction materials.

The smart forvision EV features a series of transparent solar panels that allow light into the cockpit while gathering energy. These panels are dedicated to auxiliary systems including cooling fans and the entertainment system. Daimler and BASF installed organic light-emitting diodes (OLEDs) within the transparent roof to provide energy-efficient lighting. OLEDs are activated when doors are open or the light switch is turned on, providing interior light as well as views of the sky. Natural lighting and OLEDs reduce energy consumption from lighting by 50% compared to standard Daimler models.

Climate control is an important area for improvement among automakers hoping to reduce energy consumption. BASF developed an advanced coating system for the vehicle’s exterior that deflects infrared rays, thus reducing the impact of the sun on interior temperature. Heat shielding was installed within the windshield and side windows to block infrared rays while allowing transparency. Another feature of the smart forvision EV is advanced foam used within the exterior panels. Foam panel insulation keeps the cockpit cool in the summer and warm in winter without using inefficient HVAC systems. BASF and Daimler also redesigned passenger seats using absorbent fleece and foam that enhance driver comfort.

Daimler and BASF incorporated carbon fibers and plastic components into the EV concept to reduce vehicle weight by 50% compared to traditional steel frames. The smart forvision EV uses the first production version of an all-plastic wheel featuring BASF’s Ultramid Structure technology. These wheels reduce weight by about six pounds per wheel while meeting European safety standards in preliminary testing. Designers of the smart forvision EV also incorporated carbon-fiber components including doors, the dashboard and bumpers. The lightweight frame not only adds up to a lower curb weight but fuel-economy improvements of 20% compared to current EV technology.

The third generation of the Daimler smart fortwo EV will be released next spring according to a recent press release. Daimler distributed only 2,000 units of the second-generation smart fortwo EV in 18 global markets. The latest EV could reach at least 10,000 units in 30 global markets by May 2012. Consumers provided feedback through Daimler dealers and public events to inform development of the latest smart fortwo. This EV drive system not only enhances maximum speed and electrical output but adds connectivity features that enhance the vehicle ownership experience.

Daimler began gathering data about future smart fortwo models as soon as the first unit hit the streets of London in 2007. The second generation was released in 2009 as a toe in the water for Daimler as the automaker sought to anticipate EV problems before a widespread release. Consumers flocked to the second version of the smart fortwo, pushing Daimler to extend beyond the original 1,000-unit release. These drivers noted that higher speed and improved acceleration were high priorities for future Daimler EVs. The oft-cited issue of vehicle range was not a problem for these drivers as surveys noted that the average daily commute was only 25 miles.

A second-generation smart fortwo EV is capable of a maximum speed of 62 miles per hour with a maximum output of 30kW. Daimler’s engineering team used a 55kW electric motor to boost output as well as acceleration. The newest smart fortwo EV has a maximum speed of 75 miles per hour with a range of 87 miles per charge. Early estimates from Daimler show that this EV can reach 40 miles per hour from a dead stop in five seconds, representing a 1.5-second improvement over the previous model. A lithium-ion battery pack was built specifically for smart fortwo EV by Deutsche Accumotive, a partnership between Daimler and Evonik Industries created in 2008.

Owners of the newest smart fortwo EV gain access to the Daimler Vehicle Homepage. Each driver can personalize a Vehicle Homepage based on location and driving habits. The Vehicle Homepage allows a user to plan trips based on the vehicle’s current battery life. Drivers can also determine how long they would need to charge at public stations and outlets to complete longer trips. Daimler also designed the smart fortwo EV so that drivers can program their climate control needs into the Homepage. The vehicle can be connected by Homeplug AV adapter to the Internet so trip plans, climate control and charging preferences are downloaded. Daimler’s step forward into the world of connective automotive technology was done with appropriate amounts of consumer input, market research and patient innovation.

Pike Research recently released a report reviewing the top producers of fuel-cell vehicles throughout the world. The “Pike Pulse Report: Light-Duty Fuel Cell Vehicles” analyzes current research and vehicle development by ten manufacturers of fuel-cell models. Analysts with Pike Research determined that Daimler was the most advanced producer of fuel-cell vehicles with Honda, Toyota, Hyundai-Kia and General Motors falling within the top five. This report followed a similar format to a Pike Pulse Report published this summer ranking manufacturers of EV chargers.

This report assessed fuel-cell vehicle manufacturers on 12 criteria ranging from research and development to pricing. Automakers were evaluated on their business acumen including market share, market strategy and public/private partnerships. Pike Research also reviewed each automaker’s product portfolio and innovation strategy to determine the future of fuel-cell vehicles. Additional criteria dealt with the demand side of the market including vehicle pricing and brand durability. Each automaker was given a total score on a scale of 100 points.

Daimler’s ascendancy to the top of the fuel-cell market comes from a clearly defined path toward greener vehicles. The automaker achieved a total score of 69.9 based on strength in market strategy, innovation and partnerships. Pike Research pointed out government partnerships as well as a recently announced collaboration with Linde to develop fuel-cell infrastructure as benefits to Daimler. This high ranking comes with a caveat, however, as analysts note that adjustments to vehicle production timetables could decrease Daimler’s standing.

Honda was the runner-up (66.7) in Pike’s fuel-cell analysis because of its enduring investment in the technology. The Japanese automaker has spent the past decade developing a fuel-cell drive system as well as the Clarity FCV. Pike Research also rewarded Honda with higher scores because of its efforts to develop infrastructure and prepare consumers for fuel-cell cars. The lingering issue for Honda is that a decade of research has yet to yield a mass commercialization of the Clarity FCV.

The above graphic shows that Pike Research seems confident about the future of fuel-cell vehicles. No automaker was able to break into the Leaders category in the upper right corner. Pike Research also kept automakers out of the Followers category in the lower left corner. The top five automakers were dotted within the Contenders section of the graphic with Daimler closest to becoming a Leader. “Pike Pulse Report” noted that automakers like Riversimple, BMW and SAIC Motor Corp. were still Challengers due to their limited appeal and sluggish development. Words of caution throughout the report should not quell optimism that Daimler, Honda and other fuel-cell automakers leap ahead in the next generation.

The 2010 Silvretta E-Auto Rally last July featured 24 plug-in hybrid and all-electric vehicles competing on a 104-mile course. This inaugural event finished with a last-second victory by the Audi R8 e-tron. Organizers of the 2011 Silvretta E-Auto Rally on July 7-9th expanded the course as well as the field. The 2011 field featured 36 vehicles such as the Tesla Roadster 2.5, the Peugeot Ion and the Opel Ampera. Notable entrants in this year’s race included Daimler’s seven cars, the Windreich E-Type Series IV and the Brusa plug-in hybrid.

Daimler took advantage of EV advancements in its Mercedes-Benz and smart subsidiaries to dominate the Silvretta field. The German automaker showcased the B-Class F-Cell fresh off a round-the-world demo tour covering 14 countries. The SLS AMG E-Cell slated for sale in 2013 used a 392kW electric drive system to surmount the mountains of Montafon Valley in Austria. Daimler put the smart fortwo electric drive through the paces, representing the company’s most recognizable entrant. The A-Class E-CELL by Mercedes-Benz was demonstrated publicly for the first time during the 2011 Silvretta E-Auto Rally. This vanguard of Daimler vehicles shows the automaker’s recent commitment to green vehicle technology.

Utilities like Brusa and Windreich AG had strong showings during the race through Austria’s hilly passes. Brusa Electronik AG developed a plug-in hybrid version of the VW Golf. This converted Golf used a 150kW electric motor to achieve a per-charge range of 62 miles. Developers at Windreich AG used the Jaguar E-Type Series IV as the body for an electric racer. The utility added a 150kW motor and lithium-ion batteries for 120 miles of range per charge.

The street course used for the 2011 Silvretta E-Auto Rally started in Austria’s Montafon Valley. This 186-mile course cut through the Vorarlberg and Tyrol Provinces. Drivers experienced an altitude change of 3.4 miles from start to finish with some stretches featuring gradients up to 14%. The Austrian utility Illwerke VKW provided infrastructure for the event, which allowed racers to recharge sufficiently to complete the race. Illwerke VKW, Daimler and other participants showed that green vehicles have gone beyond city streets to more challenging terrain. The 2011 Silvretta E-Auto Rally continues a European tradition of road races that will only get greener by the year.