| Who’s afraid of global warming? HyWeb, 97-12-01: In contrast to the general public perception, industry is not generally opposed to limits on greenhouse gas emissions. The Global Environmental Change Report informs in its Nov. 14, 1997, edition about surveys conducted in Australia and the UK. Of the random sample of company directors surveyed in Australia, 69% responded „Yes" to the question „Are you in favor of the establishment of global greenhouse gas reduction targets for Australia?". The response was uniform across all industry sectors except for the agriculture/ mining sector, where company directors were somewhat less in favor of such targets. Of those in favor of targets, 70% felt they should be legally binding. Meanwhile, Reuters reported on 11 November that a poll conducted by the Confederation of British Industry (CBI) showed that 83% of the organization’s members support the EU’s proposal to reduce greenhouse gas emissions 15% from 1990 levels by 2010. More than 60% of the CBI members also believe that the EU should unilaterally pursue such a target even if it is not endorsed by other industrial nations. In view of next week’s climate summit in Kyoto, some of the global players publicly acknowledged the problem of global warming and proposed action such as CO2 reduction limits or rises in energy prices. Among these were General Motors (HyWeb, 97-10-22), Shell (HyWeb, 97-10-22) and BP (HyWeb, 97-07-01). On Saturday, November 22, the chairman of French oil group Elf Aquitaine Philippe Jaffre pledged in an interview with Le Monde to cut carbon emissions by 15 percent by the year 2010, in line with the European Union demands. The activities of Enron (HyWeb, 97-10-22) in the field of renewable energies could also be seen in this light. Nevertheless, there is still strong opposition to greenhouse gas reduction targets within industry. Petro-Canada Chief Executive Jim Stanford warned on Monday, November 24 in a Reuters news story, that harsh regulations aimed at cutting Canada’s greenhouse gas emissions would jeopardize the country’s standard of living. However, Petro-Canada announced in a press release of the same day that it has signed an agreement with Iogen Corporation of Ottawa to invest in an innovative transportation fuel technology that will contribute to Canada’s goal of stabilizing greenhouse gas emissions. The Global Climate Coalition (GCC) responded to a study on Scenarios of U.S. carbon reductions (HyWeb, 97-10-22) conducted by five Department of Energy Laboratories by saying that: „Given the high cost and long period of time needed to realize significant energy efficiency improvements, the GCC opposes on-going Administration efforts to perpetuate the self-contradictory myth that ‘free lunch’ technologies are readily available if only we’d impose mandates on fossil fuel emissions so that customers and industry would begin using them." A Sept. 10 UPI news story reports the formation of a powerful industry coalition beginning a multi-million-dollar campaign against President Clinton’s plans to fight the climate change problem under the heading „Global Climate Information Project". The coalition includes the American Automobile Manufacturers Association, the American Petroleum Institute, the American Plastics Council, the National Association of Manufacturers, the National Automobile Dealers Association, the United Mine Workers of America, the United Transportation Union and the National Cattlemens Beef Association. But there are also associations of companies with a proactive strategy for greenhouse gas emission reductions. One example is the European Business Council for a Sustainable Energy Future – e5 founded in Berlin in 1995 on the occasion of the Berlin climate conference. Companies like Enron Europe, Rockwool, Danfoss, AEG, Deutsche Bahn, but also small and medium-sized companies that operate in all sectors of the economy as well as business associations are members of e5. In a statement at the plenary session of UN-FCCC-AGBM (UN-framework convention on climate change – ad-hoc group on the Berlin mandate) in Bonn on Oct. 22, Paul E. Metz, executive director of e5 speaking on behalf of the U.S. and European Business Councils for Sustainable Energy and the International Cogeneration Alliance said: „The benefits of the sustainable energy innovation are not only relevant for climate protection but also for employment, for other environmental and social policies and for geopolitical stability and the national interest of fuel importing countries." Metz went on „that a business-as-usual approach to the climate change is not in the public and not in the business interest." Please see also the press release (in German only) of e5 and other German industry associations concerning the Kyoto summit as well as the position paper by Ludwig-Bölkow-Systemtechnik GmbH and the press release of the German Hydrogen Association (in German only). MA |
| North American University
Competition for the 3 liter car (80 mpg); fuel cells
included HyWeb, 97-12-01: The FutureCar Challenge is one of the toughest challenges in North America where student teams compete to modify a family sedan to achieve up to 80 miles per gallon (equivalent to 3 liters per 100 km) without sacrificing the performance, utility and safety of today’s vehicles. Competitors start with conventional family sedans and convert them using cutting-edge automotive technologies, including fuel cells and other advanced propulsion systems. The U.S. Department of Energy plans to purchase two fuel cells built by Energy Partners of West Palm Beach, Fla., for use in the 1998 FutureCar Challenge. The Department of Energy selected Virginia Tech and Texas Tech to receive the fuel cells, based on proposals on how they would use the new technology in their vehicles. Students from more than a dozen schools will work to create super-efficient cars for the race that starts on June 5, 1998. The competition is sponsored by the U.S. Department of Energy and the United States Council for Automotive Research (USCAR), with assistance from the National Science Foundation, Environmental Protection Agency and Natural Resources Canada. Each team also receives $10,000 from the three car companies to modify the cars donated by Ford, General Motors and Chrysler. "The FutureCar program taps top engineering minds from schools around the country to work on a national challenge – creating a super-efficient car that meets our standards for performance and safety. Achieving this goal will make our auto industry more competitive and preserve our environment as we reduce a key source of greenhouse gases," said Energy Secretary Federico Peña in a press release by the DoE on Oct. 27. Nothing comparable to the FutureCar Challenge exists in Europe the only exceptions perhaps being solar vehicles races, often focused on highly specialized vehicle concepts, and the passenger car converted to hydrogen operation by Stralsund College (HyWeb, 97-06-12). MA |
| Do you need venture capital? HyWeb, 97-11-20: VDI-Nachrichten, a German engineers’ weekly paper, published in its November 7, 1997 edition the following list of interesting Internet links on venture capital (VC): www.evca.com – European Venture Capital Association www.tbgbonn.de – a subsidiary of the Deutschen Ausgleichsbank www.atlasventure.com – Atlas Venture, Munich (venture capitalist) www.tvmvc.de –Techno Venture Management, Munich (venture capitalist) www.technologieholding.de –Technologieholding VC GmbH, Munich (venture capitalist) www.imdr.com/venture/preqmkt.htm – information on the american VC-Market www.pw.com/vc – Price Waterhouse, (VC market research) www.ventureone.com – VentureOne, (VC market research) MA |
| New Belgian-Québec joint
venture for the commercialization of electrolyzers HyWeb, 97-20-11: In an October 1, 1997 press release Sofinov, Société financière d'innovation, a subsidiary of the Caisse de dépôt et placement du Québec, announced an investment totaling CAN$825,000 in a project by Hydrogen Systems N.V., a Belgian company that develops, produces and distributes hydrogen production units based on water electrolysis technology. Sofinov offers strategic financing to innovative companies with good growth and performance potential, on the leading-edge of technology. Its portfolio includes over 50 investments valued at close to CAN$375 million in various sectors. "With this investment, Sofinov affirms its confidence in the new technologies related to the use of hydrogen," said Denis Dionne, president of Sofinov. "The partnership with Groupe Laperrière & Verreault inc. for the manufacturing and sale of electrolysers represents a major asset for Hydrogen Systems. It will contribute to position Québec as a leader in America in the field of hydrogen production at the user's location." An initial investment of CAN$345,000 is earmarked for Hydrogen Systems. The second investment, valued at CAN$480,000 has been assigned to GL&V – Hydrogen Technologies Inc, a company created in partnership by Hydrogen Systems, Groupe Laperrière & Verreault inc. of Trois-Rivières and Optec Energy, a Montréal-based consulting firm. Hydrogen Systems has developed a complete line of IMET (Inorganic Membrane Electrolyser Technology) electrolysers based on the use of an inorganic membrane. IMET units are designed for use in industrial production (hydrogenation of oils and food fats, flat glass production, the metallurgical, electronics and nuclear industries) and research activities (universities, private and public research centers). Groupe Laperrière & Verreault (GL&V), a public company active in the fields of pulp and paper, water treatment and hydroelectric and thermal power stations, will be responsible for the manufacture of IMET electrolyzers in Québec and will oversee sales and client service in the Americas. In its product marketing, GL&V will also be assisted by Optec Energy, a company specializing in the energy sector that holds an interest in GL&V – Hydrogen Technologies. Hydrogen Systems holds the sales rights worldwide except America. MA |
| European Union Legislation
in the Internet HyWeb, 97-11-20: The European Union has established an archive of legal and other documents and publications in the Internet under http://www.eudor.com. Availability of publications:
The use of the archive is free of charge. The full text of the titles, though, is not accessible, it has to be ordered. For this service, 0.5 ECU per page plus cost of transmission of between 0 (via e-mail) and 1 ECU per page are charged. MA |
| Is German hydrogen
different? A status report on public perception HyWeb, 97-03-27: Reading German newspapers one can hardly believe that they are talking about the same thing as for example newspapers in the USA. „German" hydrogen is too expensive, not efficient enough and too complicated. While German visionaries are said to be confronted with the ruins of their dreams americans just begin to acquire a taste for it. A brief review of the German and international press: „Hydrogen on the dead end siding – Once hydrogen was regarded as the energy form of the future and as universal remedy against global warming, dying of the forests and smog. The supposed wonder gas has proven too expensive and inefficient. Nevertheless, its advocates hope for a comeback of hydrogen – in transportation," titels „Der Spiegel" a leading German weekly political magazine in its edition No. 45, 1996. „The hydrogen era: a vision fades out – Expensive infrastructure stops the energy carrier. For a long time hydrogen was regarded as the energy of the future. But the former carrier of hopes is threatened by a first class funeral: It is true the technology lies ready for series production in the drawer, but the necessary restructuring of the energy economy is a long time in coming," according to „bild der wissenschaft", a leading German popular science monthly magazine, in its may 1997 edition. „Too bulky, too heavy, too expensive – The storage is the bottle neck of hydrogen technology," judges VDI-Nachrichten, June 28, 1996, a weekly German ingineers’ paper. „Energy squanderer hydrogen – The social-democrat specialist for solar energy Scheer wants to spend billions on the alternative fuel. Many experts regard this as a waste of money," reports taz, August 9/10, 1997, an important critical German daily newspaper. „Anglo-Saxon" hydrogen seems to have fundamentally different characteristics: „Dawn of the hydrogen age – Cars that go 5,000 miles between fill-ups, electric power plants you buy like appliances, a world with radically reduced pollution, and a better standard of living ... sounds like a sci-fi pipe dream – if it weren’t for all these automobile and power companies spending billions to make it real." [wired oct. 1997] „The third age of fuel – Just as coal gave way to oil, oil may now give way to hydrogen" and „At last, the fuel cell – A device that has been neglected for a century and a half is about to take its rightful place in industrial civilisation" [The Economist October 25th - 31st 1997] „A tank of the cold stuff – Hydrogen has long been touted as the fuel of the future. If German car makers are to be believed, that future is just a few years away" [New Scientist Nov. 1996] (translated by LBST) Three aspects are especially eye-catching: From abroad, especially German developments are seen to be among the positive indicators for hydrogen, while the perception in Germany is completely different. Furthermore, the negative evaluation occurs in parallel to German industry starting commercialization of hydrogen technologies. And finally, surprisingly enough, this negative assessment is supported by the experts, mostly technicians, believing to have found economic reasons against hydrogen. This public perception is shared by politicians. In this view it is not surprising that the German federal government regards hydrogen technology as technically mature believing that a hydrogen energy economy cannot materialize within the next 30 to 50 years. Prospects for hydrogen within the European Union do not seem to be better: Hydrogen will probably not be included in the 5th framework program of the European Union to be decided upon at the end of 1997; this program will be the guideline for funding of R&D projects for the years 1998 through 2001. But there is hope for „German" hydrogen: The Bavarian state government has initiated a large hydrogen initiative, that is supported by industry. Hydrogen projects will be funded by 50 million DM (about US$ 30 million) during the next years. And the Land of Northrhine-Westfalia funds, among other projects, hydrogen and fuel cell projects in the framework of its „Land initiative future energies". Press response to the fourth joint presentation Hydrogen Technologies with Fuel Cell Applications on the Hanover Fair, the largest industrial fair of the world, also is a reason for hope: „Hydrogen shall replace kerosene – A sensation of the year 2000: The first hydrogen aircraft lands in Hanover for the Expo 2000. It is not yet sure whether this will come true, but it is desirable: hydrogen is clean ..." titels Frankfurter Allgemeine Zeitung in its April 15, 1997 edition, one of the largest German daily newspapers. „Will we all refuel with hydrogen soon? – Advantages: cheap, clean, non-finite," judges Bild, the leading German yellow press daily newspaper, in its April 25, 1996 edition. „Realistic vision of a new energy economy – Hydrogen technology already technically mature in pilot projects today," reports VDI-Nachrichten on April 26, 1996. „Fuel in the rucksack and super-clean: The Airbus of tomorrow – The secret of „Croyplane": It flies on hydrogen – at the latest in 2013," according to Berliner Zeitung, a Berlin representative of the yellow press, April 29, 1996. (translated by LBST) The hydrogen-dossier of Süddeutsche Zeitung of July 2, 1997 is not as euphorical, but very informative (though in German only). MA |
| FEVER – Renault fuel
cell vehicle HyWeb, 97-10-30: A new Fuel cell Electric Vehicle for Efficiency and Range (FEVER) on the basis of a Laguna Estate was presented on the Hypothesis II Conference in August in Grimstad, Norway. The development is a joint project of Renault (F), Ecoles des Mines de Paris (F), Ansaldo (I), Air Liquide (F), Volvo (S) and De Nora (I) and is partly funded by the European Union under the JOULE program. Road tests were announced for this fall. The vehicle has a total weight of 2200 kg and a top speed of 120 km/h. The propulsion and storage system occupies the back seats and the trunk of this first prototype vehicle. A commercial version could be available between 2005 and 2010. The liquid hydrogen storage tank contains 8 kg or 120 l of hydrogen, allowing for a range of 500 km. Air Liquide also designed the mobile LH2 refueling station installed on a Renault van. The three fuel cell stacks of 10 kW each were designed and delivered by De Nora. They were integrated into the propulsion system by Ansaldo coupling it to the LH2 storage and the necessary periphery. Ecole des Mine was in charge of constructing a test bench in order to carry out tests and determine the optimal operating parameters of the fuel cell. Volvo carried out energy flow simulations and implemented the energy control strategies in the vehicle supervisor, which controls the fuel cell and the Nickel-Metal Hydride buffer battery. Volvo also carried out a safety study. Further technical details can be found in the proceedings of the Hypothesis II conference, August 1997, Grimstad, Norway. MA |
| First hydrogen fueled fuel
cell cogeneration unit in Hamburg HyWeb, 97-10-31: The world-wide first fuel cell cogeneration unit directly operated on hydrogen was officially commissioned in Hamburg on the 14th of August (HyWeb, 97-03-24). It is a phosphoric acid fuel cell (PAFC) with an electric power of 200 kW and a thermal output of 220 kW. Together with a natural gas powered PAFC unit; it provides space heating to a residential building in Hamburg-Bahrenfeld. The liquid hydrogen storage tank supplying the fuel cell is located in the direct vicinity of the building and of a playground. The necessary licensing procedure included public participation on request by the operating „Fuel Cell Pilot Cogeneration Unit Working Group" in order to enhance acceptability and public awareness. The working group consists of the electric utility Hamburgische Electricitäts-Werke AG (HEW) and the gas utility Hamburger Gaswerke GmbH (HGW). More information (in German language) can be found in the description by HEW and in the description by HGW . MA |
| Siemens fuel cell fork lift HyWeb, 97-10-30: Siemens has delivered the world-wide first fuel cell fork lift to Solar-Wasserstoff-Bayern (SWB). The 10-kWnetto hydrogen-air system has been manufactured and integrated into the fork lift by the Siemens Power Generation (KWU) Division, Department „PEM fuel cells for mobile applications", in Erlangen, Germany. SWB, a research and development company owned by Bayernwerk, BMW, Linde and Siemens, will use the fork lift to test the fuel cell system in operation on its demonstration site in Neunburg vorm Wald, Oberpfalz. Siemens is actively developing PEM fuel cell propulsion systems driven by hydrogen and pure oxygen for submarines. A 50 kW system has just successfully finished a 1500 hour continuous test run. „One of our main objectives is to develop PEM fuel cells that can be integrated into buses and stationary units," says Dr. Albert Hammerschmidt, head of Siemens’ PEM fuel cell department. Siemens is currently pursuing a corresponding bus project in cooperation with MAN, Linde and Ludwig-Bölkow-Systemtechnik (LBST). Siemens is working on a low-cost cell design and simplified production methods suitable for mass production. Costs shall be brought down from today’s 30,000 DM/kW in pilot production to less than 1,000 DM/kW in series production. Hammerschmidt adds: „In the current fiscal year we invest around 6 million DM in test and production equipment allowing the operation of fuel cells up to 300 kW power and the production of 30 PEM fuel cells per year."
The first fuel cell fork lift MA |
| Toyota wants to be first in
selling fuel cell vehicles HyWeb, 97-10-30: Hiroshi Okuda, president of Toyota, said in the Financial Times (97-10-28) he hoped to beat Daimler-Benz, which expects to have a fuel cell vehicle in production by 2005, and to be the first in the market. Okuda added that Toyota tried to reach its goal of becoming the world’s second largest car-maker in the coming years by putting more stress on environmentally friendly vehicles and on passenger safety. „I bet that people will be more conscious about the environment in future", even in countries that have not shown much concern so far, he said. MA |
| General Motors concerned
about global warming, proposes energy prices to be
raised HyWeb, 97-10-22: Following the example of BP (HyWeb, 97-07-01, see also "Global Climate Change" on the BP home page), General Motors, the world’s largest automaker, acknowledges that growing carbon dioxide emissions pose a problem for earth’s climate and proposes U.S. energy prices to be raised so that Americans will curtail their voracious use of fossil energy. In a Reuters news story top GM executives are stated by saying that new technology could help, but that a better solution was to raise gasoline taxes at least 50 cents a gallon to push Americans into more fuel-efficient cars and trucks. GM would welcome changes that force consumers to opt for smaller cars. "The fact is that in America we consume the most energy per capita in the world. That’s got to change. We’ve got to change our habits." Referring to December’s global warming conference in Kyoto, Japan, Louis Hughes, GM’s executive vice president of international operations, said: "We at General Motors are not afraid of the Kyoto summit. We welcome it, because there will be global dialogue on a global problem. That’s good, but it means all of us have to sacrifice." GM announced to introduce some alternative propulsion technologies that reduce carbon dioxide emissions at Detroit’s North American International Auto Show in January 1998. MA |
| Shell to spend US-$ 500
million on renewable energies, acknowledges global
warming threat HyWeb, 97-10-22: The Royal Dutch/Shell Group said last week it would pump more than US-$ 500 million into renewable energy technology in the next five years to tap an expected explosion in demand for environmentally-friendly power, according to a Reuters news story. Shell said it would set up Shell International Renewables (SIR) as a fifth core business. The $ 500 million will be spent equally on the already profitable forestry business and the other renewable energies with extra funds being pushed into wind power research, helped by Shell’s offshore experience. Shell has solar cell plants in Japan and the Netherlands and plans to set up more factories world-wide in order to capture 10 percent of the solar energy market by 2005. SIR president Jim Dawson expects a 15 percent market growth per year in this sector. „We are not doing this for the hell of it ... We think there are commercially viable opportunities. [...] Fifty percent of the world’s population has no electricity or grid. We have a vision of biomass and photovoltaic technologies feeding rural markets." Shell officials said they saw no contradiction in the world’s largest hydrocarbons producer pushing into renewable energy technology. "This is logical for Shell. We moved from coal to oil at the start of this century and from heating oil to natural gas. And in the same way, renewables will have an impact,'' Jeroen van der Veer, Royal Dutch/Shell Group managing director responsible for renewable energy activities, told the news conference. In a Shell briefing paper dated 16 October 1997, the company acknowledges: "Probably the greatest dilemma facing all of us is the possibility that man’s activities are causing changes to our climate through the enhanced greenhouse effect. [...] Companies of the Royal Dutch/Shell Group share the concern over the impacts of potential climate change. Curbing the use of fossil fuels has obvious business implications for Shell. Nevertheless, we believe that prudent precautionary measures are called for. There is also a need to increase the understanding of the scientific and socio-economic issues." MA |
| Enron Wind Corp. acquires
assets of Tacke Windtechnik GmbH, a leading German
wind turbine manufacturer HyWeb, 97-10-22: Enron Wind Corp. has acquired the assets of Tacke Windtechnik GmbH, the world’s fifth largest wind turbine manufacturer, according to a company press release dated 15 October 1997. Tacke went bankrupt earlier this year following declining wind turbine sales in Germany caused by continuous political discussions on the level of cost rates for renewable electricity in Germany. Enron Wind Corp. announced the formation of a new German subsidiary, Enron Wind Holding GmbH, with responsibility for wind turbine manufacturing and sales for Europe, India, the Middle East and North Africa. The Tacke assets will be acquired through two newly created Enron Wind Holding GmbH subsidiaries: Tacke Windenergie GmbH, a manufacturing and sales entity; and, Tacke Service GmbH, a maintenance provider. Enron Corp. is one of the world's largest integrated natural gas and electricity companies. MA |
| "Gasoline powered fuel
cell for the automobile unveiled by Arthur D. Little
and U.S. Department of Energy" HyWeb, 97-10-22: The U.S. Department of Energy and Arthur D. Little, in conjunction with Plug Power and the Energy Department's Los Alamos National Laboratory, have successfully demonstrated a first-ever "gasoline-powered" fuel cell electric engine for the automobile, according to ADL and Plug Power press releases dated 21 October 1997. "This breakthrough is a major step toward the advancement of zero emission vehicles," said Gary Mittleman, Plug Power president and chief executive officer. Carbon dioxide emissions are cut by 50% due to an efficiency of the gasoline fuel cell systems double that of conventional gasoline drive trains. According to the project partners, this development will greatly accelerate the market introduction of fuel cell vehicles as it relies on the existing gasoline infrastructure and does not need new refueling stations. For further information on Arthur D. Little innovations in the automotive industry click http://www.adltranspotech.com.
(Top) (Bottom) MA |
| Scenarios of U.S. carbon
reductions HyWeb, 97-10-22: In a study elaborated for the U.S. Department of Energy, five of its laboratories (Oak Ridge National Laboratory, Lawrence Berkeley National Laboratory, Argonne National Laboratory, National Renewable Energy Laboratory, Pacific Northwest National Laboratory) worked out scenarios of reducing carbon dioxide emissions in the U.S. The essential result is that with a $50 per ton of carbon emitted permit price and aggressive policies, 2010 carbon dioxide emissions in the U.S. could be cut by 390 MtC/year, which would stabilize emissions at 1990 levels. The second conclusion is that the energy savings roughly equal or exceed costs (external costs not included). In a first reaction, the Sustainable Energy Coalition, a five-year-old Washington group of more than 40 U.S. American business, environmental, consumer and energy-policy organizations classified the study as being "on the right track", but still "too conservative" and as underestimating the potential of renewables and energy efficiency, according to the October edition of the Hydrogen & Fuel Cell Letter . The full text of the study is available under http://www.ornl.gov/ORNL/Energy_Eff/CON444/. MA |
| State of the art of Molten
Carbonate Fuel Cells HyWeb, 97-10-16: The electrolyte is the heart of a fuel cell. Its characteristics determine the performance of a fuel cell. Therefore, the different types of fuel cells are being characterized by the electrolyte material. How it works Perspectives of Molten Carbonate Fuel Cells (MCFC) are said to be good. The electrolyte is a molten salt mix in general consisting of a binary alkaline carbonate mix of Li2CO3/K2CO3. This is immobilized in a highly porous fine ceramic matrix of LiAlO2. The optimal working temperature, which of course is above the melting point of roughly 500 °C, is the result of a compromise between high life time and high efficiency. Higher temperatures result in higher efficiencies, which are around 54 % for a working temperature of 650 °C, increasing on the other hand corrosion problems and thereby reducing the life time. The anode consists of porous nickel while the cathode is made of porous nickel oxide doped with lithium for higher conductivity. In contrast to other types of fuel cells carbon dioxide has to be fed to the cathode in addition to oxygen from the air. This CO2 feeds the cathode reaction (½ O2 + CO2 + 2 e-- ® CO3--) for the production of carbonate ions. These reach the anode by diffusion through the electrolyte and balance the electron flux, i.e. electricity, from the anode to the cathode via an external consumer. Carbon dioxide is released at the anode through the reaction H2 + CO3--® H2O + CO2 + 2 e-. The MCFC is especially well suited for natural gas (or in general carbon containing gases) as a fuel, as the high temperatures allow an internal reforming of methane into hydrogen adding steam (CH4 + 2 H2O ® CO2 + 4 H2). From the product gas of the reforming and the anode reaction carbon dioxide can be separated and fed to the cathode. These characteristics (high working temperature, high efficiency because of internal reforming) make the MCFC well-suited for electricity production from natural gas and synthesis gases from waste or biomass. In addition, the high temperature waste heat can be used for cogeneration purposes. State of the art A consortium composed of the companies MTU – Friedrichshafen, Germany, Haldor Topsoe AS, Denmark, Elkraft AmbA, Denmark, Ruhrgas AG and RWE AG, both Germany, has developed under license of and in close collaboration with Energy Research Corporation (ERC) a small MCFC module with an electric power of 300 kW and an efficiency of 54 %. The system has a modular design and will have a size of 6 m length and 2.5 x 2.5 m cross section. The first demonstration unit has started operation on the test area of Ruhrgas AG in Dorsten, Germany at the end of September. Until the turn of the century several systems are planned to be operable at selected clients. Subsequently, first commercial orders are expected. Prices are planned to go down continuously to 2300 DM per kWe, which is expected to allow a real market entry around the year 2005. The patent holder ERC works on the realization of power plant blocks in the MW range using a slightly different technology. The world’s first MCFC demonstration plant with a gross power of 2 MW started operation in Santa Clara last year (Santa Clara Demonstration Project). Corrosion problems encountered there were defused considerably by electrode developments by MTU Friedrichshafen. In March 1997 the demonstration project was stopped ahead of schedule, but it was nevertheless successful according to the operators. ERC presently considers further demonstration activities with larger and improved fuel cell stacks. In a $1.58 Mio contract with the US Navy ERC will develop MCFCs for Navy applications. ERC plans to commercialize standardized power plant blocks with 2.85 MWel power at the beginning of the next century. After a market introduction phase these are planned to be delivered for less than $1250 per kW. Consumption of different types of carbon containing fuels (natural gas, JP-8, diesel, coal) is planned while an electric efficiency of 57 % is aimed at. The combination of an MCFC with a gas turbine increases the overall electric efficiency. System studies for a 200 MW power plant show possible efficiencies of over 70 %. For a 20 MW plant efficiencies of 65 % seem possible. For the smallest of the planned systems of 2.85 MW a combination with a gas turbine will result in system efficiencies of 61 to 69 %, the upper value being valid for a combination with gas and steam turbines. Independent of ERC, that seems to be the market leader world wide, the American company M-C Power Corporation is developing an MCFC. A first demonstration plant with a power of 250 kWel started operation at Naval Air Station Miramar, San Diego, California in 1997. The commissioning of the first 1 MW plant is planned for the end of 1998. The first important market targeted at during the coming decade is the decentralized market up to a plant size of 10 MW. Market entry is planned for the turn of the century. Independent of the above-mentioned American/European developments there are several activities in Europe worth mentioning. ECN in the Netherlands is developing an own MCFC. The Technical Univerity of Lyngby in Denmark has cooperations with ECN and TU Delft. The use of waste gas of low calorific value flared off so far from a phosphorus production plant in an MCFC is tested at Hoechst in the Netherlands. In Germany, the work of the Solar and Hydrogen Research Facility ZSW should be mentioned. In Japan, MCFC development is done within the framework of the New Sunshine Project. WZ/MA |
| First Fuel Cell Bus in
Chicago HyWeb,97-10-10: The Chicago Transit Authority, the bus operator in Chicago, welcomed the first fuel cell bus delivered by Ballard Power Systems on September, 18; two further buses will be delivered in October ausgeliefert (HyWeb, 24.03.97). CTA is the world’s first bus operator to put a zero emission vehicle in revenue service. Regular service will start at the e |