Fuel cell market introduction

More complex hydrocarbonaceous fuels might materialize in the long term, depending on the alternative vehicle market. The fuel development programs also include hydro-carbonaceous fuels for both, on-board reformers and for liquid hydrocarbon fuel cells. The introduction of hybrid and FC cars would inevitably reduce the share of gasoline in total fuel consumed. 

Thus far, most of the interest in fuel cell transportation applications has focused on the use for propulsion, a very challenging task. Over the last two years, interest in the use of fuel cells for vehicle APUs has risen. The requirements of APU applications are thought to better match the initial performance and cost characteristics of fuel cells. APUs are also a possible initial fuel cell market application in the transportation sector and a step towards introduction of hybrid and fuel cell... 

The most recent wave for hydrogen-vehicle market introduction arose with announcements by Daimler and Toyota in 1997 of the production of fuel-cell cars in 2004 (see Fig. 8.1). After this, other car manufacturers joined the hydrogen race. 

The various types of fuel cells are at somewhat different stages in the technology cycle the MCFC is ready for market introduction but faces the typical problem of a new technology, i.e., is expensive because of the lack of economies of scale for its production and the lower cost of its technical rivals (engine-driven co-generation and microturbines). From the technical point of view, the phase of euphoria has almost passed for PEMs and SOFCs and further R D activities are necessary for these two types to match the technical performance of their competitors or the necessary cost level for fuel cells to be technologically and economically ripe for the market. Only the DMFC has reached a standard that allows its use in niche markets, like caravans or yachts, despite poor efficiency levels. 

The introduction of a new product or technology is always accompanied by different circumstances that promote or prevent its success on the market. If there is no public acceptance, for example, fuel-cell technology will be hard put to gain important market segments. But there are also other barriers to be overcome. 

Looking at the transport application and the concerns of automotive technicians, interest is still restricted. One reason is that fuel-cell vehicles are not yet ready for marketing. The market introduction scenarios are shown in Chapter 14. Another reason is that the biggest share of the automotive turnover comes from buying and selling vehicles (82%) and not from maintenance and repair. In Germany, maintenance only constitutes 6%, repairs 4% and accident repairs 8% (DAT-Veedol-Report, 2001). 

The beginning of the possible market introduction of hydrogen passenger cars in the most optimistic scenarios is around 2015, which is also in line with the implementation plan of the European Hydrogen and Fuel Cell Technology Platform (HFP, 2007). The Reference scenario features high policy support, fast learning, concentrated users, early network and no country-specific bounds. 

These selection and evaluation criteria were applied systematically to four technological fields, three of which contribute to new energy-efficient solutions. Passive houses, for example, with their major components of insulation solutions, window systems, ventilation and control techniques are close to market diffusion within the next ten years. Fuel cells for mobile uses in vehicles, however, are still a long way from market introduction, for instance, because of unresolved problems regarding the deactivation of the membrane electrode assembly (MEA) and the need for cost reductions by about one order of magnitude. Other types of fuel cells for stationary uses may be closer to market introduction, owing to less severe technical bottlenecks and better economic competitiveness. 

The PEMFC is technically in quite an advanced status. Fuel cell systems for both transport as well as stationary applications exist in a wide variety and are being operated in demonstration programs under practical conditions [57]. For large-scale market introduction, cost has to be reduced significantly, and durability must be improved. Both items cannot be solved by clever engineering only -new materials are also required. 

United States Plug Power is developing a 7 kWe fuel cell system for residential applications. They have tested their system on hydrogen and are planning market introduction of several models which could use hydrogen, propane, or natural gas. 

Early market introduction of hydrogen and fuel cell technology through the Early Adopters Program. 

Canada s national program consists of three areas research and development hydrogen infrastructure development through the Canadian Transportation Fuel Cell Alliance and early market introduction of hydrogen and fuel cell technology through the Early Adopters Program. 

Qualification measures are needed for preparing the market introduction. Codes and standards have to be developed. Within this phase, RD D activities have to embrace the whole technology chain beginning with the fuel infrastructure and including gas reforming, fuel cell, fuel storage, operation and maintenance of the system. 

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