Archive for July, 2008
Our good friend Peter Hoffmann (Hydrogen and Fuel Cell Letter) has a 2-part series on the Huffington Post addressing the global problem of climate change and global warming and making the case for hydrogen playing a big role in the solution.
Globetrotters, trendsetters and even champions for a cause. Sometimes, we can’t help but be enthralled by celebrities, and recently many of them have been making changes we should all pay close attention to.
Famous names accross the board have picked up on the benefits of hydrogen and fuel cells, and are using the technology in their cars and in their homes. Check out Ecorazzi.com for all green celebrity info, but here are a few of note:
- Actor George Clooney has signed on as an executive board member, and the public face, of a new Swiss energy company that will develop fuel cells for vehicles. The company is being formed by the CEO of watchmaker company, Swatch Group.
- Will Ferrell, Angelina Jolie, Brad Pitt, Jay Leno and others all have had their stint with the BMW Hydrogen 7-series.
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Singer-songwriter and environmentalist Tracy Lyons’ autumn concert tour featured an off-grid powered stage that used biodiesel and a hydrogen fuel cell. Lyons’ vision for the tour was to draw attention to global warming, alternative and clean energy solutions and the negative health effects of pollution.
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The Clinton Climate Initiative (CCI), a project of former President Bill Clinton, has signed a Memorandum of Understanding with fuel cell developer UTC Power, and fuel cell storage system developer Dynatek Industries, as official suppliers in the group’s effort to help commercialize fuel cell buses.� CCI is forming a purchasing consortium for volume sales that will help cities buy energy efficient technologies at lower prices.
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Jamie Lee Curtis and filmmaker husband Christopher Guest, actress Laura Harris, film producer Ron Yerxa, as well as businessmen Jon Spallino and Jim Salomon were all among the first customers of Honda’s FCX Clarity.
And most recently, Johnny Depp has decided to power his 35-acre Carribbean Island home with a grid-independent solar fuel cell system developed by Mike Strizki. As Ecorazzi reports, “the cost is expected to run between $250,000-$500,000.”
For a lot of celebrities (especially those with their own island), $500,000 is just a drop in a bucket, so perhaps seeing Depp and his new island digs will start a new trend we can all benefit from. Fuel cells could become the new green status symbol. Thanks Johnny!
For more information on residential fuel cell systems, check out a few of these great links:
In Japan, Home Sweet Fuel Cell Home - Earthtoys
Fuel Cells for Power Generation - US Fuel Cell Council
Residential Fuel Cells Demonstration Handbook - NREL
Editor’s Note: The following article was contributed by Dr. Peter Podesser, CEO, SFC Smart Fuel Cell (SFC), based in Germany. SFC manufactures fully-commercialized direct methanol fuel cells (DMFC) for mobile and off-grid power applications serving the leisure, industrial and defense markets and has sold more than 9,000 fuel cells for a wide range of applications. That is truly an astounding number for our industry. A recent presentation on commercialization from SFC can be found on our “Resources” page.
Numerous motor home manufacturers in Europe are now integrating SFC’s EFOY fuel cell system into their RVs to provide auxiliary power for the electronics onboard. These include Rapido SAS, Hymer, Concorde, Dethleffs, Niesmann & Bischoff, Elnagh and La Strada. International leisure accessory distributors such as Trigano Services, Webasto, Movera, Freiko, Frankana and Fritz Berger are also carrying the EFOY product line.
To incorporate fuel cells as standard equipment on motor homes underscores the growing acceptance that DMFCs are experiencing among European “caravanners.”
Explaining the recent decision to include fuel cells in its RVs, Pierre-Luis Guérineau, director of marketing and sales for Rapido, said, “The EFOY fuel cell is the easiest and most environmentally friendly way to reliably ensure full batteries anytime and anywhere.”
One of SFC’s goals is to export this trend across the Atlantic for U.S. RVers who traditionally depend on generators and solar-power units to ensure enough electricity to operate the wide range of appliances in their vehicles. Both of these systems have limitations: solar panels mounted on the RV’s roof require a sufficient supply of sunlight to provide reliable back-up power. Generators emit exhaust fumes and noise, and are banned in many environmentally protected areas, such as national parks.
EFOY fuel cells are specially designed to meet the needs of RVers and others who want off-grid power in hybrid combination with battery and solar-powered systems. In addition to being more dependable than stand-alone battery or solar systems, hybrid systems help eliminate constant upkeep and maintenance costs, in part because a fuel cell can last several days. Fuel cells provide a clean, reliable and virtually silent back-up energy alternative to these traditional off-grid power sources. Connected directly to the RV’s on-board batteries, the EFOY fuel cell system constantly monitors the batteries and automatically produces power to recharge them when their charge drops below a predefined value.
Once the battery is fully charged, the fuel cell returns to standby mode. All this happens without requiring any user intervention, independent of the season, the weather or the time of day, and in a very environmentally friendly way.
The EFOY fuel cell is available in four models with charging capacities between 600 and 1600 Wh per day. This is enough to power a medium-sized RV, and to operate an air conditioner for a few hours per day. A simple example illustrates how much power is actually needed by an electrical device: watching television for three hours consumes 210 watt hours (70 W x 3 h = 210 Wh).
PopularMechanics.com now features an interview with the program manager for Volkswagen of America’s advanced powertrain research program, entitled 14 Big Questions on Hydrogen, Hybrids and More for VW’s Alt-Fuel Chief. He’s a fan of hydrogen and fuel cells and discusses the current limitations of battery technology, as well as the possibility of a battery-powered car that uses a fuel cell range extender.
There is vigorous debate as to whether auto manufacturers should pursue development of battery vs. fuel cell-powered vehicles. But VW, and before that GM with the Chevy Volt, both talk about using the two technologies together – what do you think?
Fuel Cells 2000 secured GM’s fuel cell Equinox for a ride and drive for teachers participating in the Smithsonian Institute’s Energy & Motion Academy here in Washington, DC. The teachers spent the morning assembling the Thames and Kosmos fuel cell car kit, heard a presentation about fuel cells by Bob Rose, and then got to ride in and drive the Equinox around town. The links below are short movies we made of the car in motion.
Bud DeFlaviis is the Director of Government Affairs of the U.S. Fuel Cell Council, the trade association for the fuel cell industry.
In 2005, Congress passed historic comprehensive energy legislation that created an Investment Tax Credit designed to incentivize the purchase of fuel cell systems (as well as solar and wind systems.) Congress is currently considering a long-term extension of the $1000 per kilowatt (kW) up to 30% investment tax credit for qualified fuel cell property for at least an additional six years. This bipartisan-supported credit has actually passed both houses of Congress separately numerous times, with some versions even increasing the $1000 to $3000 per kW and allowing these credits to be used to offset alternative minimum tax (AMT). While the extension of the clean energy tax provisions, including the fuel cell tax credit, is a priority to most in Congress, the House and Senate have yet to agree on a package. Without action, the Investment Tax Credit will expire on December 31st, 2008.
A coalition of over 100 clean energy and environmental organizations and members of industry are lobbying Congress and the President of the United States to get long-term tax credit extensions signed into law as soon as possible.
If Congress does act and provides a long-term extension, the industry can achieve the following:
· A long-term extension will increase production volumes and lead to lower costs.
· It will give customers experience with fuel cells, helping fuel cell developers improve their products based on that experience.
· The credit will give developers – and their investors — confidence to build capacity.
· It also helps attract suppliers and their innovations – a matter of fundamental importance to our industry.
· And, of course, it creates jobs and strengthens the nation’s technological competitiveness.
· Finally, a long term commitment recognizes the evolution of the range of fuel cell technologies and products.
Creating Green Jobs
Successful extension of the long-term investment tax credit will ensure that the United States continues to pursue a dynamic plan to deploy these valuable technologies. Further, they would provide a meaningful stimulus to our economy.
Without a long-term extension, the momentum our industry has gained toward full commercialization will be lost. Failure to act will also cost our industry and the nation jobs at a time when we can least afford to lose them.
Hundreds of jobs potentially are at stake today, but hundreds of thousands of jobs are at stake in the next two decades. According to an independent study, the fuel cell industry could support 500,000 jobs by 2030. Another study is coming out soon that makes similar projections. Whether these jobs are located in the U.S. or in Europe or Asia will depend in substantial part on where the early markets for fuel cells are located. A strong, long-term Investment Tax Credit will help assure that those markets and jobs are here in the United States.
Fuel Cells 2000 has been tracking the presidential candidates’ proposed energy policies and has compiled a report of their comments regarding fuel cells (Where the U.S. Presidential Candidates Stand On Fuel Cells and Hydrogen).
While their comments on energy focus on the general categories of “renewable energy” and “advanced technologies” the candidates do touch, albeit briefly, on hydrogen and fuel cells. For example, Senator McCain has spoken several times about expanding efforts to develop advanced automotive technologies, including hydrogen-fueled vehicles, and has promised to encourage infrastructure development and market growth for fuel cells and other alternative technologies. Senator Obama hasn’t yet mentioned fuel cells or hydrogen specifically in his policies, but in the past has supported legislation encouraging development of fuel cells and fuel cell vehicles. He has also secured funding for several fuel cell projects in Illinois.
Given the recent focus on other renewable fuels and alternative technologies, how can we ensure that fuel cells are adequately addressed in a new administration’s national energy policies? What stance should Senators McCain and Obama take to further development of fuel cell technologies and a hydrogen infrastructure?
~ Sandra Curtin
There are already thousands of stationary fuel cells installed around the world, but a lot people don’t seem to know they are out there. Why not bring the fuel cells to the people? There are scores of opportunities to demonstrate fuel cells at conferences, large venues and diverse crowd events. A majority of the press about fuel cells centers on transportation, so any chance to show a working fuel cell in other applications should be jumped on. Fuel Cells 2000 is approached regularly by organizers seeking a demonstration fuel cell. We have a hard time fulfilling these requests. Are there roadblocks in the way of these public demonstrations that need to be overcome?
In Fall of 2007, for example, I was approached to see if it was possible to secure a fuel cell to power 16 Mac computers at the American Association for the Advancement of Science’s (AAAS) annual meeting in Boston (March 2008). The computers would only be available to attendees for about 8 hours during each day of the show. I thought it was a tremendous opportunity with plenty of time to plan for it – this conference attracts around 12,000 AAAS members, including scientists and science journalists (AAAS publishes Science magazine) as well as many others. What better way to generate some positive media attention than to have a science writer emailing their friends about how the computer they are using is powered by a fuel cell? I contacted at least 5 different companies, several in the direct vicinity of the conference (so they wouldn’t have to travel far) and got 5 different rejections. I plan to take up the cause again next year in Chicago, hopefully with better results.
Small, portable fuel cell generators can provide power to vendors or tents at state fairs, concerts, festivals and other large outdoor events WITHOUT creating any noise to distract from the fun. The Folklife Festival that just ended here in DC is a prime example – the loud generators almost overpowered the Bhutanese music playing on the stage. A fuel cell would have solved the noise problem and would have been seen by thousands of DC locals and tourists from all over the world – a priceless outreach opportunity for our industry.
Another potential application/large stage to show off fuel cell’s potential benefits to consumers are 12 and 24-hour mountain bike races. These races attract thousands of riders, vendors and supporters. Why not set up a station to charge the bike lights for cyclists or show off a fuel cell powering the electricity at the sign-in or medical tent? One company is even developing fuel cell-powered mountain bike lights that last longer than today’s battery-powered lights. I am sure that would generate some attention at one of these races and maybe even a few sales.
Some companies are taking advantage of a high-visibility venue to show off fuel cell technology. Modine Manufacturing used a fuel cell to partially power a float in their local 4th of July parade. Another is Microcell – their unit was used to power part of the National Zoo’s “Zoo Lights” holiday exhibit in Washington, DC. Voller Energy supplied a few fuel cell units for the UK Live Earth concert at Wembley Stadium and there was even a fuel cell-powered Christmas tree in California last year.
So it can happen, and does. We’d like to see more and are willing to help manufacturers who are interested in responding to these opportunities. Let us know if your company is up for the challenge if it arises. Are there other applications or outreach opportunities that are being overlooked? Let us know that as well.
Dr. Sandy Thomas’s career includes stints in the laboratory and on Capitol Hill as Legislative Assistant to Senator Tom Harkin. He is now President of H2Gen, which makes small scale hydrogen reformers. His recent study, Comparison of Transportation Options in a Carbon-Constrained World: Hydrogen, Plug-in Hybrids and Biofuels released in April 2008 modeled several different types of alternative vehicles and fuels and their impact on our future. A presentation with charts and summaries can be found on our Resources page. A summary of the study and its conclusions written by Dr. Thomas follows the jump.
Hybrids? Biofuels? Plug-in hybrids? Fuel cell vehicles? Battery-only electric vehicles?
Which options will best cut oil imports, greenhouse gases and urban air pollution?To answer these questions, we have developed an extensive computer simulation program to analyze the impact of adding alternative vehicle/fuel combinations to the nation’s passenger vehicle fleet over the entire 21st century.
The conclusions? We need all of the above. Each of the alternative options moves us closer to three key societal goals:
- Reduce greenhouse gas pollution from the passenger vehicle sector by 80% below 1990 levels
- Reduce urban air pollution to near zero by the end of the century
- Reduce oil consumption from the transportation sector such that US domestic oil production could supply all US transportation and non-transportation petroleum needs in a crisis.
However, the hydrogen-powered fuel cell vehicle is the only option that can meet all three goals. This is true even using optimistic assumptions about the capabilities of all the vehicles and the “greening” of the power grid.
Our program, based on the Argonne National Laboratory GREET 1.8a model, calculates the reduction in greenhouse gas emissions, urban air pollution and petroleum consumption as a result of introducing various vehicle options.
The model assumes eventual technical and economic success for all vehicle/fuel options. Plug-in hybrid electric vehicles (PHEVs), fuel cell vehicles (FCVs) and battery-only electric vehicles (BEVs) achieve their technical objectives and are affordable. Both the electrical grid and hydrogen production become essentially carbon-free by the end of the century. Cellulosic ethanol (or other liquid biofuels such as butanol) is affordable and reaches production levels of 120 billion gallons per year from agricultural waste or non-food biomass by mid-century.
Hydrogen fuel cell vehicles are clearly the best option, delivering unmatched GHG and smog reductions and the greatest cost-benefit to society.
The BEV, assuming battery advances overcome current range and charge time limitations, is second best, achieving the same petroleum reductions as the FCV, but the BEV would at best cut GHGs to 60% below 1990 levels by the end of the century according to the GREET model, and electric power plant urban air emissions would be greater than those from a FCV.
The cellulosic ethanol PHEV is third best, reducing GHGs approximately 20% below 1990 levels by 2100. The ethanol PHEV, however, would not reduce urban air pollution below today’s levels according to this simulation.
The gasoline PHEV is fourth best, returning GHGs to 10% below 1990 levels by the end of the century. However, both urban air pollution and oil consumption would be near today’s levels due to increased vehicle miles traveled.
Finally, the (non-plug-in) gasoline HEVs are fifth best, since they would reduce the rate of increase (but not the absolute values) of urban air pollution, GHGs, and oil consumptions compared to non-hybrid gasoline cars.
~Sandy Thomas, H2Gen
David Garman was the leading advocate for fuel cells and hydrogen inside the Department of Energy, as Assistant Secretary and later as Under Secretary. He spoke recently to the US Fuel Cell Council about the challenges inherent in making energy policy in the US. He agreed to let us post his notes on the Insider. If you have ever wondered why politicians never seem to “get it right,” Dave explains it all.
Full text of his speech is available here: davidgarmancouncilremarks_61108
