Generation Y consumers purchased 25% of automobiles in the U.S. in 2011 and could purchase up to 40% of automobiles in the next decade. A general preference (59%) among Generation Y drivers for green vehicles includes an overwhelming desire for hybrid vehicles. Deloitte determined that 57% of these consumers prefer hybrids, 37% traditional vehicles and 2% all-electric vehicles. This conclusion shows that Generation Y wants to keep one foot in the traditional auto market while venturing a bit into the future. Giffi stated that 49% of Generation Y drivers would pay $300 for each mile-per-gallon gain in an automobile. This increment aligns closely with $350 mile-per-gallon gain that currently exists in the hybrid vehicle market.

Deloitte found Generation Y respondents willing to pay premium prices for connectivity options rather than all-electric drive systems. The typical participant stated a willingness to spend more than $3,000 for connectivity equipment offered by automakers. This desire for connectivity starts with touch screen interfaces desired by 73% of respondents. Generation Y drivers could use these interfaces to access maps, directions, vehicle performance statistics and entertainment. Automakers could benefit from software updates and aftermarket purchases with 77% of respondents willing to spend money to upgrade basic interfaces.

The report issued at the Shifting Gears conference in Detroit affirms existing progress made by automakers. American, Japanese and European automakers have focused on hybrid vehicles as gateway models until electric and hydrogen vehicles are available. These models are also designed to balance traditional views of transportation with the desire to push the technological envelope. Generation Y plays exactly into this balance, which means that hybrid vehicles should persist for the next two decades while alt-fuel vehicle development is stunted. The tendency toward hybrids improves on the previous generation’s fuel consumption and emissions but holds back demand for plug-ins and alt-fuel models.

Akerson appeared before the House Oversight Government Reform Committee on January 25th to testify about GM’s response to failed NHTSA tests by the Volt. A trio of Volt batteries started on fire following June 2011 crash tests. The NHTSA did not open their investigation into the matter until November 2011. This committee issued a report that questioned the relationship between the Obama administration and GM given the federal government’s 26% stake in the automaker. Akerson responded by noting that the NHTSA tests for the Volts in question did not reflect realistic driving conditions. He also stated that Volt researchers and drivers have traveled more than 25 million miles in real-world conditions without incident.

Another phase of Akerson’s efforts to boost the Volt is a media blitz that heads off criticism by traditionalists and small-government advocates. GM published a letter from Mr. Akerson in newspapers throughout the United States including the New York Times and Wall Street Journal. This letter indicated that the Chevy Volt is not only safe but represents an economic boost to Detroit that makes America competitive in the auto industry. The automaker also plans a series of commercials to change the narrative created by the House investigation.

GM’s efforts to protect its signature hybrid collide with an immovable partisan force during a highly contentious election season. The House Oversight Government Reform Committee called their January 25th hearing “Volt Vehicle Fire: What Did NHSA Know and When Did They Know It?” This title alone shows the bile heaped on GM and advancements in vehicle technology by House Republicans. Mr. Akerson and GM have become a symbol for government excess as well as hyped-up technology by conservatives. Americans must look beyond these simplistic conclusions and see that the Chevy Volt has performed well on the road in the past year. An ignorance of the Volt’s on-the-road record would snuff out homegrown green vehicles that can create jobs, reduce emissions and wean America off fossil fuels.

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.

The National Household Travel Survey from 2009 used data about commuting distance, city size and driving habits from March 2008 to May 2009. The authors of the report found that vehicles used within this period traveled about 40 miles per day. Participating drivers often traveled less than 30 miles (95% of trips) and 99% of trips were less than 70 miles. “Assessment of Electric Cars’ Range” notes that 95% of total daily commuting was below 120 miles and 99% fell below 250 miles. The average participant traveled only 12.6 miles in one direction for a daily commute.

Plug-in and battery-electric vehicles hitting the market in the next five years meet these commuting requirements with some leeway. The Nissan LEAF can achieve a 138-mile range when fully charged, which would handle 95% of all commutes. “Assessment of Electric Cars’ Range” also concludes that the 2011 Tesla Roadster could meet 98.5% of commutes even if the driving range was reduced 15% from EPA estimates. This report highlighted the oft-mentioned distinction between urban and rural commutes. Consumers in compact spaces from New York City to Honolulu travel only 24 miles per day while Midwestern drivers average about 49 miles per day. EV owners in urban and rural areas could balance adequate range with smart grid use based on these findings.

Organizers of the Solar Journey USA project are highlighting these findings prior to a cross-country excursion this summer. Rob van Haaren and Garrett Fitzgerald will use a vehicle powered by solar paneling to cover 3,200 miles in 17 days. “Assessment of Electric Cars’ Range” and the Solar Journey USA trip highlight the reliability of EV technology at a precarious economic moment. This message must be repeated ceaselessly by researchers, automakers, government agencies and utilities to keep consumers looking forward.

The Plug-in Car Grant currently offers discounts on 10 vehicle models including the Nissan LEAF, Tata Vista and Citroen CZero. The Department for Transport notes that 1,052 qualifying vehicles were purchased in the United Kingdom though only 892 grant applications had been approved. This disparity comes from the delay between a manufacturer’s application for reimbursement and government approval.  The first round of qualifying vans should be approved by the end of January after a month-long application process. The addition of vans to the Plug-in Car Grant should help families, small businesses and government agencies save significantly on their green vehicle investments.

Manufacturers of plug-in vans must meet rigorous criteria for their models to qualify for the Plug-in Car Grant. Current standards require qualifying vehicles to travel up to 70 miles per charge with a top speed of 60 miles per hour. The Department for Transport requires manufacturers to provide at least a 60,000-mile warranty as well as a five-year battery warranty to protect consumers. Qualifying vans must also meet British and international vehicle safety standards including whole-vehicle crash tests. These criteria not only save consumers from lemons but protect the government’s substantial investment in this market.

The British government has invested $614 million in advancing low-emissions vehicles throughout the country. This investment includes $460 million for incentives like the Plug-in Car Grant, $123 million on advanced vehicle research and development and $46 million for EV charger installation. The Department for Transport notes that the United Kingdom features more than 2,500 plug-in stations including 765 funded during the recent Plugged-in Places project. These stations should be joined by 4,000 charging stations purchased by businesses through the end of this year. The Plug-in Car Grant is a worthwhile program that could become unique as European, American and Asian governments begin to cut back on national budgets.

Tata’s global team of engineers was concerned with creating an all-electric vehicle that would work in heavily congested cities. This “right size” approach to vehicle design led to a frame that is relatively short but features sufficient head room and leg room for four adult passengers. Tata removed unnecessary pillars between the front and rear doors to allow for improved sightlines. The design team also ensured that the rear doors open to a 90-degree angle for easier entry and exist. The eMO EV also reduces environment impact compared to other compact vehicles by using a less extensive painting and finishing process.

The eMO EV drive system includes an 18.4 kWh battery pack located under the front seats along with an electric motor. Tata eliminated trunk space to keep body length and width down but allow passengers to store luggage underneath their seats. Performance metrics for the eMO EV include a top speed of 65 miles per hour with an estimated range of 100 miles per charge. This concept vehicle can hit 20 MPH from a dead stop in 3.4 seconds. Tata’s Vehicle Programs & Development (VPD) Group estimates that production costs could be manipulated to ensure a suggested retail price around $20,000.

This innovative approach to urban EV development could yield significant developments for Tata in the next decade. Tata consulted with 300 vehicle engineers and designers during the yearlong development process for the eMO EV. These engineers pushed the envelope enough during this process to receive 15 patents from the U.S. Patent and Trademark Office. The eMO EV is a glimpse into a future where urban drivers throughout the world opt for smaller vehicles that reduce parking, traffic and emissions problems.

Researchers at Transport for London are instructing Londoners to shut off their engines when idling for more than one minute. City officials note that “no engine idling” applies not only to passenger vehicles but city buses, taxis and every other vehicle on London roads. This campaign is based on research at the Millbrook Proving Ground that should eliminate concerns about wearing out vehicle starters and batteries. Transport for London found that cars, buses and trucks that repeatedly stop and start do not experience technical problems over thousands of key turns. The “no engine idling” campaign focuses particularly on London’s black cabs, which contribute 25% of the city’s emissions with about 15% produced while idling.

The push for the “no engine idling campaign” goes beyond London’s desire to put on a good show this summer. The Confederation of Passenger Transport has worked with the Freight Transport Association and Asthma UK to study the health impacts of greenhouse emissions. Asthma UK estimates that vehicle pollution contributes to nearly 4,300 deaths in London each year especially among sensitive populations like children and the elderly. The City of London and Transport for London are highlighting the compounding effect of air pollution on cyclists, pedestrians and others exposed to contaminated air during this campaign.

Mayor Boris Johnson and Transport for London have demonstrated an effective corollary to green vehicle development. Big cities like London are moving toward greener transportation but full immersion of EVs, alt-fuel vehicles and hybrids will take at least a generation. The gradual introduction of green vehicles in London combined with efforts like the “no engine idling” campaign should cut emissions significantly within the decade. The intersection of technology with public policy dealing with reduced emissions seems far in the distance but Mayor Johnson has taken steps in the right direction.

Clean Energy Fuels is working with Pilot-Flying J Travel Centers to power the next generation of commercial vehicles. Pilot-Flying J Travel Centers are part of America’s largest network of truck stops with 550 stations spread across 47 states. The ANGH and Pilot-Flying J have agreed to split costs on refitting existing stations for LNG pumps over the next two years. This partnership allows the ANGH to leverage traffic through a trusted industry partner. Clean Energy Fuels notes that the first round of LNG stations will be installed along highways connecting San Diego to Las Vegas, Houston to Dallas and Los Angeles to Dallas. These stations will also be installed on highways stretching from Alabama to Illinois in order to facilitate long-haul trucking through the heart of America.

The pace of development has been expedited to account for an onslaught of natural gas vehicles hitting the market soon. The addition of 150 LNG stations to the ANGH will allow trucking companies with Class-8 trucks to stay on the road. Manufacturers like Caterpillar, Kenworth and Navistar are producing alt-fuel trucks including LNG-powered models at present. This synthesis of infrastructure and alt-fuel vehicle development is a model for automakers, utilities and other businesses involved in the passenger vehicle market.

The ANGH is a $450 million investment by Clean Energy Fuels and international businesses interested in boosting natural gas in the United States. Chesapeake Energy Corporation invested $150 million in Clean Energy Fuels while $300 million in domestic and foreign investments provide capital for the ANGH. These investors are looking beyond the commercial trucking industry in the next five years to broaden their influence. Clean Energy Fuels has developed 63 CNG and LNG stations for public transit systems and sanitation companies as of December 2011. A well-developed ANGH would allow businesses working within the United States to invest more heavily in alternative fuels.

The Acura ILX Concept is the opening salvo for the entire ILX lineup slated for production by the end of the upcoming spring. This lineup ranges from a 2.0-liter entry model and a high-powered 2.4-liter version to a gas-electric hybrid that is unique to the brand. Acura announced that ILX models will be produced in Greensburg, Indiana with help from Honda Manufacturing of Indiana. The ILX Concept allows Acura to test the waters of a hybrid car while reaching out to young professionals and brand loyalists.

The cornerstone of the NSX Concept is the Sport Hybrid Super Handling All Wheel Drive (SH-AWD). The NSX Concept features a two-motor drive system as well as a VTEC V6 engine that provide sufficient power for traditional consumers. Acura couples the powerful engine with a continuously variable transmission and electric motor that extend vehicle range. This hybrid drive system ensures smooth turns no matter the weather with precise torque control on the front wheels.

Acura’s announcements about the 2013 RDX SUV and the production version of the NSX show an automaker at the crossroads. The 2013 RDX SUV has an estimated fuel economy rating of 20 MPG city and 28 MPG highway, which is slightly better than the current slate of SUVs. This minor advancement in fuel economy shows that Acura is still catering to traditionalists rather than eco-conscious consumers. The upcoming NSX sedan offers a glimpse of hope for Acura as a forward-thinking brand. The NSX will use the Sport Hybrid SH-AWD by 2015 with production slated for an Ohio facility owned by parent company Honda. The future of Acura depends largely on whether the automaker follows the traditional path of the RDX SUV or the fuel-efficient path of the ILX and NSX Concepts.

The Nissan e-NV200 starts with the low body profile and design features of the NV200 currently on the market. Nissan has won acclaim for the NV200 body from organizations like Universal Design GMbH, providing a solid base for the all-electric version. This commitment to the NV200 form allows Nissan to offer corporate clients different drive options without sacrificing cargo space. The e-NV200 uses a 24 kWh lithium-ion battery and 80kW AC motor similar to those components used in the LEAF EV.

Street testing of all-electric versions of the NV200 began this past summer throughout Japan. The Japan Post Service used the Nissan e-NV200 primarily in Yokohama for parcel delivery as well as letter collection. Nissan is currently assessing the Japan Post trial results as they prepare production versions of the e-NV200. The e-NV200 is currently undergoing further testing with FedEx drivers in London this month. These tests should demonstrate the vehicle’s ability to handle commercial requirements in a variety of weather and traffic conditions.

The popularity of the NV200 and LEAF EV should boost long-term sales prospects of the E-NV200. The NV200 is sold in 40 countries around the world with production facilities in Japan, Europe and China. New York City has brought the Nissan NV200 into the spotlight by designating the model as the primary cab for local taxi companies. This designation means that the NV200 will carry more than 600,000 passengers per day. The Nissan LEAF EV has achieved a higher profile due to the automaker’s aggressive marketing strategy in North America. Nissan hopes that the connective thread between these three models will increase market share around the world.