Toyota Unveils All-New Highlander Hybrid SUV andThe all-new Toyota Highlander Hybrid gas-electric mid-size sport utility vehicle (SUV) made its world premiere at a press conference today at the 2004 North American International Auto Show (NAIAS)Detroit.

"The Highlander Hybrid is the world's first seven-passenger hybrid SUV and marks the launch of a second all-new hybrid vehicle from Toyota before most manufacturers have launched their first," said Jim Press, executive vice president and COO, Toyota Motor Sales, U.S.A., Inc. "The addition of a hybrid system in our best-selling SUV provides further evidence that Toyota's commitment to hybrid technology will continue to run deep and wide."

Like the popular four-cylinder Prius gas-electric hybrid, the 3.3-liter V6-equipped Highlander Hybrid will be powered by a new version of Toyota's Hybrid Synergy Drive powertrain. The system was specifically developed to meet the load-carrying requirements of a mid-size SUV.

The system features a larger-capacity battery that will deliver nearly double the power of the battery in the Prius. An all-new high-speed electric motor will operate at twice the speed and deliver more than twice the power as the motor in the Prius. With total peak-system power projected at approximately 270 horsepower, the new system will improve upon the V6 Highlander's already impressive less-than-eight-second zero-to-60 acceleration.

In addition to its impressive performance, the Highlander Hybrid will also deliver the best fuel economy in the mid-size SUV segment. Its combined city-highway fuel efficiency will be significantly better than the current EPA average for a compact sedan, which is 27.6 miles per gallon. And, its estimated driving range will be more than 600 miles on a tank of gas.

Finally, the Highlander Hybrid will be rated as a Super Ultra Low Emission Vehicle (SULEV), one of the most stringent emissions rating in the industry.

In addition to providing the fuel economy of a compact sedan, the Highlander hybrid will offer the versatility, refinement, and comfort demanded in a mid-size SUV. Highlander Hybrid will come standard-equipped with front-wheel-drive and offer electric four-wheel-drive with intelligence (4WD-i). Models with 4WD-i are equipped with front and rear electric motors that will deliver balanced power to all four wheels, providing instantaneous acceleration.

To enhance safety and all-weather capability, the Highlander Hybrid will feature a Vehicle Dynamic Management (VDM) system. Monitoring a variety of sensors, the system is capable of anticipating pending vehicle stability problems and then correcting the situation with a combination of braking and throttle control. The new VDM system is less obtrusive than conventional VSC but acts quicker and more effectively.

Additional safety features include a tire pressure warning system, and optional front seat-mounted side airbags and front and second row curtain side airbags.

Inside, the Highlander Hybrid will feature three rows of seats that will include rear privacy glass, a rear heater system, and rear seat cupholders. "Walk-in" steps and a second-row sliding seat make it easy to enter and exit the third row. The third-row seat also folds completely flat into the floor to create added cargo space. The second-row 60/40 split-fold seat also reclines and folds forward flat for added comfort and utility.

The exterior styling will be freshened with the addition of a new front grille and bumper, and rear LED tail lamps. The Highlander Hybrid will also ride on 17-inch alloy wheels.

The Highlander Hybrid will feature an array of amenities owners have come to expect in their mid-size SUV, including standard air conditioning, power windows, mirrors, and door locks, cruise control, tilt steering wheel, and a deluxe 3-in-1 AM/FM/ETR cassette/CD sound system with six speakers. A multi-function display, conveniently located just beneath the speedometer, calculates and displays various mechanical and performance information including instant and average fuel economy, outside temperature, low tire pressure, and a Hybrid Synergy Drive energy monitor. A navigation system will be available on the Limited grade. Like the Prius, it will also monitor the electric-gas power distribution of the Hybrid Synergy Drive on a seven-inch touch-panel display monitor. All options currently found in the

2004 Highlander will also be available in the 2005 Highlander Hybrid.

"The Highlander Hybrid will join the Prius in early 2005, with the Lexus RX hybrid arriving toward the end of this year," said Press. "The trio will not only give consumers a broadband of hybrid-powered choices, it will firmly establish this important new technology in the hearts and minds of mainstream consumers."

Toyota Highlander Hybrid Preliminary Specifications

POWERTRAIN
Gas Engine
3.3-liter DOHC 24-valve VVT-i V6

Electric Motor
Permanent Magnet

Combined Peak System Output: 270 hp (estimated)

Expected EPA Emissions Rating: Super Ultra Low Emission (SULEV)

Transmission
Electronically-Controlled Continuously Variable (ECVT)
 

EXTERIOR DIMENSIONS (inches)
Wheelbase: 106.9
Overall Length: 184.6
Overall Width: 71.9
Overall Height: 2WD: 67.9/65.8 (with/without roof rails)
4WD: 68.3/66.1 (with/without roof rails)

INTERIOR DIMENSIONS (inches)
Headroom (front/middle/third seat): 40.0/39.3/32.3
Shoulder Room (front/middle/third seat): 57.9/57.0/53.2
Leg Room (front/middle/third seat): 40.7/36.4/30.2
Hip Room (front/middle/third seat): 55.1/54.9/39.8

Estimated EPA Cargo Volume (cubic feet)
Behind Third Row Seat: 10.5
Middle and Rear Seat Folded: 80.6

Seating Capacity: 7
EPA Class Rating: Mid-size SUV

Toyota Motor Sales, U.S.A., Inc., displayed the FINE-N hydrogen fuel cell concept vehicle at the 2004 North American International Auto Show (NAIAS) in Detroit.

The FINE-N is an extension of the FINE-S shown at last year's NAIAS, and is another example of Toyota's commitment to develop environmentally friendly vehicles. The FINE-N's unique styling coupled with 4WD uncovers the design, versatility, and performance potential for future fuel-cell cars and trucks. Its ground-hugging and aerodynamic design and prominent fenders make for a very smart and sophisticated vehicle.

The vehicle's long wheelbase and powertrain configuration allow the wheels to be placed at the far corners of the vehicle. The wheels have their own electric motors that are powered by the Toyota fuel cell stack and a lithium-ion battery and rated at 25kW maximum output and 110N-m maximum torque. Drive-by-wire technology controls each motor's drive power and braking to provide optimized wheel-by-wheel acceleration/deceleration and steering control according to driving conditions. The FINE-N has a cruising distance of 311 miles.

The fuel cell stack, power control unit and lithium-ion battery are placed beneath the floor resulting in a lowered center of gravity and minimized yaw moment of inertia. As a result of this unique engineering, the FINE-N has a very spacious interior cabin with a low, full, flat floor easily accommodating four passengers.

The FINE-N has an advanced driver authentication and personalization system based on face-recognition biometric technology for ultimate security. The vehicle also utilizes a smart keyless entry system and makes automatic personalized pedal, steering wheel, air conditioning, and navigation and audio systems adjustments for added driver and passenger comfort.

The all-new FINE-N debuted at the 2003 Tokyo Motor Show.

Honda Motor Co., Ltd., President and CEO Takeo Fukui today announced plans to further advance the company’s leadership in the development and application of leading edge environmental technologies through the Introduction in 2005 of a Honda-developed fuel cell stack with increased performance and fuel efficiency, reduced cost and the ability to start in below freezing temperatures.

Furthering Honda’s efforts to make hydrogen power a reality, the company has developed its own fuel cell stack and will introduce a version of its FCX fuel cell vehicle powered by the Honda FC Stack beginning in calendar year 2005.

This advanced new fuel cell stack is a remarkably compact unit that delivers higher performance with increased range and fuel efficiency and is designed to operate at temperatures as low as -20ºC (-4ºF). Cold weather starting and operation is one of the most significant technical barriers to the mass-market application of fuel cell technology. Honda’s originally developed FC stack is the world’s first fuel cell stack to feature a stamped metal separator structure combined with newly developed electrolyte membranes for improved efficiency, recycleability, and operation over a greater range of temperatures.

Honda is conducting extensive trials of the FC Stack, including public road evaluations in the U.S. and Japan, in preparation for its introduction next year in the Honda FCX, the first and only fuel cell vehicle certified by the EPA and California Air Resources Board for regular commercial use.

Honda to sell Accord hybrids in US this year

Reuters- Honda Motor Co., Japan's second-biggest auto maker, said on Monday it would launch a gasoline-electric hybrid version of its flagship Accord sedan in the key U.S. market this autumn.

The car, which will compete with Toyota Motor Corp.'s hot-selling new Prius hybrid sedan, will be more powerful than the 240-horsepower Accord V6 car but with the fuel economy of a four-cylinder, compact-class Civic, it said.

Honda became the first auto maker to bring gas-electric hybrid cars to the United States in December 1999 with the Insight two-seater, but sales have been sluggish because of perceptions of impracticality.

Other auto makers are scrambling to follow Toyota and Honda's lead in offering hybrid vehicles, with Ford Motor Co. (nyse: F - news - people) due to launch the Escape hybrid sport utility and DaimlerChrysler AG coming out with the Dodge Ram hybrid this year.
 

Speaking at the North American auto show in Detroit, Honda President Takeo Fukui said the auto maker would also launch an improved version of the hydrogen-fuelled FCX that uses an internally developed fuel cell stack in the United States and Japan next year.

MAZDA RX-8 Hydrogen Rotary Engine at NAIAS 2004

H2CarsBiz-With a cat-like predatory stance, forward-thinking freestyle door system and enough room for four, not two, adults to enjoy all its benefits, the Mazda RX-8 has set itself apart from the pack. But if the recently introduced RX-8 production sports car truly is unique thanks, in large part, to its rotary engine, the RX-8 Hydrogen Rotary Engine (RE) concept, showcased this year at the North American International Auto Show (NAIAS), takes "unique" to all new levels.

Featuring a fuel system that consists of a high-pressure hydrogen tank, the vehicle balances the needs of the driving enthusiast and the environmentalist with a blend of alternative power and the exhilarating driving experience for which Mazda is known.

As the auto industry turns its attention to hydrogen fuel as a gasoline alternative, the RX-8 Hydrogen RE offers a hydrogen-powered version of RENESIS—Mazda’s next generation rotary engine that was introduced last year in the all-new RX-8. By virtue of its smooth performance, compact size and impressive driving characteristics, RENESIS was named International Engine of the Year in June 2003.

The RENESIS Hydrogen RE allows the RX-8 concept to run on either hydrogen fuel or gasoline and capitalizes on all the advantages of the rotary to assure RX-8’s ease-of-operation and reliability.

The RENESIS Hydrogen RE incorporates an electronically controlled hydrogen injector system, with the hydrogen injected in a gaseous state. The system draws air from the side port during the intake cycle and uses dual hydrogen injectors in each of the engine’s twin rotor housings to directly inject hydrogen into the intake chambers. Because it offers separate chambers for intake and combustion, the rotary engine is ideal for burning hydrogen without the backfiring that can occur in a traditional piston engine. The separate induction chamber also provides a safer temperature for fitting the dual hydrogen injectors with their rubber seals, which are susceptible to the high temperatures encountered in a conventional reciprocating piston engine.

Also helping to maximize the benefits of the rotary engine in hydrogen combustion mode, the RENESIS Hydrogen RE features adequate space for the installation of two injectors per intake chamber. Because hydrogen has an extremely low density, a much greater injection volume is required compared with gasoline, thus demanding the use of more than one injector. Typically, this can be difficult to achieve with a conventional reciprocating piston engine because of the structural constraints that prevent mounting injectors in the combustion chamber. However, with its twin hydrogen injectors, the RENESIS Hydrogen RE is both practical and able to deliver sufficient power.

In addition to the revolutionary hydrogen-powered RENESIS rotary engine, the Mazda RX-8 Hydrogen RE concept benefits from improved aerodynamics and optimized tires and weight-saving measures. A fast-fill tandem master cylinder reduces brake drag and friction hub carriers help cut power losses.

The vehicle also incorporates a host of other technologies for exceptional environmental compatibility.

Three-layer, wet-on water-based paint on the RX-8 Hydrogen RE dramatically reduces the emission of organic solvents, saves energy by shortening the drying process and reduces carbon dioxide emissions. Moreover, the plant-based plastics used for the vehicle’s interior parts provide an attractive alternative to plastics derived from fossil fuels such as petroleum.

The Mazda RX-8 Hydrogen RE illustrates Mazda’s dedication to the future environment without abandoning true Zoom-Zoom and soul-of-a-sports-car thinking.

H2CarsBiz - At the Los Angles Auto Show 2004 amongst the DB9, Carrera GT, and Volvo 40 debuts, the world will also get a glimpse of the Hydrogen Hummer.

The era of Hydrogen-Fuelled Internal Combustion Vehicles and Tai and Fred Robinson of Intergalactic Hydrogen continues.

After recently completing a historic coast-to-coast journey in a hydrogen-powered Toyota the Robinsons display and demonstrate a remarkable vehicle, the H2TOY at the Los Angeles Auto Show.

The Green Hummer is capable of operating on hydrogen, compressed natural gas, biodiesel and straight vegetable oil, as well as the original factory-installed fuel system (diesel).

The Robinsons engineered and modified a 1999 Toyota Tacoma to run on hydrogen and accomplished their hydrogen milestone while participating in Dennis Weaver's Drive to Survive, a two-week cross-country caravan from Los Angeles to Washington, D.C. The caravan of hybrid and alternative fuel vehicles (AFVs) successfully demonstrated the viability of alternative fuels with an emphasis on hydrogen.

The Green Hummer and the Hydrogen Hummer are Intergalactic Hydrogen's most ambitious projects to date, and will also appear at the LA Auto Show.

The Green Hummer is capable of operating on hydrogen, compressed natural gas, biodiesel and straight vegetable oil, as well as the original factory-installed fuel system (diesel).

The Hydrogen Hummer is a concept vehicle currently being transformed to run on pure hydrogen.

The Hydrogen Hummer is a concept vehicle currently being transformed to run on pure hydrogen. Once modifications are finalized on this vehicle in late January 2004 it will enter service at the world's first hydrogen-powered retreat in Taos, New Mexico.

The Robinsons will be available during the LA Auto Show to discuss hydrogen-fuelled and other alternative fuel vehicles.

Ontario mine tests fuel cell locomotive

CBC - Researchers in Northern Ontario are testing whether fuel cells can replace diesel engines in mining equipment.

Diesel power is commonly used in mines, but the harmful exhaust is expensive to ventilate underground.

The scientists aim to save mining companies money and improve the environment underground at the same time by using fuel cells.

Fuel cell engines are silent, producing electricity, heat, oxygen and pure water.

In Oct. 2002, the group successfully tested a fuel cell-powered locomotive 4,000 metres underground at Placer Dome's Campbell Mine in Red Lake, Ont.

During the week-long trial, the locomotive hauled ore for 30 hours, marking the first time a mining vehicle using fuel cell technology worked in a producing mine, according to Marilyn Hames, VP research and technology at Placer Dome.

"The trial was a huge success and it exceeded even our own expectations," said Hames. "We demonstrated that the equipment is safe and that it can eliminate the harmful emissions that pose a threat to the health and safety of underground workers."

As well, researchers at Laurentian University and Cambrian College in Sudbury teamed up to develop the first remote-controlled scooptram powered by a fuel cell.

Since fuel cells are so heavy, the technology could be used in mining equipment before we see it in cars, according to Prof. Greg Baiden, director of Laurentian's school of engineering.

Two recent fuel-cell installations provide good examples of the continued interest the technology is drawing from both businesses and government—despite its cost. One partially and the other entirely funded by the government, both projects illustrate the ongoing importance of public backing to further fuel-cell development.

The Los Angeles County Sanitation Districts recently announced purchase of a 250-kW unit, to be delivered in late 2004.

The agency processes approximately 530 million gallons of wastewater daily, and will use recovered biogas and biomass to power the new fuel cell. The unit was sold through an alliance created by Caterpillar Inc. and FuelCell Energy Inc. to develop and distribute fuel cell technology.

FuelCell worked with another partner, the distributed generation subsidiary of energy company PPL Inc., to sell two 250-kW plants to Zoot Enterprises, a Bozeman, Mont.-based financial services company. Zoot will use the natural gas-fired units to power its headquarters building and support future needs of the surrounding office campus it is developing. The $3.8 million project received a $1.4 million grant from the U.S. Dept. of Energy.

However, the need for government subsidies may be waning. Another manufacturer, Latham, N.Y.-based Plug Power, has announced plans to market a fuel cell as a backup power source designed specifically for the telecom industry at a cost that will not require government assistance. According to a recent MSNBC story, the company anticipates volume sales will allow it to meet the margins it requires for profitability.

Government researchers are also doing their part to support eventual commercial independence for fuel-cell technology. In one such effort, researchers at the National Institutes of Standards and Technology have launched a program to develop test procedures and rating methodologies that will allow buyers to compare features and functionality across different manufacturers' offerings. Scientists are studying how changing electrical and heating demands, outside temperatures, humidity and power systems affect various models. Draft procedures will be submitted for review to an independent standards committee, with membership drawn from private industry and academia.

Website: http://www.FCellReport.com

Energy experts from the U.S. government and industry discuss the potential shift of global energy to hydrogen, and the number of different methods, products, and issues involved in H2 production and storage necessary to make this shift a reality.

Speakers at Intertech’s 2003 “Hydrogen Production and Storage Forum,” held Dec. 3-5 in Washington, D.C., demonstrated the value of an open exchange among OEMs, energy suppliers, government agency representatives, academia, associations, component developers, and researchers. One speaker, addressing the chicken and egg quandry of what comes first - H2-powered fuel cell vehicles or the infrastructure to refuel them - declared “the chicken has won.” This is based on the growth of H2 fueling stations throughout the world.

Another speaker made a fervent appeal for considering existing technologies such as wind power and vehicle retrofit for liquid H2 as fast, effective, and cleaner energy options. He said he believes time is rapidly running out for the Earth’s damaged ecosystems, “making us all like passengers on the Titanic in terms of our energy systems.” When a fuel cell OEM’s opinion couched renewable fuels as “just not in the practical, short-term picture,” a consultant disagreed, commenting that “solar-sourced H2 from water has become the cheapest renewable fuel in the world.”

FCIR readers have repeatedly identified infrastructure, H2 storage, and feedstock fuel selection as crucial to fuel cell
commercialization, so the perspectives from some forum speakers on future solutions regarding these issues are timely to share.

Hydrogen equates with freedom

Conference chairman and president of HyEnergy Consulting Jay Laskin stated in his opening remarks that “the hydrogen economy offers energy security in an environmentally responsible way. Who knows, our government might act entirely differently in the world if our energy supply was secure.” He also pointed out that among the alternative technologies, “all types of fuel cells ultimately need H2, so how it is produced and stored is critical to enacting an efficient hydrogen economy.” He added that consumers of H2 will no doubt demand various technologies and products for H2 generation and storage, depending upon the end-use application, “so there may be many answers. The market will tell us where to go.”

Christopher Bordeaux, technology development manager for the hydrogen technology validation project portfolio within the U.S. Department of Energy’s (DOE) Hydrogen Program, stated that government supported hydrogen fuel initiatives and the FreedomCAR program “will ultimately provide freedom from foreign oil by bringing vehicle technology and a hydrogen initiative together at the right time in history.”

The U.S. government’s timeline for establishing a hydrogen economy is 2040 and beyond. The DOE has prepared a

Hydrogen Road Map (released November 2002); it is funding technology demonstration projects to provide early successes for hydrogen; and it has established a critical path to address barriers to the hydrogen economy. “There are considerable uncertainties in this timeline,” Bordeaux admitted, “and technology breakthroughs will be needed to eventually decrease government’s role.”

This is particularly true for H2 storage, and Bordeaux said that “hydrogen storage is a number one priority within the

Hydrogen Road Map.” He also cited the DOE’s new $140-million, five-year “Grand Storage Challenge” program, which will include R&D on pressurized tank materials, metal and chemical hydrides, carbon materials, and new concepts.

Jeffrey Serfass, president of the National Hydrogen Association (NHA), applauded the Hydrogen Road Map, but
commented that “we’re only a few years away from a funding shortfall as industry becomes more capital intensive. We need a sustained push by the government to fund work on H2 technologies over the long haul.” He believes tax incentives rather than mandates will best assist in commercialization of H2-related technologies.

William Ernst, vice president and chief scientist for Plug Power, stated that his company has been working for the past six years on fuel cells with reformers that convert H2 from natural gas. Plug Power is a manufacturer of GenSys and GenCore proton exchange membrane fuel cells (PEMFCs) as well as the GenSite onsite H2 generation system and a Home Energy System developed with Honda. “Since natural gas and liquified petroleum gas (LPG) already have established storage and delivery networks, it is natural to use them during the transition to pure hydrogen,” Ernst commented. Further, he believes there is sufficient natural gas supply for years to come, addressing the concern about importing natural gas to produce H2, which could simply recreate current energy supply security issues.

Onsite H2 production technology
For consumers to accept H2-fueled vehicles, 25% of all existing refueling stations will need to dispense H2, suggests David Cepla, vice president of business development for HyRadix Inc. Developing this H2 fuel infrastructure will depend upon providing a cost-effective system to generate H2 from available fuels. The DOE has set an ultimate target cost per kg of H2 at refueling stations at $1.50. Cepla believes the market penetration can be achieved within the next two decades with government leadership such as that it provided for the switch from leaded to unleaded gasoline. This timeline could be accelerated. “Even though that was different than a switch to a hydrogen economy, it shows that we can make a major transition within 20 years.”

Cepla likened development of the hydrogen economy to development of the cellular telephone in the U.S., which has had, to date, an estimated infrastructure cost of $60 billion, a figure some have suggested is in line with the cost of the H2 infrastructure needed for transportation applications. “Infrastructure will lead adoption of H2-powered vehicles,” he said, predicting that it will take from 10 to 25 years to achieve the 25% penetration level, with installation of 5,000 to 10,000 H2 stations per year. Hydrogen fuel processors such as the HyRadix Aptus, based on autothermal reforming technology and pressure swing adsorption to purify the H2, can convert hydrocarbon fuels like natural gas and LPG to H2 at these stations.

Packaging a chemical plant onto a conventional skid so it will fit into a parking place at a refueling station is the focus of Prax-air’s design for manufacturing (DFMA) perspective on steam reformer-based H2 generation development. Timothy Aaron, senior development associate, said advantages of the DFMA approach for the equipment in these small, onsite chemical plants reduce costs by cutting part count and integrating functions, but he pointed out that material costs are not insignificant. Also, the small package still requires all the same equipment components of larger chemical plants. He also commented that “taking widespread acceptance” of a hydrogen economy for granted would be a mistake until the required codes and standards are in place and inspectors are familiar with H2 technology.

Producing H2 from biomass and coal

There are five billion dry tons of biosolids such as manure, sorghum, and corn that could provide a feedstock for methane or H2, a fact provided by Bob Paterek, manager of environmental biotechnology at the Gas Technology Institute (GTI). GTI is studying a way to engineer microbial organisms in the effective production of these fuel gases using these feedstocks because the process is inexpensive and the biomass is becoming more readily available. One of the most promising bugs is Thermotoga, which could eventually “go straight from biology to electricity,” Paterek says. Hollow-fiber membrane reactors would be used to produce the Thermotoga bugs, which activate at atmospheric pressure and at 70° to 90°C or under pressure at 160°C and above, so there’s flexibility in the microbial engineering. Paterek believes the hollow-fiber plants could be one fifth the size of conventional H2-generation chemical plants.

A character on the fictional White House staff in TV’s West Wing drama series asked several weeks ago, “Is there such a thing as clean coal?” Well, maybe. John Anderson and Mark Ackiewicz, associates with Technology & Management Services (TMS), looked at H2 as the fuel for FCVs compared to gasoline-powered internal combustion engine (ICE) vehicles and hybrid electric vehicles (HEVs). Feedstocks for the H2 include coal and natural gas. Although the study does not distinguish the origin of the coal (whether strip mined or separation mined), Anderson and Ackiewicz found that coal- and natural gas-derived H2 has lower carbon dioxide emissions than petroleum used in ICEs and HEVs, as well as lower sulfur oxides. Looking at two scenarios - one a faster growth curve with nearly 1000%% of light-duty vehicles converted to FCVs by 2040, and an alternate growth curve with a long timeline and less market penetration by various vehicle models (50% by 2040) - TMS concludes that coal with sequestration technology applied can play an important role in supplying H2 for the developing hydrogen economy.

Onboard vehicle storage options

“There are already more refueling stations than FCVs,” stated James Spearot, director of the General Motors R&D Center. “I don’t see infrastructure as a roadblock, so the onus now is on automakers to provide responsible, compact, durable, and affordable onboard H2 storage. This is the key technology that could lead to the success or failure of FCVs. And while it’s an exciting time to be developing fuel storage options, it’s too early to pick a winner.”

He added that while GM has nearly reached targeted energy power and density goals in its stack design, “in onboard

storage, there are two critical parameters: gravimetric and volumetric energy density. We aren’t reaching even the bare minimum (6 MJ/kg and 6 MJ/liter, respectively) parameters. We could, by changing the architecture of the vehicles, but this changes the compelling reasons for buying them.” Spearot is convinced automakers have to build “Gotta have!” FCVs, “designs that will make customers line up to buy them.” GM continues to examine the multiple onboard storage options: pressurized H2 fuel containers, liquid H2 storage (cryogenic), and solid storage media such as metal hydrides, as well as nanotubes. Spearot reports that GM looked at 250 different types of carbon nanomaterials. “We have been disappointed at the amount of storage available at ambient temperature.”

The OEM is most recently working in lithium hydrides and boron/nickel hydride compounds. These alloys provide reversible onboard storage that is slightly endothermic on release of H2. GM has rejected onboard reforming of H2 because it doubles FCV system cost. Spearot suggests onboard decomposition of specialty fuels “is a real option if appropriate recycling and refueling processes are engineered.” Whatever the option selected, he suggests it must address packaging, mass, energy density, and cost targets.

BMW knows a thing or two about liquid H2, running its first ICE vehicle on this fuel in 1979 followed by four more
generations of vehicles. Gregor Fischer of the BMW Group made the statement that the volumetric density of liquid H2 is two to three times higher than other storage methods. “Even at a pressure of 1,000 bar, the density of compressed H2 is lower than that of liquid H2.” And he added that the trailers for transporting liquid H2 are able to carry more than six times the H2 than those for compressed H2. Granted, the fuel must be kept at cryogenic temperature (-423°F).

BMW’s new 7 Series sedan for H2 has an ICE built specifically for the fuel, and Fischer says the automaker “doesn’t think just about FCVs in the future of transportation. Combustion engines remain a moving target.” Innovations in this onboard liquid H2 storage tank include a double-walled fuel system and horizontal inner cryogenic valves to prevent heat transfer and help address boil off (evaporation of a small amount of liquefied H2 in the tank). BMW will use this boil-off H2 to power a small fuel cell as an auxiliary power unit to charge the battery or run air conditioning. BMW and GM are working on a joint venture to develop a common liquid H2 coupling of the refuel line to vehicle storage tank that will be useable by all vehicle OEMs.

The potential of metal hydrides

“Whether you like it or not, metal hydrides are the only storage technology to show practical applications.” That was the statement with which Rosa Young, vice president of technology at Texaco Ovonic Hydrogen Systems (TOHS), opened her presentation. “Onboard hydrogen storage is the number one challenge for FCVs. None of the current technologies meet all the requirements.” Young believes metal hydrides provide the safest H2 storage option through natural chemical bonding of the H2 to the hydride itself. Further advantages include compactness, fast refilling, low-pressure operation, cold-temperature start-up, and use of onboard waste heat for releasing hydrogen. Packaging of metal hydrides is flexible, and a storage system using this option will be tested onboard a 2004 Toyota Prius. Young also discussed use of metal hydrides in stationary and portable fuel cell applications. Benefits offered in stationary applications include a small unit footprint and direct refill from an electrolyzer or fuel processor, and for portable applications, compactness and low-pressure operation.

Krishna Sapru, Energy Conversion Devices Inc.’s (ECD’s) director of thermal hydride products, highlighted a huge volume market potential for H2 stored in metal hydrides: in two- and three-wheeled vehicles in countries like India, with 70,000-plus CNG vehicles in Delhi alone. China has a comparable market, and major cities in both countries are suffering from severe pollution. Systems for these vehicles will need to be very compact. ECD has participated in a demonstration of a 250-cc, hydrogen-fueled, ICE-powered scooter with onboard metal hydride storage that’s close in size to India’s three-wheelers. The company has also developed a 10-kg stand-alone metal hydride fueling station that could service up to 30 scooters. This genset could also be configured for stationary or distributed power generation.

Such products, said Sapru, “would allow developing countries to leapfrog to H2.” India in particular has domestic renewable resources from which H2 could be derived: “bagasse,” or sugar mill waste, that could be electrolyzed; other biomass that could be directly gasified; H2 byproduct from the chlor-alkali industry; and methane that could be steam reformed.

High-pressure storage offers forward path

The storage efficiency requirements for H2 by 2015 will be at least double those in 2005, predicts Neel Sirosh, director of advanced technologies for Quantum Fuel System Technologies Worldwide (QTWW). That’s good news for companies, such as QTWW, that make pressurized tanks. The company developed the world’s first 5,000-psi H2 storage system for Hyundai, using its TriShield tanks, and the first 10,000-psi system in collaboration with GM and DOE. More good news comes in another fact Sirosh provided: There are three million vehicles running today on natural gas and using pressurized tanks similar to those required for H2. “These tanks have an exceptional safety history, with not a single tank failure reported in a crash situation.”

In Sirosh’s opinion, compressed and liquid H2 systems serve as enabling technologies that are assisting in the development of FCVs, and can provide significant field experience in terms of safety, maintenance, and robustness in real-world operating conditions in both passenger cars and buses. “The infrastructure in North America is focused primarily on distributed compressed H2, including home refueling opportunities. To bridge the gap between H2-fueled vehicles and a refueling infrastructure, QTWW offers a compact portable refueler and the HyHauler transportable refueling station.”

Mosaic approach

A genuine consensus among speakers at the conference was that technology must go hand in hand with a number of other changes in business, government, and society to ensure a successful hydrogen economy. DOE’s Bordeaux cited the development of relevant H2 handling codes and standards, along with industry/government partnerships and international activities such as the recently formed International Partnership for a Hydrogen Economy. NHA’s Serfass suggested that the government funding and policies will need to be “coherent and continued over a long time, which is usually not easy for politicians.” And public support will be critical.

HyEnergy Consulting’s Laskin put it this way: “Our government reacts to what the people want. Perhaps people are
uneducated about what gasoline does and is doing to the world.” To which Serfass added, “The subject of public education is not a simple one, and I have no silver bullet solution for it. Possibly what consumers need is information to help them make different decisions” regarding power options for their homes, businesses, and transportation.

An overriding theme agreed upon by this distinguished panel is that a mosaic of technologies and products will provide the solutions needed to create the production, delivery, and storage infrastructure that will be the backbone of a hydrogen economy. Government and consumers must be more involved, even as world events affect the best laid timelines to materialize a future with safe, efficient, cost-effective, and environmentally benign energy resources.

This article was reprinted from the January issue of Fuel Cell Industry Report.

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 Medis Technologies Announces Increased Operating Time for Its Power Pack Product

 Businesswire - Medis Technologies Ltd. (NASDAQ:MDTL) announced that it has significantly increased the planned operating time of its fuel cell Power Pack product for charging cell phones, digital cameras, MP3s and other portable electronic devices. Using the same fuel cartridge footprint, the Power Pack is now planned to deliver the equivalent of 12 to 15 hours of cell phone talk time or about five full charges of the battery with each fueling depending on the individual cell phone power consumption and battery, as compared to the previously announced capability of about 9 hours of talk time or three battery charges. When used to power a rechargeable digital camera, the Power Pack is planned to deliver two to five battery charges per fueling depending on the individual camera's power consumption and battery.

"We're pleased with these important strides in our product development," said Robert K. Lifton, Chairman and CEO of Medis. "Increased operating time per cartridge allows us to reduce the costs of packaging and shipping cartridges for each hour of use time and will provide our customers with the convenience of carrying and using fewer cartridges to provide the use time they desire."

"We also continue to move forward with our production program in order to meet our plan to have the Power Packs in market distribution channels by the end of this year," Mr. Lifton noted. "Our program calls for Medis initially to: produce and deliver to the contract manufacturer the two electrodes - cathode and anode - coated with their respective catalysts; for a producer to deliver to the contract manufacturer the power management element (including DC to DC converter) and for the contract manufacturer to manufacture the cavity molds in which it assembles the delivered parts; to manufacture the cartridge; and ultimately, when very large scale production is required in millions of units, to make the electrodes as well. We plan that the manufacturer will also package and ship the Power Packs and cartridges to the distribution channels. We are now engaged in serious interaction on the selection of a company to carry out the manufacturing requirements."

Medis also announced the preliminary results of a series of consumer attitude surveys and focus groups that it has been carrying out to determine consumer usage relating to battery power for cell phones and digital cameras and the consumer reaction to the proposed Power Pack product. The results to date were generated by surveys and focus groups involving 140 men and women. Some respondents were asked in depth questions about their use of a cell phone and others about their use of a digital camera. In both cases, they were shown a Power Pack, heard an explanation of how it would be used and were asked whether they would purchase a Power Pack for that particular use at varying prices starting from $49.99 down. The retail price cited as most attractive by almost all of persons surveyed was $29.99 for the Power Pack and $1.50 - $2.00 for a cartridge that provided 12-15 hours of talk time in the case of the cell phone and was capable of charging the battery of the digital camera.

"The results to date were very consistent," Mr. Lifton noted. "Among cell phone users the results reflected a high level of demand for the Power Pack by those cell phone users who travel frequently and who would use the Power Pack to keep their phones charged while traveling. A surprising very high level of demand was reflected by stay-at home mothers, the so called "soccer moms," who uniformly stated that they would purchase and frequently use a Power Pack. Members of this group reported that they used their cell phones to keep in touch with all the connections in their lives as they pursued their active day, carrying out household responsibilities, spending time at their children's sporting and social events and maintaining contact with members of their families and friends. This group also makes many of the purchasing decisions for their households and uniformly reported that they would purchase a Power Pack for their children who had cell phones so that there would never be an excuse for failure to contact a parent because the "battery ran out." By contrast, cell phone users who charge their phones each night and work in an office during the day are less likely to buy a Power Pack unless they contemplate a trip, but some number might buy it because it is a "new and interesting technology" and other potential users would buy it to protect against loss of power by reason of blackouts or for emergency use in case of natural disasters." The positive reaction of digital camera owners to the Power Pack was overwhelming. Thus far, every re-chargeable digital camera owner interviewed said they would purchase and use a Power Pack. Failed battery life at a crucial picture taking time, or a warning of reduced battery life that resulted in rationing pictures were cited by interviewees as highly unnerving experiences. Focus group discussions reflected a number of emotional interactions among spouses as each assigned blame for failed battery life to the other.

"The very high level of demand for the Power Pack for digital camera use and the frustration by digital camera owners at the level of battery life is fully consistent with the emotion laden reasons people buy their cameras and the advertising that sells them," Mr. Lifton said. "Millions of American families are expected to own re-chargeable digital cameras and millions more in other parts of the world, all of whom we see as an exciting potential customer base for our Power Pack and cartridges. We would also expect that customers whose initial primary motivation to purchase a Power Pack was for use in connection with their digital cameras will soon start using the same Power Pack as a matter of convenience to charge their cell phones and quickly make it part of their every day lives. And, of course, we expect cell phone Power Pack users to use them for charging their digital cameras and other portable devices."

EWorldWire-Power & Energy, Inc. (P&E) has been selected for a Phase II SBIR contract award by the Department of Defense's (DOD) Defense Advanced Research Projects Agency (DARPA). Entitled

"A Novel Low Cost Membrane for Recovery of Hydrogen from Fuel Cell Reformates," this Phase II SBIR program is a continuation of previous work successfully completed under a Phase I SBIR contract, which was funded by the US Army Research Office (ARO).

The company has recently developed new hybrid hydrogen separation technology specifically for fuel cell applications. P&E will manufacture high efficiency palladium (Pd) alloy thin film membranes using its patent-pending technology. This new membrane, based on thin film nano-structures, will enable fuel cell users to cost-effectively generate high purity hydrogen-on-demand from any reformed fuel source. Given its low cost, compact size and passive operation, this membrane technology is ideal for early adoption of fuel cells in remote, portable and mobile applications which are not amenable to other, more complex hydrogen separation methods.

A key challenge for the utilization of clean hydrogen fuel for fuel cells and internal combustion engines is the inefficiency of hydrogen storage especially for mobile applications. P&E's technology will allow users to efficiently store a liquid fuel containing hydrogen and extract it on demand. The second key implication of this technology is the deferral of very expensive investments for retail hydrogen distribution infrastructure. P&E's hydrogen separation membrane will recover hydrogen from reformed fuels including gasoline, diesel, natural gas, propane, methanol and ethanol distributed through already existing gas stations and utilities. In addition, since these fuels are stored in traditional liquid tanks, the high costs and hazards associated with ultra-high pressure (5,000-10,000 psi) or liquid hydrogen storage are avoided. P&E intends to produce hydrogen separation membranes for a variety of applications and size ranges. The Department of Defense envisions a variety of requirements for this technology ranging from 100 Watt back-pack fuel cells for the Army's Objective Force Warrior program to large capacity 500 Kilowatt fuel cells for distributed electric power generation for surface ship applications. P&E is seeking collaboration partnerships with key organizations in order to develop specific product configurations for a range of applications.

Scientists Find New Way to Store Hydrogen Fuel

Scientists have proposed a new method for storing hydrogen fuel.

University of Chicago scientists have proposed a new method for storing hydrogen fuel in the online edition of the Proceedings of the National Academy of Sciences.

The lack of practical storage methods has hindered the more widespread use of hydrogen fuels, which are both renewable and environmentally clean. The most popular storage methods-liquid hydrogen and compressed hydrogen-require that the fuel be kept at extremely low temperatures or high pressures. But the University of Chicago's Wendy Mao and David Mao have formed icy materials made of molecular hydrogen that require less stringent temperature and pressure storage conditions.

"This new class of compounds offers a possible alternative route for technologically useful hydrogen storage," said Russell Hemley, Senior Staff Scientist at the Geophysical Laboratory of the Carnegie Institution of Washington. The findings also could help explain how hydrogen becomes incorporated in growing planetary bodies, he said.

The father-daughter team synthesized compounds made of hydrogen and water, hydrogen and methane, and hydrogen and octane in a diamond-anvil cell, which researchers often use to simulate the high pressures found far beneath Earth's surface. The hydrogen-water experiments produced the best results. "The hydrogen-water system has already yielded three compounds so far, with more likely to be found," said Wendy Mao, a graduate student in Geophysical Sciences at the University of Chicago.

The compound that holds the most promise for hydrogen storage, called a hydrogen clathrate hydrate, was synthesized at pressures between 20,000 and 30,000 atmospheres and temperatures of minus 207 degrees Fahrenheit. More importantly, the compound remains stable at atmospheric pressure and a temperature of minus 320 degrees Fahrenheit, the temperature at which liquid nitrogen boils.

"We thought that would be economically very feasible. Liquid nitrogen is easy and cheap to make," Wendy Mao said.

The hydrogen in a clathrate can be released when heated to 207 degrees Fahrenheit. The clathrate's environmentally friendly byproduct: water.

David Mao noted that while petroleum-based fuels will eventually run out, the supply of hydrogen is limitless. "Hydrogen is the most abundant element in the universe," said David Mao, a Visiting Scientist in Geophysical Sciences at the University of Chicago. If the new method of storing hydrogen fuel works as expected, "that's going to change everyone's life in a big way," he said.

The Maos have applied for a patent on their hydrogen clathrate synthesis technique, but one problem still remains: how to make the clathrates in quantities sufficient to power a car. "We've only made them in very small amounts in diamond-anvil cells," Wendy Mao said. The Carnegie Institution's Hemley noted that the clathrates can be produced in gas pressure devices as well as diamond-anvil cells.

In the realm of planetary science, the study helps explain how some of Jupiter's moons could have incorporated hydrogen during their formation. Scientists once thought that the moons were incapable of retaining hydrogen during their formation. Now it appears that Callisto, Ganymede and especially Europa contain large quantities of water ice, which would require the presence of hydrogen. The hydrogen clathrates that the Maos synthesized in the laboratory could have formed naturally under the temperature and pressure conditions expected to prevail inside these Jovian moons, Wendy Mao said.

Abstract:

*Department of the Geophysical Sciences, University of Chicago, Chicago, IL 60637; and Geophysical Laboratory, Carnegie Institution of Washington, Washington, DC 20015

Contributed by Ho-kwang Mao, November 13, 2003

At low temperature (T) and high pressure (P), gas molecules can be held in ice cages to form crystalline molecular compounds that may have application for energy storage. We synthesized a hydrogen clathrate hydrate, H2(H2O)2, that holds 50 g/liter hydrogen by volume or 5.3 wt %. The clathrate, synthesized at 200-300 MPa and 240-249 K, can be preserved to ambient P at 77 K. The stored hydrogen is released when the clathrate is warmed to 140 K at ambient P. Low T also stabilizes other molecular compounds containing large amounts of molecular hydrogen, although not to ambient P, e.g., the stability field for H2(H2O) filled ice (11.2 wt % molecular hydrogen) is extended from 2,300 MPa at 300 K to 600 MPa at 190 K, and that for (H2)4CH4 (33.4 wt % molecular hydrogen) is extended from 5,000 MPa at 300 K to 200 MPa at 77 K. These unique characteristics show the potential of developing low-T molecular crystalline compounds as a new means for hydrogen storage.

American environmental company wants to buy vacant Quebec GM plant

(CP) - An American environmental company is attempting to purchase the former General Motors assembly plant north of Montreal before the wreckers knock it down.

Demolition crews are expected within weeks to begin dismantling the imposing grey building where Camaro and Firebird muscle cars were made until General Motors shut down the plant in August 2002.

Enviro Tectane Solutions of Florida has offered to purchase the entire 198,000-square-metre factory in order to convert thousands of foreign vehicles annually into automobiles fuelled by environmentally friendly hydrogen fuel cells, electricity or racing alcohol.

"We would be using the facility to construct the fuel cells here and they would not just be fuel cells for cars, they would be fuel cells for housing as well," Ron Houle, vice-president of the company, said Tuesday from Toronto.

The plant would employ 500 workers, with the possibility of it increasing to 5,000 in the future, he said.

The company currently employs 70 people in Florida, the Bahamas, South America, New York and Montreal. It started 20 years ago by converting police cars to run on other fuels.

The vehicles would be destined primarily to the Third World, where developing countries that signed the Kyoto accord can benefit from World Bank financing incentives to convert federal fleets.

"The plant is there. The facility is available and it's geared to do what we need it to do. It was set up to do cars and the skilled workforce is right there, so why go anywhere else," Houle said.

Boisbriand Mayor Robert Poirier was unavailable for comment but a municipal spokeswoman said the city doesn't believe the offer is serious.

"The city met with the company but they didn't have enough money," said Diane Larocque.

But the company has also been approached by the former Hyundai plant in Bromont, Que., said Tectane president and CEO Nino Mario De Santis.

Since shutting down Quebec's only GM assembly plant, the automaker has been unable to sell its property.

GM spokesman Pierre Tessier denied there has been a viable offer.

"There has been some strong interest," he said in an interview.

"But we came to the conclusion there were no serious offers to buy the building and land so now we will start the dismantling and continue to market the land aggressively to find a buyer because it's a great commercial location."

An environmental cleanup of soil contaminated by oil and chemicals started three months ago.

The massive building was stripped of its contents. Valuable machinery was shipped to other plants. Other items were sold in an auction last spring.

"There's nothing inside the plant anymore," Tessier said.

An agreement with the union not to demolish the plant expired on Jan. 1.

Removing the imposing grey structure may make the highway property more appealing to potential buyers, Tessier said.

De Santis said he has submitted several proposals since last June but suspects GM isn't interested in selling to a company that offers alternate auto technology.

"We're very suspicious in terms of the competition situation."

Daniel Belanger, president of the Canadian Auto Workers union negotiating committee, said the municipality may be more interested in having the property become a commercial plaza for such stores as Costco and Ikea.

"For sure they will find a buyer for property," he said. "What we want is a buyer that has the potential to develop viable, quality jobs. If we get companies like Costco, Ikea they aren't companies that will develop quality jobs with benefits."

De Santis denied suggestions that his company doesn't have adequate financing. Two large investors are willing to put up the $80 million apparently demanded by GM. The automotive giant refused to disclose its asking price.

Since closing the plant, GM has boosted its presence in Quebec by turning to parts suppliers.

"The Quebec suppliers have proved that we have the skills and we have the competency to be a competitive industry," Tessier said of the more than $915 million in purchases of parts this year.
 

Fuel Cell Hybrid Scoots To Market

Parker Hannifin helps Vectrix bet on a hybrid fuel cell/electric scooter. Introduction date: 2006.

Seeking signs of the hydrogen economy? Carmakers may have promised to have fuel-cell powered vehicles in the showroom by 2010, but in the meantime plan to check out the local dealer handling scooters made by Vectrix Corp., Newport, R.I.

At the November Fuel Cell Seminar in Miami Beach, Fla., that maker of battery-powered scooters displayed a fuel-cell-equipped prototype it plans to bring to market by 2006. The major partner in the project, Cleveland-based Parker Hannifin Corp. is involving engineering collaboration from 10 of its plant locations.

Parker recently launched its Fuel Cell Systems Business Unit. The goal is to become a one-stop supplier to technology partners and those that see the future in fuel cells, says Craig Maxwell, Parker's vice president of technology and innovation.

The prototype integrates a methanol-powered fuel cell in a hybrid system with a battery pack to drive an electric motor. The combination performs as a self-charging configuration. During normal scooter operation, battery charge levels are maintained by electrical energy from the fuel cell and from regenerative braking.

The regenerative technology allows battery recharging whenever the scooter is decelerating. The throttle-induced regenerative braking system captures and redirects energy conventionally dissipated as heat. The throttle system (patent pending) combines with the continuous power generation by the fuel cell tominimize deep discharge cycles and extend battery pack life.

Using a Parker high-torque electric motor, the scooter is designed to accelerate from 0 to 50 km/hr in 3.6 seconds, a rate competitive with gas-powered units. Vectrix says top speed is above 100 km/hr. In the unlikely event the battery pack is completely discharged, the hybrid scooter will still achieve speeds up to 30 km/hr using energy supplied by the fuel cell alone, says Peter Hughes, vice president of technology at Vectrix.

In addition to Parker, Vectrix's development partners include Giner Electrochemical Systems LLC, GP Batteries International Ltd., Methanex Corp. and ROBRADY design.

Cost of ownership over a period of four years is estimated to be 26% less than a conventional scooter with a 400 cc gasoline engine, the maker claims.

Scooters are expected to be commercially available in major metropolitan areas in Europe, Asia and the U.S. in 2006. The marketing target is seen as white-collar executive commuters, private fleets and municipalities. Parker says in Europe alone, the current executive commuter market totals US$3 billion.

Vectrix expects the concept to appeal to technology conscious customers who do not have ready access to a fixed power supply and require extended range, ultra low emissions and reduced operating costs.

Micro Fuel Cell Runs Cool

One key to making practical fuel cells for portable devices is finding a design that allows the chemical reaction that extracts energy from fuel to happen at areasonably cool temperature.

Researchers from the University of California at Los Angeles and Pennsylvania State University have made a tiny methane fuel cell that works at 60 degrees Celsius. They have also shown that the fuel cell can use high concentration methanol to increase its operating time.

The tiny fuel cell could eventually be used in portable and microelectronics devices, according to the researchers.

The fuel cell is relatively simple. It takes in methanol and water on one side and air on the other side of a 750-micron-wide, 400-micron-deep channel bisected by a membrane. A micron is one thousandth of a millimeter. Hydrogen ions diffuse through the membrane, causing electrons to flow. The fuel cell waste products are methanol, water, air and carbon dioxide.

The fuel cell could be used practically in two to five years, according to the researchers. The work appeared in the November 10, 2003 issue of Applied Physics Letters.

AFP-Japan and the United States on Thursday agreed in principle to cooperate in developing hydrogen-based fuel cells, a clean long-life source of energy particularly for cars, officials said.

Japan, seen as a leader in the field, has also been negotiating a similar government-level arrangement with the European Union, focusing on unified standards and possible joint research and development.

Visiting US Secretary of Energy Spencer Abraham and Goji Sakamoto, the senior Japanese vice minister of economy, trade and industry, signed a joint statement of intent on bilateral cooperation on hydrogen and fuel cells.

The US Department of Energy and the Japanese ministry will consider signing a "written arrangement for R and D cooperation in fuel cell technology and hydrogen production, storage and infrastructure technologies," the statement said.

The statement also committed the two governments to take part in workshops and seminars and exchange experts and information on these technologies.

They will deal with policies, including "common codes, standards and regulations and requirements to develop hydrogen fueling infrastructure," it added.

"The United States and Japan both recognize the contribution research and development can make to the development of a hydrogen economy and to cost-effective technologies to meet future global energy needs," Abraham said in a statement released the US Embassy in Tokyo.

US President George W. Bush announced in his budget address in February last year he would spend more than 1.7 billion dollars on developing hydrogen as a power source over five years.

Invented in 1839 by British physicist William Grove, the fuel cell produces electricity by combining hydrogen and oxygen, and its only by-product is harmless water vapour.

The main advantage of the fuel-cell battery is its very long life -- up to four or five times that of conventional dry-cell batteries.

"Hydrogen can be derived from multiple feedstocks, which fosters fuel versatility," the US embassy press release said.

"End-use technologies that employ hydrogen, such as fuel cells, are more efficient and can be used safely while improving the environment and public health."

The world's leading carmakers, including Japan's Toyota, US giant GM and Daimler-Chrysler, have been racing to develop cars developed by fuel cells.

In 2002, Toyota and its domestic rival Honda became the world's first carmakers to start leasing fuel-cell cars, but they are still far from becoming part of everyday life because of their very high cost and the difficulty of transporting hydrogen.

Japan's domestic market for fuel cells is estimated at one trillion yen (9.4 billion dollars) in 2010 and eight trillion yen in 2020 according to the economic daily Nihon Keizai Shimbun.

A French expert in fuel cells said last month that Japanese research into small fuel cells for use in portable appliances such as laptop computers is up to three years ahead of the United States and four-five years ahead of Europe.

Dynetek Industries Ltd. Announces Contract for Hydrogen Storage Systems Bound for  Australian  Demonstration Project

CNW- Dynetek Industries Ltd. ("Dynetek"), a leader in developing, producing and marketing lightweight compressed hydrogen storage cylinders and compressed natural gas storage (CNG) cylinders, announced today it will deliver in the first quarter of 2004 three on-board hydrogen fuel storage systems for fuel cell buses bound for Perth, Western Australia. Dynetek is providing the fuel storage solution using its certified 350bar (5000psi) hydrogen fuel storage system.  Dynetek continues to work with Vancouver - based Ballard Power Systems who will provide their latest generation heavy-duty fuel cell engines to EvoBus for integration into Mercedes-Benz Citaro buses.

"We are honored to be working again with both Ballard Power and DaimlerChrysler in helping lead the way in adoption of zero-emission fuel cell technology," said Robb Thompson, Dynetek's President and CEO. "In addition to these three fuel cell buses for demonstration in Perth, Dynetek also previously delivered the fuel storage systems for 30 Mercedes-Benz Citaro buses which are part of a two-year demonstration program in 10 European cities."

The Perth buses will operate as part of the Transperth public transport system by Path Transit. The purpose of the two-year demonstration program is to determine the critical technical, environmental, economic and social factors that need consideration in the introduction of hydrogen fueled fuel cell buses. The Perth program is also structured to examine what government and private sector systems are needed to support a hydrogen-based energy system.

For the generation of hydrogen from water utilising solar energy, Bhabha  Atomic Research Centre (BARC) is carrying out experiments to pinpoint the  precise photocatalyst, according to the Director, B Bhattacharjee.

BARC is keen on identifying the broad spectrum photocatalyst which should  also be stable, Bhattacharjee said while speaking at the "Trombay  Symposium on Radiation and Photochemistry" on Thursday.

Hydrogen which has been identified by the world community of scientists as  the fuel of 21st century and several photocatalysts are being tried to establish  the most efficient one, he said.

Bhattacharjee advocated active research also in the area of conversion of  cheap natural polymers like 'alginates' and 'carrageens' from sea weeds, chitin  from marine wastes of crabs/shrimp shells, pectins from fruit shells, jute,  starch and natural rubber that are available in abundance in South-Asia  region to value added products for their potential applications in the areas of  healthcare and agriculture.

"These natural polymers are virtually non-toxic, bio-degradable and  harvestable at low cost and being used by human beings in some form or  other over the centuries and radiochemists have a big role to play in value  addition of such natural polymers," he added.

InnovaTek has been awarded a $780,000 contract from the U.S. Army for the development of a novel fuel processor. The device will generate hydrogen for a fuel cell to provide a reliable portable power source for the individual soldier for extended missions. The technology is built on InnovaTek's proprietary compact microchannel architecture that produces hydrogen from readily available fuels such as gasoline and diesel.

The contract is a Phase 2 award under the Small Business Innovation Research (SBIR) Program. During Phase 1 in 2002, InnovaTek developed a proprietary advanced sulfur-tolerant catalyst that provided the key element and technical foundation for the Phase 2 program.

“The individual soldier now carries an incredible amount of gear, much of it electronic”, said Dr. Patricia Irving , InnovaTek CEO. “The Army is focused on technologies that can lighten the load while increasing the overall length of time the soldier can remain in the field.” This will require advanced power systems that are more efficient than current batteries or generators. Fuel cells have the potential to provide such power. But they must be able to use logistical fuels that are available world wide, even in remote locations, as the source for hydrogen. InnovaTek's technology provides this core ingredient by generating hydrogen through catalytic reforming of complex hydrocarbon fuels.

“By using micro-structured components and novel catalyst and membrane materials, our technology will provide the Army with a more efficient power supply, greatly reducing the quantity of fuel required for mission activities,” said Dr. Quentin Ming, the project Principal Investigator and inventor of InnovaTek's catalyst.

The project will culminate in a demonstration system that will prove feasibility of a lightweight, portable power system based on hydrogen from logistical fuels that are available wherever a soldier may be deployed.

InnovaTek's InnovaGen™ fuel processor is a cornerstone technology of the Company's Sustainable Power Division. InnovaTek is located in Richland in the Applied Processes Engineering Laboratory (APEL).

 Hydrogenics Corporation Files a Preliminary Prospectus and a Registration Statement with Respect to  the Offering of Common Shares in Canada and the United States

PRNewswire- Hydrogenics Corporation (Nasdaq: HYGS, TSX: HYG) today announced it has filed a preliminary prospectus with the securities commissions in each of the provinces of Canada and a registration statement with the United States Securities and Exchange Commission (the "SEC") pursuant to the Canada/U.S. Multijurisdictional Disclosure System for a proposed public offering of common shares.

Citigroup Global Markets Inc. will be the sole book-runner for this offering, and National Bank Financial Inc. and TD Securities Inc. will serve as co-managers.

A registration statement relating to these securities has been filed with the SEC but has not yet become effective. The securities may not be sold nor may offers to buy be accepted prior to the time the registration statement becomes effective. This press release shall not constitute an offer to sell or the solicitation of an offer to buy nor shall there be any sale of these securities in any State in which such offer, solicitation or sale would be unlawful prior to registration or qualification under the securities laws of any such State.

Copies of the U.S. final prospectus relating to the offering may be obtained when available from Citigroup Global Markets Inc., 388 Greenwich Street, 34th Floor, New York, NY 10013.  Copies of the Canadian final prospectus relating to the offering may be obtained when available from

National Bank Financial Inc., 130 King Street West, Suite 3200, P.O. Box 21, Toronto, Ontario M5X 1J9 or TD Securities Inc., 60 Wellington Street West, 8th Floor, Toronto, Ontario M5K 1A2.
 
 
 

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