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“I would expect the market for electrics does not depend at all on the development of a [charging] network, given the way in which these vehicles are used,” said Tom Turrentine, director of the Plug-in Hybrid Electric Vehicle Center at the University of California, Davis. Through his survey of 150 people leasing the BMW MiniE battery electric prototype last year, Turrentine discovered that its maximum range of 100 miles per charge was enough to satisfy their normal driving habits. Turrentine found that most MiniE drivers were able to drive between 80 and 100 miles per charge, which they found to be sufficient. “The vehicle meets their needs in this range,” he noted.Market research firm Frost & Sullivan also queried more than 2,000 drivers of all kinds of car nationwide and found that most feel the recharging time for an electric car's battery is acceptable. This satisfaction with the battery's range meant that drivers were able to charge conveniently at home, rather than dealing with the hassle of plugging in at work or in other public parking locations. The relative lack of these recharging locations could prove less of a deterrent to electric car acceptance than was expected, Turrentine said.

When Berlin, Germany, installed a public charging network, the chargers went largely unused by the city’s electric car drivers, he added. Still, electric drivers don't like the notion of getting stranded and sympathized with one another’s plight. MiniE drivers posted their locations on a Web site they shared, so if one of them found themselves far from home with a low battery, they could head to another MiniE driver’s home for some electrons to get home. The home-charging units provided with the cars can juice up a battery more quickly than just plugging into an available 120-volt outlet, getting the driver back on the road in less time. This self-organized grass-roots support network that sprung up through the use of social media is an example of how electric car test drivers have communicated with one another and with carmakers even without organized surveys like Turrentine’s. “Our customers will give us feedback anyway, whether we like it or not,” said Ulrich Kranz, head of BMW’s Project i. Even if drivers infrequently need public charging, knowing it is available provides considerable peace of mind to prospective EV buyers, according to Frost & Sullivan’s director of automotive and transportation research, Veerender Kaul.

The Bloom Box idea came from K.R. Sridhar, a former NASA rocket scientist who once built a similar box device to generate oxygen on Mars for future colonists. Sridhar simply turned the concept on its head by pumping oxygen into the box, along with fuel. The oxygen and fuel combine within a new type of fuel cell to create the chemical reaction that makes electricity. There's also no need for power lines coming in from an outside source, and Sridhar envisions the box eventually providing energy wirelessly to homes and businesses. That could do away with traditional power plants and the power grid. Such transformative power may only come about if the Bloom Box fuel cells can work reliably and efficiently -- other fuel cell technologies have proven notoriously finicky. Sridhar makes his fuel cells based on cheap sand-based ceramics, coated with special green and black "inks" that allow for the chemical reaction which makes electricity. One of the simple disks can power a light bulb, and a stack of 64 disks with cheap metal plates in between them can supposedly power a Starbucks. And unlike fuel cells that require pure hydrogen, the Bloom Box can use fuels ranging from natural gas to bio-gas.