In terms of size, financial value and environmental impact, transportation markets represent the biggest prize for fuel cells. Fuel cells have been tested in transport for over forty years, but only a handful of vehicles were constructed until the mid- 990s.
The most dramatic development, however, has taken place since 2000.
Vehicles
Fuel cells were first used to power vehicles over forty years ago. However, for many years development work was insignificant. Only a handful of vehicles were constructed until the mid-1990s. Since then prototype volumes have risen dramatically, and we now estimate that a total of 200 light duty fuel cell vehicles (FCVs) have been built and operated worldwide. This number includes: light commercial vehicles (such as vans and pick-up trucks); sedan cars; sports utility vehicles (SUVs); and smaller vehicles such as golf-buggies and go-carts.
In 2002 Honda and Toyota delivered the first client-operated FCVs to customers in California and Japan, one year earlier than expected. DaimlerChrysler also brought forward its introduction date for small fleets of “market ready” FCVs to 2003, as did Nissan. Ford and General Motors also made considerable progress in FCV development.
2002 is also notable for the growing consensus that FCVs will be available in the marketplace by 2010. “Based on the industry’s own public comments, we anticipate an increasing number of first-generation vehicles in the hands of consumers over the next two years”, says Brian Walsh of Fuel Cells 2000, which promotes education and outreach on fuel cells. “Next generation fuel cell vehicles will enter use around 2006 to 2007, with 2010 the target for full commercial capability, which we define as mass production”.
Fuel Cell 2000 recently analysed comments from the industry in a report which is available at So far as technology type is concerned, nearly all the vehicles included in this survey use proton exchange membrane (PEM) fuel cells, as the chart above indicates. Exceptions include a direct methanol fuel cell go-cart developed by DaimlerChrysler and Ballard Power Systems (the leading supplier of PEM fuel cells for light duty vehicles). At least fifteen vehicles powered by alkaline fuel cells (AFCs) have also been constructed, including a micro-car recently developed by Finnish company Hydrocell, details of which follow later in this survey.
In spite of such developments, other fuels are still being explored, including gasoline and liquid hydrogen. In contrast, methanol is not as popular as it once was. No new methanol FCVs have been built since 2001.
Although developments have been positive in recent months, there are still many technical and regulatory issues to resolve before FCVs become a regular sight on roads, as well as significant commercial challenges. Can fuel cell vehicles be profitably sold at a price comparable to today’s cars? At today’s volumes the answer is a resounding ‘no’ – according to a recent report in Forbes Magazine, General Motors says it currently spends at least US$375,000 to build a fuel cell engine, hardly a cost it can pass onto most consumers.
Looking forward, costs should fall dramatically as volumes rise. Ballard Power Systems, for example, recently told Automotive Environment Analyst that its automotive PEM fuel cell system could be made almost as cheaply as a combustion engine at volumes of more than 200,000 per year. However, achieving such volumes will be challenging, requiring significant political and public support. Added to that, FCVs face growing competition from other automotive technologies, particularly hybrid electric-gasoline vehicles.
Political support for FCVs varies widely by region. In the USA it is widespread, although perhaps not as focused as it once was. California’s Zero Emissions Vehicle (ZEV) mandate, for example, which was expected to boost FCV volumes, is now on hold. Similarly, it is unclear if the US government-industry FreedomCAR programme will have a significant impact on FCV development, owing to its lack of well-defined targets.
In Japan FCV development has support at the highest level. Since he came to power in April 2001 Prime Minister Koizumi has given his full backing to FCVs, urging his government to promote their introduction, and encouraging industry leaders to mass produce them.
China has also pledged significant support for fuel cell cars: FCV development is one of twelve key scientific projects in China’s 10th Five-Year Plan, which stretches from 2001 to 2005.
Beyond governments, perhaps the most important push for FCVs will come from the corporate sector. Hundreds of companies worldwide are now dedicating significant resources to every aspect of fuel cell cars, from the development of specialised materials and components to the mass production of complete vehicles.
A considerable number of companies are involved in developing fuel cell vehicles, ranging from the largest automotive groups to small start-ups. Details of a number of these are given below, in alphabetical order. Developers of fuel cell systems rather than complete vehicles, such as Ballard Power Systems, Nuvera, and UTC Fuel Cells are mentioned in the profiles of companies they supply.
Anuvu Fuel Cell Products is integrating one of its own PEM fuel cell systems into a Suzuki vehicle that it has converted to electric battery power by removing the engine and transmission and adding an electric motor and battery packs. The fuel cell should extend the range of the vehicle from 40 to 250+ miles. Costs for the car and the conversion are reported to be less than US$60,000 in total. Anuvu has also constructed a fuel cell powered golf-cart.
Daihatsu (Japan), a major manufacturer of mini-vehicles, is developing fuel cell vehicles in partnership with Toyota, which holds a 51% stake in the company. Building on years of experience with electric vehicles, it unveiled its first fuel cell prototype, the Move EV-FC, in 1999. This four-seater mini-vehicle was fuelled by methanol, processed in a compact onboard reformer developed by Daihatsu. Another fuel cell mini-vehicle, the MOVE FCV-K-II, was unveiled in 2001. Fuelled by compressed hydrogen and powered by a 30kW version of a Toyota fuel cell stack, public road tests of this vehicle will begin in 2003.
DaimlerChrysler has been developing fuel cell technology since the early 1990s, and has the largest demonstration programme of any auto-maker. In October 2002 it unveiled its sixth generation fuel cell car, the F-Cell, over sixty units of which will be operated and tested by customers in Europe, the USA, Japan and Singapore from 2003. Like earlier prototypes the F-Cell is based on a Mercedes-Benz A-Class and incorporates a fuel cell system supplied by Ballard Power Systems, in which DaimlerChrysler holds a 24 percent stake.
Other highlights for DaimlerChrysler in 2002 included a pioneering 5,250km trip by a methanol-fuelled NECAR 5 across the American continent, and the successful operation of a fuel cell powered Mercedes-Benz Sprinter van with a German delivery company. The world’s first FCV in regular operation on public roads, this vehicle covered more than 16,000km in its first year of service with Hamburg company Hermes.
FIAT unveiled its first prototype fuel cell vehicle in February 2001. The Seicentro Elettra H2, which is powered by a low pressure PEMFC system developed by Nuvera Fuel Cells, was the outcome of a project sponsored by the Italian Environmental Ministry. In October 2002 it was reported to have operated without performance degradation for more than 3,000 kilometres. Fiat’s next generation FCV, which is due to be demonstrated in 2003, will also be powered by Nuvera fuel cells. Nuvera sold nine PEMFC stacks to Fiat’s Research Centre in October 2002.
Ford Motor Company unveiled its latest FCV, the Focus FCEV Hybrid, in March 2002. Features include a 300 volt Sanyo battery pack, brake-by-wire regenerative braking systems adopted from hybrid gasoline/electric powertrains, and a 5,000psi compressed hydrogen tank. Like all its FCVs, the Focus uses a PEM fuel cell system developed by Ballard Power Systems, in which Ford holds a 20 percent stake.
General Motors (GM) has one of the most ambitious fuel cell programmes, with a fuel cell team of around 600 hundred people working at research centres in Germany and the USA. According to Bloomberg it is spending around US$300 million to US$400 million on fuel cell development per year. In 2002 a new research facility was opened at Honeoye Falls, New York, and two headline-grabbing vehicles unveiled: the AUTOnomy concept, and the driveable HyWire vehicle. One of these will begin trials with Federal Express in Japan from June 2003, and a number are also expected to be tested in everyday conditions elsewhere.
GM’s fuel cell interests extend beyond the USA and Europe. In 2001 the Pan Asia Automotive Technology Centre (a joint venture of GM and Shanghai Automotive Industry Corp) unveiled an eight passenger FCV. Based on a Shanghai-assembled Buick, it is powered by a GM fuel cell stack. Meanwhile, GM’s Australian subsidiary, Holden, is aiming to develop a viable commercial FCV by 2010, which would incorporate Australian developed super-capacitor technology. GM is also reported to be working on fuel cells for small vehicles with Suzuki (in which it holds a 20 percent stake), although there have been few signs of activity in this area.
Honda started exploring the potential of fuel cells in 1989. Following the development of several generations of prototypes, it is now beginning trials of small fleets of the FCX vehicle pictured above, thirty of which are scheduled to be supplied to customers in Japan and California over the next two to three years. The FCX was the first fuel cell car to receive to be certified by the US Environmental Protection Agency and California Air Resources Board as a zero emission vehicle, and has also met applicable US safety and occupant protection standards. In line with this, a number were crash-tested in Japan in 2002.
Nissan is Japan’s third largest car manufacturer after Toyota and Honda. Renault has a major stake. Nissan presented its first FCV prototype in 1999, and a second in 2000, based on its Xterra sports utility vehicle. Both were powered by PEMFC units from Ballard Power Systems. Following that, its programme slowed somewhat, and in 2001 there was talk that it would concentrate on developing gasoline fuelled FCVs in a US$700 million project with Renault.
In 2002 there were still more changes. Perhaps prompted by Honda and Toyota announcements, Nissan brought forward the introduction of “market ready” vehicles from 2005 to 2003. At the same time it switched fuel cell suppliers from Ballard to UTC Fuel Cells, who are supplying PEMFC power modules for Nissan’s X-Trail vehicle, which is fuelled by compressed hydrogen. Nissan plans to begin limited marketing of this vehicle in 2003. For more information on the X-Trail.
PSA Peugeot Citröen is the world’s leading retailer of electric vehicles, having sold more than 10,000 since 1995. From 2005 it plans to sell electric vehicles equipped with small hydrogen fuel cells to back up the battery-driven drivetrain. In line with this strategy, it has developed two hybrid FCV concepts – the taxi and the fire-fighting vehicle pictured above – both equipped with batteries and a small PEM fuel cell for back-up power. In January 2002 PSA formed a joint development programme with H Power to develop fuel cells as range extenders in light duty vans.
Toyota started development of fuel cell vehicles in 1992 and now has one of the most extensive and advanced fuel cell programmes in the world. In 2002 Toyota brought forward the leasing of its first “commercial” FCVs by one year, and introduced a modified prototype, the FCHV, based like earlier models on its popular Highlander SUV. On 2 December 2002 Toyota delivered four of these vehicles to four Japanese government agencies, which have leased them for thirty months at US$10,000 per month per vehicle.
In January 2001 the two companies also teamed up with Exxon Mobil Corp to develop a clean hydrocarbon fuel as a source of energy in fuel cell vehicles.
In January 2003 Toyota unveiled a concept FCV, the FINE-S (Fuel cell INnnovative Emotion-Sport). With a low centre of gravity (achieved by mounting the fuel cell system below the floor) and independent four-wheel control, it is designed to offer sports performance as well as carry four people.
Buses
Bus fleets are being seen as a good early market for fuel cell and hydrogen and already 65 buses are working in daily use.
Technology for reasons such as:
- Central refuelling
- Predefined routes (so operators can calculate time between refuelling and distances)
- High public visibility
- Size and weight of the stack not being as critical as in the light duty vehicle market
- More design space for hydrogen storage tanks.
Natural Gas is a well established fuel for buses. Hythane, a blend of natural gas and hydrogen, is being increasingly discussed in terms of a commercial fuel for buses. One company alone is planning on replacing ten thousand Chinese buses in Bejing with Hythane for the 2008 Olympic Games. Compare this with the previously announced one hundred fuel cell buses for the Olympic Games.
Hybridisation of fuel cell buses currently comes in two main forms:
1. The fuel cell providing the primary power with a battery providing auxiliary or backup power.
An example of this is the ThunderPower hybrid bus which has a UTC 170 kW fuel cell as the primary propulsion unit, and the battery providing power to the drive axle.
2. The fuel cell providing backup power to the primary propulsion unit.
Europe that has by far the highest number of fuel cell buses With four major fuel cell bus projects funded by the European Union, and DaimlerChrsyler, MAN and Volvo, amongst others, being located in Europe this is one area in the application of fuel cell technology where Europe is leading the pack. Europe, has a two thirds market share. Both North America and China have a number of fuel cell buses on order, to be delivered in the next year or so.
China’s contribution to the commercialisation of fuel cell buses came this year from the fuel cell developer, Shanghai ShenLi, and Tsinghua University. This bus may be part of the Global Environment Fund (GEF) Fuel Cell Bus Programme.
Demonstration Programme
Clean Urban Transport for Europe (CUTE), with its 27 buses is still the largest of its kind, with most current, or planned programmes, employing somewhere between one and six buses.
This year saw two very different projects hitting the roads. The Australian STEP project received its three Citaro fuel cell buses, which are now in daily use, and Hawaii’s Hickam Air Force Base received its hybrid fuel cell bus early this year for testing and evaluation.
The project that is due for delivery within the next 1-2 years, such as the Natural Resources Canada Fuel Cell Bus Programme.
One announcement that has been released is the development, by Hydrogenics, of a hybrid bus for Ministry for Transport Energy and State Planning, Germany, with a demonstration planned for next year. Also next year will see a new model Honda hybrid FCHV-BUS2 operating at the World Expo2 in Aichi, Japan.
Californian Fuel Cell Partnership Fuel Cell Bus Programme, which will supply 7 buses to AC Transit, Sunline Transit and Santa ClaraVTA.
In Europe, especially, there are four projects CUTE, ECTOS, CityCell and the Fuel Cell Bus Project.
ECTOS is part of the integrated project to turn Iceland into the world’s first true hydrogen economy and is therefore a part of a bigger picture, which will include light duty vehicle demonstrations and developing a hydrogen fuelled fishing vessel. The Fuel Cell Bus project for Berlin, Copenhagen and Lisbon was the only project designed to test liquid hydrogen.
Bus Manufacturer
DaimlerChrysler (Germany) through its daughter group EvoBus has, so far, the
Largest percentage of fuel cell buses being tested. This includes the CUTE, STEP and ECTOS projects. Future orders for the EvoBus product include the Chinese Ministry of Science and Technology (MOST) which are expecting, in 2005, the delivery of three fuel cell powered Citaro buses. With its worldwide sales and support network, and its relationship with Ballard, Daimler sees itself sitting squarely in the middle of any upcoming fuel cell automotive market.
Gillig (USA) is the second largest producer of transit buses in North America. As well as cooperating with Ballard and UTC on fuel cell buses, it is also developing what it sees as other nearer term options such as diesel electric hybrids. Gillig fuel cell buses will form part of the upcoming demonstration in Santa Clara, California.
Irisbus (France), which is part of the Fiat group, was due to produce the fuel cell buses for the CityCell project. A growing company with active links in the former Eastern Europe and a strong presence in China, Irisbus is looking at a range of alternative fuels / propulsion systems such as clean diesel, biofuels and natural gas.
MAN (Germany) is one of the leading commercial vehicle manufactures in Europe with a hundred year history in production and product innovation. MAN released its first fuel cell bus in 2000 and this year produced two of the ten new buses released, both in Germany.
Neoplan (Germany) released, in conjunction with Proton Motors, its demonstration Bavaria II fuel cell bus in 2000. Since then it has been quietly and successfully developing a small number of fuel cell buses that are being used and tested in Germany.
New Flyer (Canada) is the largest manufacturer of buses in North America. As well
As developing fuel cell buses for the Natural Resources Canada Fuel Cell Bus
Programme, it is also currently the largest manufacturer of CNG and diesel / electric hybrids.
ThunderPower’s (USA) fuel cell buses received a substantial boost when the Californian governor Arnold Schwarzenegger used one as the backdrop to the signing of the executive order for the “Hydrogen Highway”.
Toyota (Japan) released its FCHV-BUS, in joint partnership with Hino, a manufacturer of diesel trucks, buses and industrial diesel engines then has been developing a refined model which is due to be released at next years world expo in Japan. Toyota so far seems to be focussed exclusively in the Japanese market and has released only a very limited number of these buses for testing. The FCHV-BUS is currently in daily use between Tokyo Station and Odaiba, the site of the FC Expo 2005.
Van Hool (Belgium) has been contracted to provide the bodies for seven of the buses for the Californian Fuel Cell Bus Programme. The bodies will be used by ThunderPower, who will integrate the UTC fuel cells, sometime during 2005.
Volvo Bus (Sweden) was due to develop two fuel cell double-decker buses for Berlin. Apart from the initial press release there has been scant information on this and it now appears to have been cancelled. NovaBus, a subsidiary of Volvo Bus, is involved in producing zinc air fuel cell buses for a demonstration project in Las Vegas.
Stack Manufacturers
Ballard Power Systems (Canada) has supplied all the CUTE, ECTOS and STEP buses with their 205 kW stacks and continued to work with DaimlerChrysler. They have also been involved in bus demonstrations for the Californian Fuel Cell Partnership, the Zebus Demonstration Programme and the Chicago & Vancouver Demonstration Programmes. Next year will see this relationship deliver buses to China. Ballard stacks currently represent over 50% of all the fuel cell buses surveyed.
Enova Systems (USA) provides 240kW stacks for direct propulsion units in heavy duty vehicles, including buses, and also works on smaller units for hybrid bus development. This year Enova signed an agreement with China’s First Auto Works (FAW) for parallel hybrid drive systems for its hybrid buses. Enova also supplied the US Air Force in the development of its fuel cell hybrid bus for Hickam Air Force Base.
Hydrogenics (Canada) although not directly focusing on stack development for fuel cell buses has seen a number of orders from North America and Europe to integrate its stacks for hybrid propulsion. Hydrogenic’s latest order is to develop a “midi-bus” for the German State of North-Rhien-Westphalia. This vehicle is due to be demonstrated in 2005.
Proton Motor (Germany) seems to be focusing more exclusively on transport and in particular heavy duty applications for its PEM stacks. As well as producing stacks for a number of the European fuel cell buses in this survey, Proton has also released a prototype fork lift truck powered by a fuel cell.
· Shanghai ShenLi (China) has been developing and manufacturing PEM technology since 1998. It has been involved in a number of major government-run research and development programmes within China. Working in conjunction with Tsinghua University they demonstrated this year their
fuel cell bus, which will be tested in daily use from next year
UTC Fuel Cells (USA) is one of a small number of companies that are, currently, using their technology base in multiple fuel cell applications, including heavy duty vehicles. UTC has development and demonstration agreements with Thor Industries, ThunderPower’s parent company, and Irisbus.
Last Update: Thursday 11 December 2008 Time: 23:35