• 43
Danish company H2 Logic will add to Norway's "hydrogen highway" with the installation of a refueling station in the suburbs outside of Oslo in summer 2011. Together with another planned hydrogen station in the city's downtown center, this area of Norway will become home to one of the world's densest hydrogen refueling networks.

Back in 2003, Norway witnessed its first hydrogen station installation in the nation's third largest city; Stavanger. Since then, three additional stations have opened for service and 20 hydrogen vehicles have hit the roads. Norway's efforts are part of a joint collaboration project called the Scandinavian Hydrogen Highway Partnership (SHHP), which consists of a three national bodies – HyNor (Norway), Hydrogen Link (Denmark) and Hydrogen Sweden.

A recent study by Pike Research predicts that 37 percent of the 2.8 million fuel-cell vehicles expected to take to the streets by 2020 will roam around in Western Europe. This makes the task of installing additional refueling stations in Norway and the surrounding areas vital to the hydrogen vehicle's success in the region.

[Source: H2 Logic]

PRESS RELEASE

Hydrogen station for Lillestrøm Norway in 2011


Recently Hynor Lillestrøm AS signed a contract with H2 Logic A/S on delivery of a hydrogen station in summer 2011, after a competitive tender exercise. The station will be installed at a new hydrogen research facility at Akershus Energy Park in Lillestrøm just outside of Oslo in Norway. The station will feature sustainable onsite hydrogen production and 700 bar refueling according to international standards, ensuring fast refueling in few minutes and long vehicle range. Together with another planned Oslo hydrogen station in 2011, this will ensure Norway one among the world's most dense hydrogen refueling networks.

Recently an international study was announced showing that fuel cell vehicles provide the lowest-carbon solution for long distance driving and medium and large family-size cars. Also the study revealed that a hydrogen infrastructure is affordable, achievable and of comparable cost to other fuels and technologies. However it emphasizes that investment in hydrogen infrastructure must start without delay so that commercial scale up can take place. Also public incentives such as tax exemptions on vehicles could make fuel cell vehicles commercial as early as 2020.

Norway started the establishment of a hydrogen refueling network back in 2003 with the opening of the first hydrogen station in Stavanger as part of a network initiative called HyNor. Since then additional three stations has opened and 20 hydrogen vehicles been put in operation. The new hydrogen station to open in Lillestrøm summer 2011 will add yet another station to the HyNor network. Also attractive tax exemptions are already in place in Norway, with zero tax on hydrogen car compared to a significant tax on conventional vehicles. Similar efforts are happening in Sweden and Denmark through a joint collaboration effort called Scandinavian Hydrogen Highway Partnership.

The station will include an alkaline electrolyser enabling production of hydrogen by use of electricity from solar panels. Space is available for future test of other hydrogen production technologies such as PEM electrolysis. Hydrogen will be compressed to 700bar and refueled according to the latest international SAE standard on fast and safe refueling of hydrogen in few minutes, comparable to refueling of gasoline.

The hydrogen station will be supplied by H2 Logic A/S from Denmark, who also is to provide another hydrogen station for Oslo during 2011 where seventeen fuel cell vehicles will be deployed in Oslo. Five of the vehicles will be placed in Lillestrøm and use the new and innovative hydrogen station.

Jan Carsten Gjerløw, Managing director at Hynor Lillestrøm AS states: "The hydrogen station in Lillestrøm will supplement the many and extensive research activities planned at the new facility in Akershus Energy Park. With the station we can provide sustainable produced hydrogen for vehicles, covering even more of the Oslo region and expanding the HyNor network."

Director in H2 Logic A/S, Jacob Krogsgaard states: "We are proud to have been selected as supplier of the hydrogen station for Lillestrøm. We experience an increasing interest for our refueling products due to the strong signals provided by major car manufacturers on market introduction of fuel cell vehicles onwards 2015. The Lillestrøm station also provides great synergy with another hydrogen station that H2 Logic also is to construct in Oslo in 2011."

The Lillestrøm hydrogen station is supported with funds from Norwegian Research Council, TRANSNOVA, the county of Akershus, Innovation Norway and the municipality of Skedsmo.

Hynor Lillestrøm AS
Hynor Lillestrøm AS is single-purpose company set up for a research & development facility to produce hydrogen by conventional and R&D processes both using sustainable local energy. The owners and the founding are public, semi-public and private entities. The goals are to demonstrate the production of hydrogen from different renewable energy sources, demonstrate the use of hydrogen for transport and to gain increased knowledge of the production and use of hydrogen.

H2 Logic A/S | www.h2logic.com
H2 Logic is a leading developer of zero emission & sustainable Fuel Cell Power Systems for Material Handling vehicles and Hydrogen Refueling Infrastructure for production and refueling of hydrogen to vehicles.


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    • 1 Second Ago
  • 43 Comments
      • 4 Years Ago
      I can't see installations like that becoming common.
      - It's far more expensive than a traditional gas station.
      - It requires more land than a traditional gas station.
      - Fear over "explosive" hydrogen (whether warranted or not) will put pressure on local politicians to keep these away from schools and houses.
      • 4 Years Ago
      I don't understand why people call hydrogen a boondoggle.

      In the last 15 years, over $25 trillion dollars worth of ICE vehicles have been sold worldwide. During that time, the OEMs and all world governments combined have spent at most $15 billion dollars on fuel cell R&D.

      So, if you buy a $20,000 car, about $12 of the purchase price goes to hydrogen fuel cell R&D.

      http://www.fuelcells.org/InternationalH2-FCpolicyfunding.pdf

        • 3 Months Ago
        " And the consensus among most unbiased scientists & engineers is that it just doesn't make sense."

        Stop it, stop it! You're starting to make me laugh....



        LOL
        • 3 Months Ago
        Money can't change the laws of physics.
        • 3 Months Ago
        Almost all of the development cost of conventional cars was paid for by the auto company involved, no subsidies, and that is also true with most hybrids and plug-ins too. But most of the development cost for H2 vehicles have been subsidized by various governments, in some cases the auto makers bear little or no cost for that research. It isn't car buyers that are subsidizing it, it is taxpayers.

        Now perhaps that subsidy could be forgiven if there wasn't a better alternative, or even if there was a reasonable chance for success, but that isn't the case. Plug-ins are less expensive and more efficient, and have lower "fuel" cost to boot. More importantly, plug-ins are coming to market now, while H2 fuel cells are "5 years away", and have been 5 years away for 40 years.
        • 3 Months Ago
        complete nonsense as always, Chris M.

        I said reliable range.

        The Tesla battery pack is not reliable. It will not last anywhere near 150k miles while still providing anything close to full range. It uses junk batteries and full charges and full discharges them to provide the BS EPA range.

        The Volt provides a reliable 25 miles from its 16 kwhr pack. A pickup will require a ~32 kwhr pack for the same distance. For a reliable 200 mile range, that means 256 kwhr.

        Thats five times the size of the Tesla's battery pack - $150,000 and 5,000 lbs. And two days to charge.
        • 3 Months Ago
        Spec

        I laugh because you choose to ignore evidence (such as this very post regarding a renewably-powered H2 station) rather than accept FCVs as practical. See my post directly above yours if you need some evidence, or simply keep reading ABG as more positive articles continue to appear regarding FCVs...

        (still laughing at the sheer obtuseness of the anti-FCV crowd)
        • 3 Months Ago
        "Money can't change the laws of physics." - Spec

        "The [1966] GM Electrovan used a [5kw] fuel cell produced by Union Carbide, which was fueled by both super-cooled liquid hydrogen and liquid oxygen......The platinum used in the fuel cell was enough to 'buy a whole fleet of vans'......Because of safety concerns, the Electrovan was only used on company property, where it had several mishaps along the way." - http://www.hydrogencarsnow.com/gm-electrovan.htm

        The latest GM fuel cell produces 93 kw, uses ambient air and compressed hydrogen, and uses ~$1,500 worth of platinum. And GM fcvs have travelled well over 1,000,000 miles on public roads with private citizens at the wheel.

        That's progress. Progress takes money. No laws of physics have been changed.
        • 3 Months Ago
        Ultimately I think it makes some sense to continue some funding for research for hydrogen, but the large majority of funding should go to plug-ins since they are much closer to reality. Dr. Chu's funding cuts may have been overruled by Congress, but at the same time, plug-ins are getting their deserved attention.

        @Dave
        Here's where I disagree with you "reliable range". Let's not forget a fuel cell also runs on an electric drivetrain and is susceptible to the same kind of range variation as an EV. The EPA cycle is a standard and is the only fair way to compare vehicles.

        As fuel cell pickups, I don't think fuel cells are a good application there either. Sure, the hydrogen tank for more range isn't much of an issue (volume issues aside; this can be addressed by using multiple smaller tanks lined under the bed, up to a point). But the fuel cells needed for the power required by a pickup is an issue. That's where the weigh/cost increase will come from.

        The only hydrogen pickup I was able to find was a Silverado from 2005-2006, 125 mile range with 3 hydrogen tanks, weights 7500lbs vs 5700lbs for a V8 ICE version. Haven't heard about it since. Interestingly in the article Larry Burns "indicated that by 2010 the company would have at least five vehicles available to consumers. They would range from the HydroGen 3 minivan priced near $30,000 to a crossover SUV under $60,000."
        http://editorial.autos.msn.com/article.aspx?cp-documentid=435410
        • 3 Months Ago
        Spec -

        The cost of a battery for a full size pickup truck with a reliable 200 mile range is about $150,000 and weighs about 5000 lbs.

        The energy used to manufacture this huge battery and move it and the large chassis it requires obliterates the energy saved by using an admittedly very efficient BEV drivetrain.

        Without pickup trucks and other commercial vehicles, we have no houses, or roads, or anything else.

        Battery powered commuter vehicles are beginning to make sense. But BEVs are nowhere near ready to replace ICE powered full size vehicles and commercial vehicles.
        • 3 Months Ago
        Dave . . . the situation has certainly become much MUCH better. But there is still no plausible business model for FCVs yet. There is a plausible business model for EVs and that is why auto companies are starting to build & sell them again. EVs may fail but the risks are low enough now to give them a shot.

        As far as I know, there is not a single FCV available for sale or 100% planned to be available any time soon. The bean-counters at the car companies run the numbers and when the risks are low enough, they'll move forward.


        You post concerns a vehicle . . . the vehicles are actually coming close to the ball park. But a lot of the bigger problems are in the creation, distribution, and storage of hydrogen. There are expensive and dangerous issues there.
        • 3 Months Ago
        @Dave . . . here is an idea: Let's use gasoline diesel to power trucks. Genius, huh! Oil is just getting more expensive for now, it isn't running out.

        @letstakeawalk . . . If you want to discuss the practicality of FCVs you need to contradict something I said and provide evidence, not just laugh.
        • 3 Months Ago
        "The cost of a battery for a full size pickup truck with a reliable 200 mile range is about $150,000 and weighs about 5000 lbs"

        Really? Well, there isn't such a thing on the market now, but lets see what we could estimate. Assuming that a full sized pickup would require twice the energy that a sports car would (not unreasonable, considering the relative fuel economy), then that electric pickup would need twice the battery used in the Tesla Roadster. The Roadster battery weighs 992 lbs and currently costs retail at $30,000, so we'd be looking at a pickup battery of 1,984 lbs costing $60,000 - less than half the figures you made up. Hey, even a 3x bigger battery would still come in at just 2,976 lbs. and $90,000

        Granted, even those figures are too much, which is why such a pickup is not yet on the market. But plug-in hybrid technology would work, and future improvements in batteries could bring down both price and weight.
        • 3 Months Ago
        Thanks for the sensible approach to looking at the numbers. The financial picture behind fuel cells is not nearly as extravagant as some would lead others to believe. In fact the business case for HFCVs is quite positive, which is why the world's government's are encouraging their development as a multi-prong strategy - including BEVs and other alternative fuels - to reducing the emissions of GHGs and CO2.

        The attacks on hydrogen are generally from an emotional level, which is why the anti-H2 jobs always get fired up at the slightest whiff of a pro-H2 article - if H2 were as impossible as they claim, they could easily ignore it like an imaginary monster under the bed.

        I don't doubt the sincerity of those who dislike H2. Just their willingness to be open to freedom of scientific endeavor, and allow other people to try different approaches to solving global issues.
        • 3 Months Ago
        "Hey guys", **walks into the room of shouting people***....
        "sorry but my flight was delayed because the the weather. What'd I miss?"

        8^O + palm

        • 3 Months Ago
        "The only hydrogen pickup I was able to find was a Silverado from 2005-2006, 125 mile range with 3 hydrogen tanks, weights 7500lbs vs 5700lbs for a V8 ICE version. Haven't heard about it since."

        Jake, one of those Silverados was in town recently on demo. The company that is running it is about to start the installation of a solar-hydrogen stationary fuel cell at a National Park facility.

        Then there are the H2-powered Silverados that were part of the 2010 Winter Olympics Fleet demo.

        " Let's not forget a fuel cell also runs on an electric drivetrain and is susceptible to the same kind of range variation as an EV."

        No, they don't. FCVs have a much more consistent range than a BEV.

        "The EPA cycle is a standard and is the only fair way to compare vehicles."

        It's not the only way, since there are other regulatory standards in Europe and Asia, but I get your point.

        Take note that current FCV SUVs like the Toyota FCHV-adv have ranges of nearly 500 miles based on those standard tests, and they still have the same amount of interior space and cargo capacity as their stock counterparts. An fc stack and the hydrogen tanks take up very little space for the amount of energy they supply.

        "US EPA LA#4 (UDDS) cycle 491 miles
        Japanese 10‐15 mode cycle 516 miles
        JC08 cycle 472 miles"

        http://www1.eere.energy.gov/hydrogenandfuelcells/pdfs/toyota_fchv-adv_range_verification.pdf

        Medium and larger vehicles that need longer ranges or larger cargo capacities are ideal candidates for FCVs.

        Smith Electric agrees:

        ""We are delighted that the first phase of testing for our range extender has been such a success and we believe it will provide a significant improvement for the market of electric powered light duty vehicles. The improved range of operation opens up exciting new possibilities to the Group as we begin to address a wider market segment."

        http://green.autoblog.com/2010/11/18/proton-powers-full-cell-range-extended-smith-electric-truck-inc/
        • 3 Months Ago
        Oh . . . is your point that not very much money has been spent? But boondoggle refers to something that is futile & unnecessary. Why spend any money on it if it will never be useful? Certainly research & early funding is understandable. But one needs to continually reevaluate whether more investment is warranted. And the consensus among most unbiased scientists & engineers is that it just doesn't make sense. Some level of continued spending is fine because perhaps they'll have a miracle break-through. But spending money on infrastructure for cars that don't exist is crazy.

        EVs are not economically practical yet either. However, they are very close. And EVs can be justified on other grounds even if not economically competitive with gasoline cars (reduced local pollution, use of domestic energy resources, national security, reduced trade deficit, etc.) But mostly, there is now a clear path to economical viability of EVs due to decreased costs with mass production and expected higher oil prices.

        Higher oil prices also help FCVs but the cost gap between FCVs&infrastructure and gas cars is much larger than the cost of EVs&infrastructure and gas cars.
      • 4 Years Ago
      Hey Dave,
      Pretty good numbers.
      And, I can buy a Tacoma pick-up for about $15,000. that will run like a rabbit compared to anything with a 5000 pound battery pack.

      Of the many problems with fuelish cells, they'll need a battery pack to handle the surges and idling (or super capacitors $$$ that ain't quite there yet), upping the cost and vehicle weight even more.

      "Tesla battery pack unreliable."
      Doesn't TESLA claim their battery pack will last 100,000 miles ?
        • 3 Months Ago
        No, Tesla does not claim their pack will last 100,000 miles. GM & Nissan do provide such a warranty but Tesla does not.
      • 4 Years Ago
      Whenever we get a post here about fuel cells it seems to me we are transported to some strange discussion, whose premises appear to me to be inaccurate.
      Fuel cells and batteries are not in competition, but are complementary. If you can manage with a battery, that is a good way to go, but if you need more energy density for the application, you need a fuel cell.
      The billions spent on fuel cells have not only benefited them, but a considerable proportion of the money spent on developing an electric drivetrain for them has helped enable battery vehicles.
      Nissan for instance does not greatly discriminate between the two, and considers itself to be developing electric vehicles which are agnostic as to the choice of electric power for them.
      The reason hydrogen has been used so far in the development of fuel cells rather than on-board reforming, methanol or whatever, is because it is the simplest. The research on this will not go to waste though, as a lot of the work will apply whatever type of fuel cell is used.

      This is beside the fact that it would puzzle a Jesuit to tell whether some of the ideas being looked at for the future are fuel cells or batteries.
        • 3 Months Ago
        Finally, a sensible answer!
        • 3 Months Ago
        "Fuel cells and batteries are not in competition, but are complementary. If you can manage with a battery, that is a good way to go, but if you need more energy density for the application, you need a fuel cell."


        Cheers!

        Some of us are enthusiastic about all flavors of EVs, and are encouraged by all the positive progress that is happening.
        • 3 Months Ago
        :-) And I stand by that. But we are just starting to hit the limits and peak oil will raise the price of oil. But we will continue to have oil for many decades. We can continue researching FCVs during this time. But they are just not ready for the market and that is why no one is making them.

        EVs are barely ready for the market but they are close enough such that people will buy them.
        • 3 Months Ago
        Hey Dave - Good to see a few rationally based comments like yours. As an engineer and gear-head in the FC industry, I can tell you there is a lot many of the commenters here don't know because it is all proprietary information. But also I get a sense that many of them don't realize that the Hydrogen infrastructure problem in the US is not necessarily the case for other countries with a stronger national plan such as Japan, South Korea and Germany.

        While I'd be the first one to admit fuel cell's have technological challenges keeping them from being economically competitive against ICE's, others need to remember the same can be said for current battery technology. Not to bash batteries, but examples include charge time (still hours at 240V), lifetime limits (Li-ion batteries decay whether used or not), and temperature sensitivity.
        • 3 Months Ago
        Sure . . . but the Fuel Cell needs to compete with a gasoline engine! And a gasoline engine wins . . . even with gasoline prices at much higher levels.
        • 3 Months Ago
        "Sure . . . but the Fuel Cell needs to compete with a gasoline engine! And a gasoline engine wins . . . even with gasoline prices at much higher levels. " - Spec


        "At best, all you can say is that the Malthusians have been wrong SO FAR. But it is just a matter of time before resource limitations start causing real problems." - Spec

        http://green.autoblog.com/2010/12/02/pope-benedict-wants-solar-powered-electric-popemobile/
      • 4 Years Ago
      Are fuel cell cars really electric cars with hydrogen-powered range extenders?

      How much do fuel cells cost?

      How big of a battery pack is in a fuel cell car? How much bigger could it be if you transferred the cost of the fuel cell?

      How long do fuel cells last?

      How big are hydrogen tanks? How heavy is their protective structure?

      How much does hydrogen cost? (I seem to remember Robert Llewellyn fueling up a FCX Clarity and it costing about €36? http://www.youtube.com/watch?v=hYYR_wG-x_E )

      Sincerely, Neil

      • 4 Years Ago
      So they're building a handful of H2 stations to make a "hydrogen hiway", all to support just 20 prototypes? There are a lot more plug-ins already, and many more places to plug in. But I should give them credit for at least trying to tie together major cities, in the US it has all been an "urban island" strategy with no reasonable way for getting from one "H2 island" to another.

      Do they really think that there will be 2.8 million fuel cell vehicles in just the 5 years from 2015 to 2020? There are barely that many hybrids on the road now, after a full decade of sales, far better pricing and no fuel supply issues. It also is conveniently ignoring the booming sales of plug-ins, both PHEV and pure EV, that will severely restrict sales of H2 vehicles. A more reasonable estimate would be - less than 1% of plug-in sales, and most of those H2 vehicle sales will also be plug-in hybrids.
        • 3 Months Ago
        Reviewing the article, I noticed an interesting discrepancy. Apparently, Pike Research predicts there will be 2.8 million H2 fuel cell vehicles by 2020 - but apparently Hynor Lillestrøm AS believes that, with tax incentives, H2 fuel cell vehicles could become commercial "as early as 2020"!

        In short, one says there will be millions sold by 2020, the other says sales will just be starting...
        • 3 Months Ago
        Dave, the disadvantage with the "hydrogen island" plan is that H2 doesn't provide any advantage over batteries for local driving, but does cost quite a bit more as a fuel. Those applications you mentioned could be handled by battery electrics or PHEVs with lower fuel costs, and if they did go for an H2 fleet, it would be refueled by a private H2 station at headquarters, not from public H2 stations. In fact, most H2 stations are not open to the public for that reason.

        The sole remaining advantage to H2-FCVs is greater range, and even that isn't as big an advantage as promoters had hoped - note that the 270 mile range of the Clarity isn't much greater than the 244 mile range of the Tesla Roadster, and less than the planned 300 mile range for the Model S.

        Both Ford and GM have changed their H2 fuel cell plans to H2-PHEVs instead, allowing for home charging and local driving on much less expensive electricity, reserving the expensive H2 fuel for those occasional long trips. But without H2 stations between urban areas for refueling, H2 is almost useless for long trips.
        • 3 Months Ago
        The "H2 island" isnt necessarily a bad way to start.

        Imagine if all city buses, garbage trucks, DPW vehicles, UPS trucks, Fedex Trucks, Postal trucks, and police cars were converted to hydrogen one county at a time. That would be enough FCV and fueling station production to create the economies of scale needed for manufacturing.

        Eventually, the spaces between will need to be filled in, of course. But at this point, there is no purpose to be served in selling hydrogen in the middle of nowhere - so why do it?
      • 4 Years Ago
      Always nice to read about yet another H2 station! Especially one that produces its own H2 renewably.

      "The station will include an alkaline electrolyser enabling production of hydrogen by use of electricity from solar panels. Space is available for future test of other hydrogen production technologies such as PEM electrolysis."

        • 3 Months Ago
        Of course it is mainly for show, as that is one of the most expensive ways to produce H2. But looking on the bright side, when the H2 boondoggle gets flattened by the electric revolution, they'll be able to reuse those solar panels to provide electricity at a much better price than that H2 fuel!
      • 4 Years Ago
      If the MIT breakthrough in separating hydrogen and oxygen from water pans out commercially, then I think that FCVs will come closer to becoming practical. After that, finding a less expensive way of fabricating the fuel tank and standardizing things such as connectors, connector PSI, etc. will be necessary. I do not think that FCVs will be practical for end users in the immediate future, but 10-15 years down the road they may be. In less time than that, I think that they may become practical for commercial use, since the savings in fuel costs could pay off the cost difference in large commercial vehicles.
      • 4 Years Ago
      What continues to amaze me is the fascination with H2. Fuel Cells are wonderful devices and might just make great range extenders for cars and definitely will be great for home electricity generation. But why not focus the research on PEM membranes that are cheaper and more tolerant of CO poisoning and just use natural gas?

      It gets rid of all the problems, lack of infrastructure and costs associated with H2...and you get three times the energy in the same volume of gas and no loss of energy for yet another conversion and compression and storage, etc etc etc.

      How much can it cost to simply replace the PEM every few months? It must be a hell of a lot cheaper than building out an H2 infrastructure and any platinum used in them could be recycled.

      What am I missing??? What is the advantage of going all the way to H2...or is it really just a fascination because it sounds to cool?
        • 3 Months Ago
        I'm not aware of any natural gas PEM fuel cells, though it might be possible with the right catalyst. Most natural gas fuel cell installations uses solid oxide fuel cells that operate at a far higher temperature that PEM fuel cells ever could, it usually runs directly on natural gas without a reformer, and the solid oxide fuel cells have no problem with CO - it simply burns it off and derived more energy from it!

        The down side for automotive use is achieving and maintaining that high operating temperature, it takes some time to reach that point, so a vehicle based on it would have to rely on battery power only for several minutes upon startup. The ceramic based separator/electroyte must be able to withstand the normal vibrations and jolts inherent to vehicles, as well as the thermal stresses of startup and shutdown cycles. Most of all, it must be affordable. But even with those problems to be solved, the technology is promising enough that some companies, most notably VolksWagen, are researching it.

        My complaint isn't with fuel cells, it's with hydrogen fuel.
        • 3 Months Ago
        While natural gas fuel cells have the advantage of not being prohibitively expensive and being significantly more efficient because you don't need to produce hydrogen from natural gas first, my understanding is that they are to large and heavy for automotive use. I would be happy if someone could provide evidence to the contrary.
        • 3 Months Ago
        Thanks ChrisM.

        Yes, I was aware of the SOFCs and their advantages and current limitations. But I thought I had seen some announcements of people with PEM like systems that could handle the CO issue???

        I was hoping that LTAW or Dave or David M. might have some updates or ideas since they follow the fuel cell side of the world more than I do. I really do think fuel cells have a lot of potential and I would be very happy with them as range extenders in cars.

        Like you, I don't agree with the H2 viability so I was trying to see if there were alternatives around that issue rather than just slamming things and being negative.
      • 4 Years Ago
      Ah . . . a boondoggle started back in the early 2000's when the hydrogen hype was in full steam.


      Take a look at the stock price of the Ballard Power Systems from 2000 until now. That is the story of hydrogen. I think people are just going through the motions now and fulfilling commitments that were made back then.
        Noz
        • 4 Years Ago
        Ballard is a strong buy and a bargain...I made $50K on Ballard and plan to make more. It's a solid company that has and continues to make great breakthroughs.

        Thank goodness for companies like Ballard with long term vision --- who don't cater to people who whine all day about costs yet use all the products that took decades to bring to market at a price some of you can afford today.

        God forbid you think about tomorrow's generation.
        • 4 Years Ago
        Ballard doesn't make fuel cells for transportation anymore.

        Ballard was right to pull out of the business of fuel cells for transportation. And Ballard probably should pull out of fuel cells altogether, but not for the reason you think.

        Ballard doesn't have a snowball's chance in hell of competing with the deep pockets of GM, Toyota, Mercedes, and Hyundai, who have each spent well over 10 times Ballard's entire market cap of $115.26 Mil on fuel cell R&D.

        "However, in late 2007, Ballard pulled out of the hydrogen vehicle sector of its business to focus on fuel cells for forklifts and stationary electrical generation. The company sold its automotive fuel cell assets to Daimler AG and Ford Motor Company.[3]"

        http://en.wikipedia.org/wiki/Ballard_Power_Systems
        • 4 Years Ago
        yeah, I wrote to H2logic several years back naively trying to encourage them to shift to battery electric cars but that didn't register. and they get contract after contract from ignorant municipals to make their dead end fuel cell cars. converted Thinks. millions flushed. apparently Norway is the latest victim.

        copenhagen ordered a fleet of these h2logic Think cars for cop15 at a price where they could have bought teslas instead.. I tried reason with the technical mayor in charge of the decision but I might as well have tried to get a mule to deal cards.
        oh yeah btw, h2logic produced a report about how fuel cell cars were much better than electric cars and it was hugely biased with massive factual errors in it. stuff like it takes 14 hours to recharge an EV, period. errors you wouldn't make if you weren't intentionally trying to color the situation. you might call them lies. this was in an official report prepared for the city of copenhagen and somehow rubber stamped by a well known consulting engineering company to give it credibility. these ignorant bureaucrats took this report to be gospel and gave the contract to the company who made the report...
        I wonder where those hyper expensive cars are now. the municipal workers of copenhagen were supposed to use them but knowing hydrogen I wouldn't be surprised if they were never used. they also had some batteries in them so they might just be running them as EVs.
        • 4 Years Ago
        I agree, I think Ballard is a bargain. Their stationary and lift truck FCs are quite popular, and they are making progress towards the metrobus market:

        "There are more than seventy thousand buses operating in Europe today and this announcement is a sign of the growing trend toward clean energy technology," said Michael Goldstein, Ballard's Chief Commercial Officer. "We are pleased to further extend our long-term relationship with Transport for London and enable the reduction of CO2 emissions in that city."

        For the London deployment, Ballard is providing modules to a consortium that includes transit bus supplier Wrightbus, bus operator First Group, as well as Transport for London. Three additional zero-emission buses will join five existing buses, also powered by Ballard's FCvelocity® fuel cell modules and scheduled for deployment in revenue service in TfL's fleet by the end of 2010."

        http://www.prnewswire.com/news-releases/ballard-fuel-cells-to-support-london-climate-change-target-of-significant-co2-reduction-111392119.html
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