Embed Size (px)
Citation preview
1
International Energy Agency (IEA)
Technology Collaboration
Programme on
Advanced Fuel Cells
ANNUAL REPORT 2015/2016
2
The AFC TCP, the Technology Collaboration Programme on Advanced Fuel Cells is a Programme of Research,
Development and Demonstration on Advanced Fuel Cells, and functions within a framework created by the Interna-
tional Energy Agency (IEA). Views, findings and publications of the AFC TCP do not necessarily represent the
views or policies of the IEA Secretariat or of all its individual member countries.
This Annual Report has been prepared by the National Members, Operating Agents and the Secretariat of the Ex-
ecutive Committee, who also acted as editor.
Copies can be obtained from the programme’s web site at www.ieafuelcell.com or from:
Michael Rex
EE ENERGY ENGINEERS GmbH
Secretary, IEA Advanced Fuel Cells Executive Committee
Roßstraße 92
40476 Düsseldorf
Germany
3
Table 1: Contributing Authors
Name Organization Country
Dr Günter Simader Austrian Energy Agency (E.V.A.) Austria
Ge Yingying Society of Automotive Engineers of China (SAE China) China
Zhao Lijin Society of Automotive Engineers of China (SAE China) China
Mr Lennart Andersen Danish Energy Agency Denmark
Dr Jari Kiviaho VITO Technical Research (VTT) Finland
Dr Ing Laurent Antoni Alternative Energies and Atomic Energy Commission (CEA) France
Professor Dr Detlef Stolten Forschungszentrum Jülich Germany
Dr Jürgen Mergel Forschungszentrum Jülich Germany
Dr R Can Samsun Forschungszentrum Jülich Germany
Ms Ayelet Walter Ministry of National Infrastructures, Energy & Water Resources Israel
Dr Ing Stephen McPhail National Agency for New Technologies, Energy and Sustainable Economic Development (ENEA)
Italy
Dr Fabio Matera Istituto di Technologie Avanzate per l'Energia (ITAE),Italy Italy
Mr Masataka Kadowaki New Energy and Industrial Technology Development Organization (NEDO)
Japan
Dr Jonghee Han Korea Institute of Science and Technology Korea
Dr Ulises Cano Castillo Electrical Research Institute Mexico
Mr Bengt Ridell Grontmij AG Sweden
Dr Stefan Oberholzer Swiss Federal Office of Energy Switzerland
Dr Di-Jia Liu Argonne National Laboratory USA
Dr Rajesh Ahluwalia Argonne National Laboratory USA
Dr Nancy Garland Department of Energy USA
4
Contents
Section Page
1. Chairman’s Welcome ............................................................................................ 6
2. Introduction ............................................................................................................ 8
2.1 THE INTERNATIONAL ENERGY AGENCY ..................................................................................................... 9
2.2 THE TECHNOLOGY COLLABORATION PROGRAMME ON ADVANCED FUEL CELLS .......................... 10
2.3 NATIONAL OVERVIEWS ................................................................................................................................. 11
3. Executive Committee Report .............................................................................. 35
3.1 ACTIVITIES ....................................................................................................................................................... 35
3.2 MEMBERSHIP .................................................................................................................................................. 35
3.3 FINANCING AND PROCEDURES .................................................................................................................. 36
3.4 KEY DECISIONS in 2015 / 2016 ...................................................................................................................... 36
3.5 FUTURE PLANS ............................................................................................................................................... 36
4. Annex reports ...................................................................................................... 37
4.1 ANNEX 30 REPORT: ELECTROLYSIS .......................................................................................................... 37
4.2 ANNEX 31: POLYMER ELECTROLYTE FUEL CELLS (PEFC) .................................................................... 45
4.3 ANNEX 32 REPORT: SOLID OXIDE FUEL CELLS ....................................................................................... 63
4.4 ANNEX 33 REPORT: FUEL CELLS FOR STATIONARY APPLICATIONS .................................................. 67
4.5 ANNEX 34 REPORT: FUEL CELLS FOR TRANSPORTATION .................................................................... 80
4.6 ANNEX 35 REPORT: FUEL CELLS FOR PORTABLE APPLICATIONS ...................................................... 89
4.7 ANNEX 36 REPORT: SYSTEMS ANALYSIS ................................................................................................. 95
4.8 ANNEX 37 REPORT: MODELLING OF FUEL CELLS ................................................................................... 98
Appendices .................................................................................................................. 102
5
6
1. Chairman’s Welcome
I am pleased to present the Annual Report of the Technology Collaboration Programme on Advanced Fuel Cells (AFC
TCP), a branch of the International Energy Agency (IEA).
2015/2016 were good years for fuel cells. The ongoing uptake of renewable energy technologies has resulted in sub-
stantial segments of the energy supply being decarbonized and sharply declining costs. The key to a sustainable ener-
gy world is the flexible use of the electricity supplied by the wind and sun – especially in energy consumption sectors
that are still largely bound to fossil energy: transportation, heat and heavy industry. Hydrogen is expected to play a
major role in enabling the storage of this volatile energy. And fuel cells offer a high electrical efficiency of up to 60%,
even on a small scale. This makes them attractive for use in future, fully renewable energy systems. Their ability to use
hydrogen as a fuel simplifies the system design while facilitating the dynamic capabilities of this technology.
The fuel cell sector is continually expanding. Although it has not been widely publicized, many major cities are installing
fuel cells as auxiliary power sources for essential services in the event that the grid goes down. Railroad and telecom
companies use fuel cells to power communication towers and signaling infrastructure. Major corporations have also
been installing fuel cell systems on a wide scale, powering retail sites, data centers and other facilities. Fuel cell-
powered forklifts have also been deployed in warehouses and distribution centers around the globe. A growing number
of fuel cell-electric vehicles have become available for purchase or lease and fuel cell buses are in operation in several
countries. Despite all of these developments, the potential of fuel cells is far from having been reached and much work
remains to be done.
The fuel cell annexes of this Technology Collaboration Programme are dedicated to fostering the research and devel-
opment of fuel cells for both stationary and portable applications, as well as for transportation.
Any company or institution of an IEA member country is invited to join our Annex, under the guide of which technical
work to develop and better understand fuel cells is being performed. Interested companies or institutions from non-
member states are also welcome to contact us to consider membership. Moreover, we are happy to welcome compa-
nies and organizations to Executive Committee meetings on a sponsorship basis, providing direct access to the most
current international technical discussions on fuel cells and the opportunity to expand an international network.
For further information, please see our website at www.ieafuelcell.co or contact us directly via email:
Prof Dr Detlef Stolten Chairman of the Technology Collaboration Programme on Advanced Fuel Cells
Professor Stolten is Director of the Institute for Energy and Climate Research - Electrochemical process Engineering
at Research Center Julich, Germany. His research focus is on electrochemistry, chemical engineering and systems
analysis for DMFC, HT-PEFC and SOFC technology.
7
8
2. Introduction
The aim of the Technology Collaboration Programme on Advanced Fuel Cells is to contribute to the research, devel-
opment and demonstration (RD&D) of fuel cell technologies. It also disseminates information on fuel cell technologies
to all its member countries and organizations.
The international collaboration that we create in the AFC TCP aids RD&D efforts by directly sharing information and
new developments, focusing on the key areas important to member countries, companies and research institutions.
The collaboration between countries facilitates the creation of demonstration programmes, and identifies the barriers
for market introduction of fuel cell applications and works to lower them.
The AFC TCP is in a unique position to provide an overview of the status of fuel cell technology and deployment in its
member countries, and the opportunities and barriers they face. Our focus is to work together to improve and advance
fuel cell technology.
Key messages – facts
The installation of stationary fuel cells is still increasing significantly. As of December 2015 the number of
residential fuel cell systems in Japan reached 154.000 units. The experience from Japan from large vol-
ume manufacturing and operation has created an export market for Japanese fuel cell industry.
The successful fuel cell market in the US is strongly depending on public support especially the Federal
Tax Credits that will end December 2016 and are not yet renewed. The fuel cells include PEMFCs,
MCFCs, PAFCs, forklifts, backup power, and those rated at and above 0.5 kWe.
Virtual prototyping is a cost-effective method to optimize fuel cell designs scientifically and computer mod-
els go hand-in-hand with (physical) laboratory experiments.
Water electrolysis technologies are well established, reliable and robust, with key challenges relating to
scaling up, decreasing investment costs and improving performance.
The cost of Fuel Cell Electric Buses has consistently decreased over time but remains a challenge, as
does the lifetime, although fuel economy is better than diesel and CNG.
Key messages – observations
PEFC, fuel cell research activities in China, India, Brazil etc. are developing rapidly, and fuel cell transport
research in general is benefitting from the introduction of FCEVs onto the market. Developments in mate-
rials for improved durability continue.
Fuel cell research activities appear to benefit from the recent introduction of commercial Fuel Cell Vehi-
cles (FCVs) to market by Toyota, Hyundai, and Honda.
Fuel cell materials aimed at reducing cost and improving durability (e.g., low Pt catalysts, non-platinum
catalysts, graphitic or non-C catalyst supports, hydrocarbon membrane, low-cost bipolar plates) become
increasingly important in wide-spreading the commercial market.
For portable applications, the most significant applications are off grid systems and range extenders for
electric vehicles. A new generation of products might change this.
New directives from EU and other regions can facilitate the market expansion of stationary fuel cells.
9
2.1 THE INTERNATIONAL ENERGY AGENCY
The IEA is an autonomous agency that was established in 1974. The IEA carries out a comprehensive programme
of energy co-operation among 29 advanced economies, each of which is obliged to hold oil stocks equivalent to 90
days of its net imports. The aims of the IEA are to:
Secure member countries’ access to reliable and ample supplies of all forms of energy; in particular, through
maintaining effective emergency response capabilities in case of oil supply disruptions.
Promote sustainable energy policies that spur economic growth and environmental protection in a global con-
text - particularly in terms of reducing greenhouse gas emissions that contribute to climate change.
Improve transparency of international markets through collection and analysis of energy data.
Support global collaboration on energy technology to secure future energy supplies and mitigate their envi-
ronmental impact, including through improved energy efficiency and development and deployment of low-
carbon technologies.
Find solutions to global energy challenges through engagement and dialogue with non-member countries, in-
dustry, international organizations and other stakeholders.
To attain these goals, increased co-operation between industries, businesses and government-funded energy
technology research is indispensable. The public and private sectors must work together, share burdens and re-
sources, while multiplying results and outcomes.
The multilateral technology initiatives (Technology Collaboration Programmes) supported by the IEA are a flexible
and effective framework for IEA member and non- member countries, businesses, industries, international organiza-
tions and non-governmental organizations to research breakthrough technologies, to fill existing research gaps, to
build pilot plants, to carry out deployment or demonstration programmes – in short to encourage technology-related
activities that support energy security, economic growth and environmental protection.
More than 6,000 specialists carry out a vast body of research through these various initiatives. To date, more than 1,000
projects have been completed. There are 41 Technology Collaboration Programmes (TCP) working in the areas of:
Cross-Cutting Activities (information exchange, modelling, technology transfer).
Energy End-Use (buildings, electricity, industry, transport).
Fossil Fuels (clean coal, enhanced oil recovery, fluidized bed conversion, gas and oil technologies, green-
house gas mitigation, supply, transformation).
Fusion Power (international experiments).
Renewable Energies and Hydrogen (technologies and deployment).
The IAs are at the core of a network of senior experts consisting of the Committee on Energy Research and Tech-
nology (CERT), four working parties and three expert groups. A key role of the CERT is to provide leadership by
guiding the IAs to shape work programmes that address current energy issues productively, by regularly reviewing
their accomplishments and suggesting reinforced efforts where needed. For further information on the IEA, CERT
and the IAs, please visit www.iea.org.
10
2.2 THE TECHNOLOGY COLLABORATION PROGRAMME ON ADVANCED FUEL CELLS
The Technology Collaboration Programme on Advanced Fuel Cells is a Programme of Research, Development and
Demonstration on Advanced Fuel Cells (AFC TCP), designed to advance the state of understanding of all Contract-
ing Parties in the field of advanced fuel cells. It achieves this through a co-ordinated programme of information ex-
change on the research and technology development underway internationally, as well as performing systems
analysis. The focus is the technologies most likely to achieve widespread deployment – molten carbonate fuel cells
(MCFC), solid oxide fuel cells (SOFC) and polymer electrolyte fuel cells (PEFC) and applications of fuel cells, specif-
ically stationary power generation, portable power and transport. There is a strong emphasis on information ex-
change through Annex meetings, workshops and reports. The work is undertaken on a task-sharing basis with
each participating country providing an agreed level of effort over the period of the Annex.
The current period of the AFC TCP is February 2014 to February 2019.
This report gives an overview of the status, progress and future plans of the programme, summarizing the activities
and decisions of the Executive Committee, as well as of each of the Annexes during 2015 and 2016.
The scope of the AFC TCP Programme for 2014 to 2019 is shown in Fehler! Verweisquelle konnte nicht gefun-
den werden..
Table 2: Scope of the AFC TCP from 2014 to 2019
Information management
Using internal and external networks
Implementation and application issues
Working to reduce barriers
Technology development
Applications:
Stationary, mobile, portable
Technologies: Electrolysis, SOFC, PEFC
Co-ordination within the Technology
Collaboration Programme
Co-ordination with other Technology
Collaboration Programmes
Public awareness and education
Market issues Environmental issues
Non-technical barriers
(e.g. standards, regulations)
User requirements and evaluation of
demonstrations.
Cell and stack
• Cost and performance
• Endurance
• Materials
• Modelling
• Test procedures
• Minimize size of stack
Balance of plant:
• Tools
• Availability
• Database
Fuel processing Power conditioning
Safety analysis
11
2.3 NATIONAL OVERVIEWS
In this section, we provide a summary of each member country’s position with regard to fuel cells in 2016, which is
often related to their national priorities within the energy arena. At the end of each country profile, there is a table
summarizing the developments and state of play of fuel cell technologies within the country.
2.3.1 Austria
The major energy policy goals of Austria are to stabilize energy consumption at 1,050 PJ by 2020 and to reduce
greenhouse gas (GHG) emissions by 16% (base year: 2005) by 2020. Renewable energy in Austria should
contribute with 34 % by 2020. The R&D programmes strategically cover fuel cell topics to support the development
of innovative companies in this field. In the last few years, between 2 and 8 million have been spent on national fuel
cell and hydrogen projects. The European commission set out the aim of reducing CO2 emissions by 36 % by 2030
(2005 = 100).
Fuel cell projects in the mobility sector are focused on competitiveness, and solutions to modernize and ‘green’
the transport system. In total, about 500 projects with public funding of EUR 118 million have been supported over
the last few years. The new programme, ’Mobility of the Future (2012–2020)’, provides an annual budget of
approximately EUR 15 million for R&D in the whole transport sector. Hydrogen and fuel cell projects play als a major
role in this programme.
Since 2015 a major demonstration programme - including up to 20 - 30 micro combined heat and power (m-CHP)
fuel cell systems in Austria – has been implemented.
In the case of portable power units or transportable power generators many products in prototype stage exist, but
the number of products that are commercially available on the market is still small. The drawback of most of the
available products is the resulting price of energy, especially for products with single use cartridges. Systems with
metal hydride storage that are based on the refill of the cartridge require additional charging stations for the hydro-
gen production by water electrolysis. Presently, there are no official statistics on the number of units used in Austria.
Table 3: Summary of Austrian fuel cell information
Description Number
of units
Details, comments and companies involved
Domestic stationary units2:
20-30 Up to 30 systems (m-CHP) have been planned and implemented in Austria within the enefield demonstration project. Presently there are 20-30 units realised. Vaillant, Viessmann, Elcore and Bosch are involved.
Operational fuel
cell vehicles in 2015 9 Hydrogen passenger cars, type: Hyundai ix35 & Toyota Mirai
Operational refuelling stations
5 Presently there are 5 operating filling stations (Vienna, Innsbruck, Sattledt, Asten and Graz).
Portable units
n.a. MyFC PowerTrekk, Hydrogen fuel cell, portable charging station, 3800 mAh (€ 155). Cartridges with sodium silicide as fuel, H2 release in a hydrolysis reaction with water.
n.a. EFOY COMFORT, rated power 40-105 Watt, 0.9 l methanol/kWh, 960 -2520 Wh/d (€ 2.599-5.499).
n.a. Horizon Fuel Cell Technologies MiniPak Handheld Portable Power Charger with metal hydride cartridge (€ 119); Charging station for metal hydride cartridgebased on water electrolysis system (€ 709).
n.a. Brunton Hydrogen Reactor, metal hydride cartridge 4.500mAh (€ 140); charging station for metal hydride cartridges: (€ 289); licenced version of Horizon MiniPak.
12
2.3.2 China
Since the membership process of China was not yet completed by the end of 2016, China participated in the AFC
TCP activities with an observer status in the report period. For the sake of completeness, the country report from
China is also included in the Annual Report 2015/2016. China is a member of AFC TCP since February 2017.
China attaches great importance to fuel cell technological and industrial development, and has issued a series of
strategic plans and policies in recent two years, regarding the hydrogen and fuel cell technology as the innovative
tasks and key support areas.
Table 4: Summary of Policies
Date Department Document Main Content
April 2015
The Ministry of Science and
Technology, National Devel-
opment and Reform Com-
mission, the Ministry of
Industry and Information
Technology, the Ministry of
Finance
Financial Support Policies on
New Energy Vehicles Promo-
tion and Application
2016-2020)
Between 2016 and 2020, purchase tax subsidies
on fuel cell vehicle, light bus, large and medium
bus are RMB 200,000, RMB 300,000 and RMB
500,000 respectively.
May 2015 The Ministry of Industry and
Information Technology Chinese Manufacture 2025
By 2020, 1,000 fuel cell vehicles will be produced
and demonstrated; By 2025, hydrogen production
and hydrogenation infrastructure will be basically
constructed, and the fuel cell vehicles will achieve
regional and small-scale operation.
May 2016 The State Council National Innovation-driven
Development Strategy Outline
Focusing on hydrogen fuel cells and other next-
generation energy technologies.
June 2016
National Development and
Reform Commission, Na-
tional Energy Admission
Energy Technology Revolution
Innovation Action Plan (2016-
2030)
Hydrogen and fuel cell technology innovation is
one of the fifteen key innovative tasks.
June 2016
National Development and
Reform Commission, the
Ministry of Industry and
Information Technology,
National Energy Admission
Chinese Manufacture 2025-
Energy Equipment Implemen-
tation Programme
Fuel cell technology breakthrough is an essential
part.
The "Technology Roadmap for Energy-saving and New Energy Vehicles” published in October 26, 2016 by the
Strategy Committee of National Manufacturing Power and Society of Automotive Engineers of China has proposed
China's near-mid-long-term objectives on hydrogen fuel cell vehicles:
By 2020, accumulatively demonstrate 5000 fuel cell vehicles, of which commercial fuel cell vehicles ac-
count for 60%, fuel cell passenger vehicles account for 40%; construct more than100 hydrogen stations;
By 2025, accumulatively promote 50,000 fuel cell vehicles, with 10,000 commercial fuel cell vehicles and
40,000 fuel cell passenger vehicles; construct more than 300 hydrogen stations;
By 2030, accumulatively promote 100,000 fuel cell vehicles; construct more than 1,000 hydrogen refueling
stations; hydrogen production with renewable energy accounts for more than 50%.
13
China has the capacity to construct hydrogen refueling station with 35 MPa (Including fixed stations and mobile
stations). There are 3 operating hydrogen refueling stations, which are located in Beijing, Shanghai and Zhengzhou.
Beijing hydrogen refueling station operates in three kinds of hydrogen supply ways, which are hydrogen supply
outside the station, gas reforming for hydrogen inside the station, and hydrogen production by electrolysis of water
inside the station; Shanghai hydrogen refueling station is hydrogen supply outside the station and the gas source is
from industrial by-product hydrogen gas in Shanghai area.
After the "863 High-tech R&D" plan, China has mastered the key fuel cell technologies of essential materials, compo-
nents and stack. The ratio of the metal bipolar plate fuel cell stack power developed by Dalian Institute of Chemical
Physics is 2.7 kW / L; and has basically established two technology platforms on fuel cell power system of the fuel cell
passenger cars and commercial vehicles.
In 2015, CRRC Qingdao Sifang Co. Ltd. and Tsinghua University jointly completed the first hydrogen fuel cell tram
R&D, and plans to launch the sample tram and in 2017.
In December 2016, Proton exchange membrane fuel cell (PEMFC) research team of Dalian Institute of Chemical
Physics, Chinese Academy of Sciences, developed 20kW fuel cell system and applied in the first domestic manned
fuel cell test aircraft as its the power, successfully completed its maiden flight.
As of 2016, China has made progress in fuel cell vehicle R&D. SAIC has developed two fuel cell vehicles, Roewe 750
and Roewe 950; Foton and Yutong have developed hydrogen fuel cell bus.
China has achieved progress in hydrogen fuel cell demonstration at some activities and areas, such as the Beijing
Olympic Games, the Shanghai World Expo, 5000km Traveling Activity of New Energy Vehicle, the Youth Olympic
Games in Singapore and demonstration in California; has accomplished two phases of the fuel cell bus commercial
demonstration project, and the third phase Promote the development of the China’s third phase fuel cell auto commer-
cial project (2016-2019) started in 2016 ,which are supported by GEF and UNDP and implemented by Ministry of Sci-
ence and Technology and Ministry of Finance and local cities. The aim of this project is to demonstrate 112 vehicles,
including 36 buses and 41 cars, and construct 4 fuel cell refueling stations.
2.3.3 Denmark
The Danish Government’s long-term goal for the country’s energy policy is to be independent of fossil fuels by the
year 2050. In the shorter term 50 % of the total energy supply shall be based on renewable energy sources by the
year 2030.
The green transition of the energy system has accelerated over the past years and the share of fluctuating renewa-
ble energy mainly from wind energy in the Danish energy system has increased significantly. In 2015 the wind power
production corresponded to 42 % of the total electricity consumption in Denmark. Within the next 10 years this share
is expected to reach 60 %. Also solar power PV is expected to contribute significantly in the future. As the share of
these fluctuating renewable energy increases further the demand for solutions to convert and store energy to bal-
ance the overall power system increases dramatically.
In this context hydrogen and fuel cell technologies are foreseen to be a part of the future green energy system with a
high proportion of fluctuating renewable energy. Thus the Danish programmes for research and development within
new energy technology support the development of new balancing hydrogen and fuel cell technologies as well as
other applications and the programmes administrates a comprehensive portfolio of projects within this area.
In 2015/16 the Danish programmes granted public support for 10 larger research, development and demonstration
projects in the field of fuel cells. The projects cover several applications as electrolysis by SOEC and reverse PEM
14
systems and transport, and also niche applications as backup power generation and mini and micro fuel cells for
drones and for hearing aids. Also more basic research for new and better materials for fuel cells was supported.
The total budget for the supported projects amounted to app. EUR 12 million of which EUR 7 million is public sup-
port.
Several Danish companies in the hydrogen and fuel cell business have during 2016 consolidated their global market
position by partnering with bigger foreign companies. Former Dantherm Power (back-up power generation and FC
for transport) has joined Ballard Power Systems (Canada), and former H2Logic (hydrogen filling stations) has joined
NEL Hydrogen (Norway).
The Danish Partnership for Hydrogen and Fuel Cells http://www.hydrogennet.dk/ is a national driver in supporting
the development of hydrogen and fuel cell technologies. The Partnership comprises all the leading Danish stake-
holders within industry, academia and organizations and recently (2016) Toyota Denmark joined the partnership as
member no. 25.
Table 5: Summary of Danish fuel cell information
Description Number of
units
Details, comments and companies involved
MW installed and operational
More than 1
Danish companies have installed more than an additional 2,4 MW abroad
Number of stationary units
App. 350 Danish companies have installed more than additional 800 units abroad
Number of operational fuel cell vehicles
70
Hydrogen filling stations
10 HRS
1 Methanol
Danish companies have installed more than additional 8 HRS abroad. 50 % of the Danish population has an HRS within 15 km. HRS no. 10 opened June 2016.
2.3.4 Finland
The Finnish Fuel Cell Programme aims to speed the development and application of innovative fuel cell and hydro-
gen technologies for growing global markets. The programme has facilitated more than 70 successful projects, with
more than 60 companies involved. The specific goals in Finland are to increase the share of renewable energy to
38% by 2020 and to create national pilot and demonstration projects in new energy technologies, including fuel cells.
Finnish organizations are also actively participating in EU-projects, especially on FCH-JU funded projects with more
than 20 projects and a total value of EUR 80 million. Highlights from these projects include:
Significant advances in CHP based on SOFC. Demonstration of Convion SOFC systems in waste-water
treatment plant, in Italy.
VTT is coordinating European research on H2 quality, leading into new hydrogen standards.
Finnish SOFC research is now recognized as state of the art worldwide.
Companies from industries such as energy, metals, electronics, chemicals, mechanical engineering and
many others have worked together in thematic workshops and helped to form value proposition analyses for
fuel cells.
Finnish industry is now starting to invest in fuel cell applications, especially in marine applications, working machines,
and back-up applications.
15
Convion Oy is committed to commercialize fuel cell systems in
power range above 50 kW. Convion products enable customers to
improve their energy efficiency, power security and energy inde-
pendence. Since year 2000 Convion people have developed and
operated several generations of 20 kWe and 50 kWe SOFC sys-
tems. Since February 2015 Convion has operated the first, highly
efficient Convion product in Finland. First customer deliveries of
the new C50 product are starting.
Convion Oy is committed to commercialize fuel cell systems in power range above 50 kW. Convion products enable
customers to improve their energy efficiency, power security and energy independence. Since year 2000 Convion
people have developed and operated several generations of 20 kWe and 50 kWe SOFC systems. Since February
2015 Convion has operated the first, highly efficient Convion product in Finland. First customer deliveries of the new
C50 product are starting.
Elcogen Oy has the pilot production line for their E1000 (1 kWe) and E3000
(3 kWe) stacks. Elcogen E1000 is optimized for micro-CHP applications with
easy connection interfaces as Elcogen E3000 (See Figure 2) is optimized
for larger CHP applications with high level integration possibilities. Elcogen
stacks have superior performance already at 600°C. Elcogen has been
providing both stack types to fuel cell system integrators for evaluation pur-
poses.
Figure 2: Elcogen E3000 stack
Figure 1: 50 kWe system from Convion Ltd.
16
Figure 3: Summary of Finish fuel cell information
Description Number of
units
Details, comments and companies involved
Installed and
operational
20 kWe Convion Ltd.
Number of domestic
stationary units 1
Number of
operational fuel cell
vehicles
1 Hyundai
Portable units Hundreds Hydrocell
Hydrogen filling
stations 3 Woikoski Ltd.
2.3.5 France
2015-2016, two vintage years for hydrogen and fuel technologies with a strong mobilization of stakeholders
(AFHYPAC association, Industrial Recovery Plan on Energy Storage Sector, H2 Mobility France, Territories
Competitiveness clusters) around common objectives: accelerating industrial experimentation on hydrogen and fuel
cells, making hydrogen and fuel cells visible to the public and the politics and preparing the development of hydrogen
infrastructure across territories and matching with usages. Energy transition for green growth act is in action and
hydrogen belongs to the Energy Mix. Transposition EU Directive on Alternative Fuel into French law: hydrogen is no
more an option but un objective of deployment. And an exceptional mobilization for “Hydrogen in Territories” call for
proposals owing to active clusters.
French Energetic context
France elaborated the Energetic Transition Law with following main objectives:
Reduce the GHG emissions by 40% between 1990 and 2030,
reduce final energy consumption by 50% by 2050 vs 2012,
reduce fossil fuel consumption by 30% by 2030 vs 2012,
bring the part of renewable energies to 23% of final energy consumption in 2020 and to 32% by 2030,
reduce the nuclear part of electricity production to 50% by 2025,
Create energetic efficiecy for buildings.
This text has been voted on August 18, 2015 and includes hydrogen and fuel cells technologies in the domains of
Energy and Transport.
Vote by the French Parlement of Paris Agreement (COP 21) on June 15, 2016.
The French Government multiannual energy program includes the following wording:
“The objective of the electromobility development for passenger cars and utility vehicles of at least 1 ton is of 2 400 000
electrical and plug-in hybrid vehicles by 2023”
Several incentives in the domain of sustainable mobility have been developed.
17
Industrial Recovery Plan (NFI)
The 34 plans launched by President Hollande in 2013 have been gathered into 9 industrial solutions on May 15, 2015.
The “Energy Storage” Plan dealing with Batteries and Hydrogen has integrated the “Ecological Mobilities” Solution. The
main objectives are to install 20 000 new charging points by end 2016, decrease by 30% CO2 emissions of new
vehicles built in France by 2021, create 2 industrial sites in France in Battery & Hydrogen and create 8 to 25 000 jobs
in France by 2030 in the Energy Storage sector.
Energy Storage Plan
The Plan is coordinated by Mrs Florence Lambert, CEO of CEA Liten, and composed of French industries involved in
the H2&FC sector and academic and public actors. Among the proposed actions concerning hydrogen, it may be
mentionned: development of a competitive stack production, development of high pressure storage, definition of a
business model for infrastructure deployment, power to gas demonstration.
In 2016, this Energy Storage Plan contributed to call for proposal on “Hydrogen in the territories” launched from May 4,
2016 and ended on September 30, 2016. Different integrated projects covering the whole chain were expected in order
to cover various typologies where hydrogen technologies could have an impact: metropolis & dense urban area with
high usage potentials, rural territories with high renewable energies potential, isolated territories with grid issues, lo-
gistic platforms and airport and harbor zones. 31 territories have sent proposals for about 100 projects. 31 projects for
a total budget of about 300 M€ have been selected early November 2016.
Ministerial and Parliament as well as other significant reports
“Conseil Economique Social et Environemental” (CESE), governmental advisory board, has released a report
in June 2015 on the energy storage in France in the frame of the energy transition. Three main technologies
are considered: STEPs, batteries and hydrogen. CESE has recommended to develop the three technologies
in parallel
Governmental report on the hydrogen-energy sector. This reports evaluates the various challenges of the
sector Hydrogen-energy and puts forward 20 concrete measures to support the fast industrial development of
the most mature, respectful technologies answering the objectives of the energy transition (May 4, 2016)1
General regulations applicable to the installations implementing hydrogen gas in an installation classified for
environmental protection to feed from the hydrogen gas forklifts when the quantity of hydrogen present within
the establishment concerns the mode of the declaration for the topic n° 4715 (December 23, 2015)2
Position paper on Hydrogen of ADEME agency3
New position paper of the French Automotive platform4
H2 Mobility France
A coalition of public and private organizations has come together to develop a National Implementation Plan for a
rollout of hydrogen mobility in France and released it mid 2014. The use of hydrogen in transport can deliver significant
economic and societal benefits to France, including increased domestic energy production, CO2 emissions reductions
and improvements in local air quality. The H2 Mobilité coalition aims to build on existing regional activities in France,
developing a flexible and phased hydrogen mobility deployment strategy, which ensures manageable risks and sizes
of investment at each stage in the rollout. By beginning in regional clusters based on captive fleets and a costumer
1 Link: http://www.cgedd.developpement-durable.gouv.fr/IMG/pdf/010177-01_rapport_cle2be959.pdf
2 Link: https://www.legifrance.gouv.fr/affichTexte.do?cidTexte=JORFTEXT000031672427&dateTexte=&categorieLien=id
3 Link: http://www.ademe.fr/hydrogene-transition-energetique-l
4 Link: http://www.sia.fr/publications/408-hydrogene-piles-combustible
18
approach, the approach allows a national rollout synchronised with the rate of technology development and in
agreement with the European corridors.
During this two years, implementation of the plan has started through regional initiatives like “Hyway” project with 50
Kango ZE H2 range extenders around 2 Hydrogen Refilling Stations (HRS) in Lyon and Grenoble, where the first
French multi alternative fuels station has been inaugurated in January 2016. European projects “H2ME” and “H2ME2”
from FCH 2 JU and EASHYMob from Ten-T are contributing to the deployement of 27 new HRS and more than 1000
FCEVs (Range Extender and Full Power FCEVs).
Several other initiatives on mobility are on going like the deployement of more than 60 hydrogen bikes around 6
renewable HRS, the hydrogen Ship “ENERGY OBSERVER”. Energy Observer is a ship that aims at energy autonomy
without greenhouse gas emission, thanks to an embedded hydrogen production/storage/conversion. The boat is
developed in Saint-Malo by Energy Observer and CEA with the support of Accor Group and Thelem Insurance.
Finally, for the first time in the history of the 24 hours of Le Mans, an electrical hydrogen powered car (Green GT with
Symbio FCell system and CEA stack technology) buckles symbolically a lap of circuit a few minutes beforehand of the
official session of qualifications. Olivier Panis, former Formula One driver, was the driver.
Strong industrial involvement and new startups
New big French companies are now involved in hydrogen and fuel cells technologies, among them:
ENGIE has integrated the hydrogen technologies in their roadmap and in September 2016, ENGIE joined Michelin in
investing in Symbio FCell to accelerate the development of hydrogen mobility solutions.
Plastic Omium has presented during the last Paris Motor Show their first prototype of compressed hydrogen storage
for mobility.
AREVA H2Gen has inaugurated their first manufacturing factory of PEM electrolysers in France, in Les Ulis (Ile de
France).
SYLFEN, a spin-off from CEA Liten created in 2015, offers integrated energy storage and production solutions for
buildings and eco-districts that wish to secure energy supplies with local and renewable sources. A solution that
combines batteries, for their fast switching capabilities, with an innovation: a reversible high temperature electrolyser
(SOEC/SOFC), capable of storing energy in the form of hydrogen and rendering it, when needed, in the form of heat
and electricity. Thanks to its software (modelling of building and the Smart Energy Hub) as well as to the adaptability of
its product, Sylfen can render any zero energy building autonomous in terms of energy consumption.
Continuous R&D activities
French Research Grouping HYSPAC gathers the French laboratories and research institutes organised in 4 pillars: H2
production & storage, low temperature fuel cell and electrolysor, high temperature fuel cell and electrolysor and
systems based on fuel cells and electrolysors.
A new step forward has been accomplished by CEA Liten with the development and experimental qualification of a first
small scale integrated system demonstrator. Comprising one single stack of 25 cells, it allows producing up to 2.5
Nm3/h of hydrogen in electrolysis mode with an efficiency now above 99% (HHV), including the balance of plant
components with the provision of steam at the inlet. In case no steam is available, the overall efficiency was measured
to be above 79% HHV.
19
Figure 4: Summary of French fuel cell information
Description Number of
units
Details, comments and companies involved
Number of domestic
stationary units
12 Baxi, Panasonic, Viessmann
Number of other
stationary units
(large scale)
1 200 kW: Myrte Project (Corsica) led by AREVA SE
(hydrogen and fuel cell system coupled with a PV plant for peak shaving on electric
grid)
Number of
operational fuel cell
vehicles
5 MobiPost, 1kW FC system, La Poste
140 HyKangoo, 5 kW range extender system, SymbioFCell
1 GreenGT, 300 kW Fuel Cell racing, SymbioFCell
100 Fork-lift fleet testing by Hypulsion,
150 units orderd by Carrefour (warehouse in Vendin-lès-Béthune)
12 Hyundai ix35 as taxis in Paris, STEP, AIR Liquide
2 Mirai by Air Liquide and Toyota France
1 20 kW Unit, Renault Trucks, Symbio FCell, la Poste
1 Sail boat “Zero CO2”, 35 kW PEMFC system, CEA
1 Passager boat MOST´H: 1,2 kW PEMFC system, Saint Nazaire
60 Alterbike, Cycleurope, Pragma Industries, Ventec
Portable units
Fuel Cell PACRETE
1-3W, Planar FC 3-
10W, Fuel Cell
Powered Speleology
Helmet
Hydrocell
Hydrogen filling
stations 14 Air Liquide, AJC, EDF, GNVert, McPhy Energy
Hydrogen filling
stations
3 Woikoski Ltd.
2.3.6 Germany
Federal Government’s Energy Concept5 aims to cut greenhouse gas emissions by 40% by 2020 and 80-95% by 2050
as agreed by industrialized nations. Furthermore, an increase of share of renewables to 60% in gross final energy
consumption and to 80% in electricity supply by 2050 is set as target. The electricity consumption is to drop 25% com-
pared to 2008 by 2050, and by 2020 it must already be down 10%. In addition, final energy consumption in the
transport sector must be reduced by around 40% by 2050 compared to 2005. The annual rate of energy retrofits for
buildings is to be doubled from current levels, from one to two percent of existing buildings per year.
Hydrogen and fuel cell technology offer the potential to face the challenging requirements of the energy mix in Germa-
ny in the future. Highly efficient and free emission fuel cell electric vehicles for transportation, fuel cell micro combined
5 Federal Ministry of Economics and Technology (BMWi), April 2012
20
heat and power systems for households, large scale fuel cell systems for industry applications and the possibility to
store excess electricity produced from renewables as hydrogen via electrolysis provide solutions to achieve the energy
goals.
As a result, hydrogen and fuel cell technology play an essential role in the anticipated future of mobility and energy
supply in Germany. In 2006, to guarantee the further development of these technologies, the Federal Government,
industry and science began a strategic alliance called the National Innovation Programme for Hydrogen and Fuel Cell
Technology (NIP) to speed up the process of market preparation of products. The total budget of NIP, invested over a
period of 10 years up to 2016, amounted to EUR 1.4 billion.
The focus was large-scale demonstration projects and R&D projects. Specific programme areas within NIP were
transport including hydrogen infrastructure (62%), hydrogen supply (3%), stationary industry (8%), stationary house-
hold energy (12%), special markets (12%) and cross-sectoral themes (3%) with numbers in parenthesis presenting the
share of funds for each demonstration area6.
Lighthouse projects played a major role in the further development of hydrogen and fuel cell technology7:
Clean Energy Partnership (CEP): Operation of fuel cell-powered vehicle fleets (buses and cars) and construc-
tion of hydrogen refueling points for vehicles.
Callux: Over 500 fuel-cell heating appliances installed in the domestic energy sector.
e4ships: Testing fuel cell systems to supply power on-board ships.
Clean power net: Secure and non-grid-connected power supply systems. Approx. 300 sites were established.
The projects gained widespread acceptance and attracted attention through the funding period of NIP.
The federal cabinet has decided on the government programme for hydrogen and fuel cell technology 2016 to 2026 on
29th September, 2016. The inter-ministerial programme on the one hand safeguards continuity for research and devel-
opment, and on the other addresses the support required for market activation of the first products. The Federal Minis-
try of Transport and Digital Infrastructure (BMVI) is spending initially €250 million by 2019, €161 million is reserved for
Research, Development and Innovation. The Federal Ministry for Economic Affairs and Energy (BMWi) is continuing its
support in the area of applied research and development within the 6th Energy Research Programme with around €25
million annually. The Federal Ministry for the Environment as well as the Federal Ministry for Education and Research
continues to be actively involved in the strategic arrangement of the NIP8.
The following fields of actions are defined for the new government programme9:
Enabling infrastructure for emissions free transportation
Realization of low CO2 and environmentally friendly supply of buildings and industrial processes
Securing critical infrastructures
Development of supplying industry, achieving cost targets
Utilization of strength of basic research
Further development of the program
VDMA Fuel Cell Industry Guide Germany reported that the revenues in the fuel cell industry almost reached €150
million in 2015 and the companies expect further strong growth with revenues in the range of €1.8 billion for 202010
.
6 NOW GmbH, October 2016.
7 NOW GmbH, October 2016.
8 NOW GmbH, BMVI, October 2016.
9 BMVI, BMWi, BMBF, BMUB.
10 VDMA Fuel Cells Working Group Fuel Cell Industry Guide Germany 2016.
21
Table 6: Summary of German fuel cell information
Description Number of
units
Details, comments and companies involved
Number of
stationary
applications
233011
As of 2015
Number of domestic
stationary units 1000 units
12 500 units in Callux project only
Number of
operational fuel cell
vehicles
~20013
Cars and buses, as of July 2016
Hydrogen filling
stations
22 public filling stations in operation under CEP, as of October 2016.
28 stations under construction14
2.3.7 Israel
The development of fuel cells and hydrogen technologies in Israel is driven by private companies, academic research
and the Government, individually and in collaboration. Since 2010, the Government is conducting a national
programme establishing Israel as a centre of knowledge and industry in the field of fuel alternatives for transportation,
with fuel cells promoted as a viable option.
There are fuel cell research groups in seven universities, and several highly advanced industrial fuel cell enterprises
conducting R&D and demonstration programs. The programs span a broad range of applications including stationary
and automotive, based on SOFC and Alkaline Fuel Cell (AFC) technologies and using methanol, hydrogen and other
alternatives as the fuel.
R&D programmes support the development of fuel cells and their applications, including the Transportation Electric
Power Solutions group (TEPS ), begun in 2011 as a unique collaboration between industry, academia and
Government, to promote advanced fuel cell technologies and solutions. The Government supports innovative research
in this area; invests in and encourages private companies; supports national infrastructure and supports international
cooperation and collaboration. In 2016, the total of Governmental support to these programmes was about USD10
million.
Table 7: Summary of Israels fuel cell information
Description Number of
units
Details, comments and companies involved
Number of
stationary
applications
0
Number of domestic
stationary units 0
11
Information from VDMA Fuel Cells Association, Fuel Cell Industry Guide Germany 2016, Survey results for 2015. 12
Press release from Callux, http://www.callux.net/pm_2015-04-07.html. 13
Information from www.cleanenergypartnership.de. 14
Information from Clean Energy Partnership, as of October 2016.
22
Number of
operational fuel cell
vehicles
0
Hydrogen filling
stations 0
2.3.8 Italy
The Italian commitment to fuel cells and hydrogen technologies has increased markedly in the three-year period be-
tween the publication of the National Energy Strategy to 2020 in 2013 (where overall energy household for Italy was
outlined, focusing on reducing cost and dependence on energy imports, increasing energy efficiency and the use of
renewables maintaining environmental targets, but without any explicit reference to hydrogen or fuel cells) and the
adoption of the Italian Directive for alternative fuels infrastructure (DAFI) by Parliament at the end of 2016, where elec-
tric mobility via fuel-cell vehicles (FCEV) finally appears as a fully-fledged pathway for sustainable and clean transport
also in Italy. The national agency H2IT has been material in gathering the inputs from stakeholders over this period,
and in triggering a concerted initiative towards the assessment, planning, referencing and lobbying of a strategy for the
deployment of FCEV and associated infrastructure in Italy to 2050.
Over the year 2015 an inventory was gathered of activities, competences, running projects and active personnel in the
fuel cells field. The National Association H2IT is leveraging this survey to make an impact at political level and to har-
ness and support a structural policy in terms of hydrogen and fuel cell deployment in the country. In sync with Europe-
an policies and directives, the first focus has been on the transport sector, also in line with the radical innovation initiat-
ed world-wide by the launch of the Hyundai, Toyota and Honda FCEV passenger cars in 2015-2016. Thus, a roll-out is
proposed for 1000 FCEV and 20 hydrogen refueling stations (HRS) by 2020 to over 8 million cars and 6000 HRS by
2050. The growing emergence of fuel cell-powered bus fleets is also being taken up in Italy, with demonstration pro-
jects now well underway in Bolzano and Milan (CHIC), Liguria (Hi.V.Lo.City), Rome (3Emotion) and Messina (CNR).
The National strategy foresees 100 fuel cell buses to be operational by 2020 and 23,000 in 2050.
As regards stationary applications, Italy is contributing to national deployment of fuel cell technology above all in the
small-scale ranges for remote power and residential co-generation. Nevertheless, Turin is host to the largest demon-
stration project in Europe of high-temperature fuel cells fed with biogas from a municipal waste-water treatment plant
(DEMOSOFC), where 175 kWe will be generated for on-site consumption and increased revenue from sewage dis-
posal.
With the third-largest number of funded beneficiaries in the European FCH JU programme, Italy remains at the fore-
front of research, development and demonstration of fuel cell technology. A vast network of universities and research
institutes covers all the spectrum of applications, providing support in terms of material development, innovative cell
architectures, control and diagnostics, cell and stack modelling and characterization, system analysis.
A significant development in 2015 has been the acquisition by SOLIDpower of Ceramic Fuel Cells Limited, taking over
their fully automatized manufacturing facilities of 20 MW/year capacity located in Germany. With this take-over, the
world-record holding Blue-Gen system (60% net electrical efficiency for a 1 kW system) also became a SOLIDpower
product, which is now being further improved to increase lifetime and cost-effectiveness. The second micro-combined
heat and power product in their portfolio is the EnGen, of 2.5 kWe. Between these two systems they have currently
750 units running in the field, clocking 11 million hours and 13 GWh of energy produced. Though SOLIDpower’s focus
is the residential-scale CHP market, they are continuously active to demonstrate the added value of their product for
23
different applications including biogas and waste-to-energy (WTE) applications as well as energy storage: a 3 kWe
electrolyser based on their technology is also being refined.
The second major, independent, industrial player in Italy is Electro Power Systems, which has an impressive record of
deployment of their back-up power systems (either fed by hydrogen or incorporating the complete cycle from renewa-
ble-assisted water electrolysis back to hydrogen oxidation in the same unit), amounting to over 4000 units world-wide.
Table 8: Summary of Italian fuel cell information
Description Number of
units
Details, comments and companies involved
Large-scale units
installed and
operational
174 kWe 3 x 58kWe fed with biogas from waste-water treatment – under installation
Number of domestic
stationary units 280 A further 400 to be installed in PACE project
New for 2015-2016 80 units
Number of other
stationary units
(remote or off-grid)
350 Remote systems for telecom repeater stations, EPS
Number of
operational fuel cell
vehicles
60 Milano and Bolzano
Hydrogen filling
stations operational 12
The active stations are in Bolzano, Liguria Milan: stations in Rome, Messina and
Naples under construction. Others are in stand-by.
2.3.9 Japan
Japan is the leading country in the field of commercialized fuel cells for residential applications and passenger cars.
Commercialization of the ENE-FARM micro-CHP residential fuel cell products has been particularly successful. The
first of these products was launched in early 2009, and the total number of installed systems was over 180,000 by the
end of 2016. A further subsidy round for ENE-FARM was announced in December 2014 with JPY 20 billion (USD 170
million, EUR 150 million) made available for 36,243 units. This funding will provide a subsidy of JPY 0.38M for each
PEFC unit (USD 3,200, EUR 2,800) and JPY 0.43 million for each SOFC unit (USD 3,600, EUR 3,200), respectively.
A new system has been added to the ENE- FARM range of products that continues to generate and supply power
for households even if there is a general blackout. Almost all current ENE-FARM types have this function which has a
very good reputation among the consumers.
The Strategic Road Map for Hydrogen and Fuel Cells revised on March 22, 2016 by the Japanese Ministry of Econo-
my, Trade and Industry (METI) says, "Aim price of ENE-FARM is JPY 0.8 million (about USD 6,700) for PEFC type by
2019 and JPY 1.0 million (about USD 8,300) for SOFC type by 2021.“ Therefore, not only cutting unit costs but also
reducing costs for setting.
The Road Map shows in phase 1 „ the fuel cells for commercial and industrial use onto the market in 2017 as one of
the processes of expanding the use of fuel cell technology.“ Then NEDO is promoting the demonstration project of
SOFC which scale is from 5kW to 250kW.
24
The Road Map also says,“ Aim number of Fuel Cell Vehicle is around 40,000 by 2020, around 200,000 by 2025 and
around 800,000 by 2030.“ and „target number of Hydrogen Refueling Station is around 160 by 2020 and around 320 by
2025.“
TOYOTA „MIRAI“ and HONDA „Clarity“ there are about 1200 vehicles by Oct 2016.
Table 9: Summary of Japanese fuel cell information
Description Number of
units
Details, comments and companies involved
MW installed and
operational
128MW15
2.5MW
2.1MW
Ene-Farm as end of 2016
PAFC technology (estimation)
SOFC technology
Number of domestic
stationary units
Over
180,000 Ene-Farm as end of 2016
New for 2015-2016 63,000 Ene-Farm as only 2015/2016
Number of other
stationary units
(large scale)
30
6
PAFC technology, 100kW those shipped in 2015/2016
SOFC technology
Number of
operational fuel cell
vehicles
1300 Mainly cars and a few buses and fork lifts
Hydrogen filling
stations operational 91 By the end of 2016
2.3.10 Korea
In 2015 Korean government anounced its 2030 target of reducing green house gas emmissions by 37 percent from
B.A.U levels and it is higher than the earlier plan for a 30% cut. To reach this target, Korean government announced to
accelerrate innovation in clean energy technolgies and to double its investment on R&D of clean energy technologies.
Also, it published clean energy technology roadmap in August, 2016. The roadmap includes R&D plans for 13 clean
energy technologies including hydrogen and fuel cells. Accoding to the roadmap for hydrogen and fuel cells, 5 stratic
projects :
1) high efficient, high performance fuel cell systems for power generation;
2) virtual power plant for urban applications;
3) convergence technologies for fuel cells;
4) hydrogen supply chain;
5) breakthrough technologies for hydrogen and fuel cells will be focused mainly and the gonverment
inverstment in these projects will be increased by 2021.
Since the introduction of RPS (Renewable Portfolio Standard) in 2012, installation of stationary fuel cells in large scale
(>300kW) were grown fast and more than 160MW of stationary fuel cells are installed and are under operation at 29
sites in Korea by 2016. The stationary fuel cell products installed in Korea are mostly MCFC and PAFC.
15
Assuming each unit is 700W. Some units are 750W.
25
POSCO Energy which is a strategic partner of FuelCell Energy in the USA, started to manufacture MCFC cell
components as well as stacks and systems at its manufacturing site in Korea. The cell components manufacturing
facility at Pohang, Koreal began producing MCFC cell components from late 2015.
Doosan Fuel Cell, a manufacturer of PAFC and PEFC produces stationary fuel cell systems for residential, building
and distributed power generation applications. Doosan will start to produce 400kW PAFC systems at the new
manufacturing site in Iksan, Korea from 2017. The capcity of the new manufacturing facility will be 50MW/year. Doosan
produced 600W~10kW PEFC systems for residential and building applications and more than 1100 units of PEFC
were installed in Korea between 2014 and 2016.
S-Fuel Cell also manufatures 1kW~10kW PEFC system for residentail and building applications and the more than
900kW fuel cells from S-Fuel Cell were installed and under operation in Korea.
Korean government announced “the 3rd Master Plan for the Development and Supply of Eco Friendly Cars” in
December 2015 and it includes new target of FCVs and hydrogen refueling systems. The government is targeting to
install 250 hydrogen refueling stations with dissemination of 10,000 FCVs by 2020. By 2016, 78 FCVs are
disseminated and 19 hydrogen refueling stations are under operation in Korea.
Hyundai Motors produces FCVs (Tucsun ix) and the price of this FCV is 77,200 USD. By 2016, About 623 Tucsun ix
FCVs were disseminated in Europe, North America and Korea. A new model of FCV is under development and
Hyundai plans to reveal its new FCV model in 2017.
Table 10: Summary of Korean fuel cell information
Description Number of
units
Details, comments and companies involved
MW installed and
operational
149.2 MW
19 MW
2,884 kW
MCFC: 100KW/300kW/1.2MW/2.4MW POSCO Energy Products
PAFC: 400kW Doosan(ClearEdge) Products
PEFC: 1kW/5kW/10kW Doosan(Fuel Cell Power), S-Fuel Cell Products
Number of domestic
stationary units 1,721 (2006–2016, 1kW/5kW/10kW residential/building use)
New for 2015-2016 772 1,820 kW (1kW/5kW/10kW units)
Number of
stationary units
(large scale)
23
7
MCFC sites
PAFC sites
New for 2015~2016 4 MW PAFC
Number of
operational fuel cell
vehicles
78
SUV equipped with 100kW stack, 70MPa (700 bar) Tank (6kg H216
),
commercially sold by 2016
Hydrogen filling
stations operational 19 13 in operation
16
H2 denotes Hydrogen.
26
2.3.11 Mexico
The last few years, Mexico has seen substantial changes in the Energy Sector. Such changes include a reduction of
oil-based electricity generation by the end-2017, as well as the promotion in the use of Renewable Energy, increase
Energy Efficiency, adopt Clean Energy Technologies, Diversification of Primary Energy Sources. The Mexican
government is encouraging these policies while ensuring future growth according to government’s climate and
environmental objectives. Some of its goals include: to increase of share of clean energy in power generation, i.e. 35%
by 2024 and 40% by 2035, to reduce methane leaks upstream hydrocarbon sector by 40-45% by 2025, a carbon tax
placed on fuels in 2014 ($0.33 to $2.66/tCO2), reduce 22% GHG emissions and reduce by 51% carbon black
emission. Mexico has remained commited to international efforts by adhering to COP21.
Another important aspect of curcumstance occurring in this country is related to the enormous activities related to the
automotive industry, where Mexico has become a hot spot recently by becoming the 7th worldwide producer, 1st in
Latinamerica; 4th world exporter; 1st to the North American market. This has come as a result of being the 7th recipient
in the world of direct foreign investment in 2015 with particular emphasis in the auto industry. Mexico is also 5th
producer for components & accessories globally for this industry, which has become a pillar as it is the largest
employer in manufacturing and the main foreign currency generator.
In recent years 30 regional engineering centers, 4 Large Automotive Regional Clusters and Technology Centers for the
Automotive Industry have been created promoted by the government and the automotive industry itself. Although there
is not a national Fuel Cells Plan there has been recent interest from potential interesting markets for this technology
that include public transportation, personal compact vehicles, smart cities and others where electric vehicles are at the
front. The latter is derived from recent high levels of pollution in Mexico City where internal combustion engine (ICE)
cars were banned twice a week from being in the streets. Mexico City’s larger metropolitan area has nearly 7 million
vehciles registered, most of which are equipped with ICE’s. After such environmental measures the demand for electric
vehicles grew to more than 2500 cars in a couple of weeks.
Despite the fact that the following sections (2 and 3) do not seem optimistic, there are conditions in the country
favourable for detonating new businesses based on advanced transportation technologies such as fuel cells. The car
industry has developed a base of value chain and an important logistic infrastructure, both growing according to auto
industries plans to keep investing in Mexico. The government is determined to keep encouraging a manufacturing
industry in this sector as not only it has committed to cleaner envronmental policies, but it has recongnized this industry
as a pivotal sector that is creating jobs and generating economic activity. As this commitments include protecting health
and environment from fossil fuels vehicle emissions, citizens are obliged to look into new advnaced technologies that
can offere them the freedom of mobility in large cities like Mexico City.
It is of most importance to notice that additional to these circumstances, new local companies are looking into new
business opportunities particularly in the subsegments of utility and public transport where high technology costs
maybe surpassed by the need to provide public transpor services and to have the possibility of more productive fleet
alternatives to ICE traditional vehicles. Such new companies include many interested on battery electric vehicles which
for the moment lead on the mind of final users due to a larger coverage by the media.
From the R&D point of view, the National Science and Technology Council (CONACYT) of Mexico has created
different funding programms in which alternative and clean fuels, as well as energy efficiency technologies proposals
are considered in the portfoliio of seeked projects. RD&D activities continue to focus on alternative membranes and
catalysts, which are central to many academic institutions, while fewer engineering projects have been realised.
Notably a hybrid fuel cell utility vehicle developed through an academic consortia led by the Instituto Nacional de
Electricidad y Energías Limpias (INEEL, formerly known as IIE).
Therefore, political and economic conditions seem to favour the introduction of fuel cells technology in the
27
transportation sector, particularly in niche markets such as public and utility vehicles where some infrastructure issues
could be of less concern (fixed routes, central service, distributed hydrogen generation, etc.).
Table 11: Summary of Mexican fuel cell information
Description Number of
units
Details, comments and companies involved
Domestic stationary
units 0.2 MW
17 Ballard, IdaTech (originally) and Horizon
New for 2014 10 kW It is estimated that an additional 10 kW of capacity was acquired through R&D projects
Number of
operational fuel cell
vehicles
One utility vehicle prototype developed by R&D consortium
18
One small demonstration car with a PEFC as a battery charger19
At least two academic institutions have converted small cart-type vehicles to operate
with PEFC Portable units 50 kW Several low power (0.5 kW to 2 kW) (PEFC) are on test in different R&D organizations
Operational
hydrogen refuelling
stations
One for a small fleet in the tourist sector has been proposed and expects funding.
2.3.12 Sweden
Sweden has set ambitious energy goals to combat climate change, increase the energy security and strengthen the
competitiveness.
By 2020, Sweden shall have
A share of at least 50% renewable energy in gross final consumption and 10% renewable energy in the
transport sector
A reduction of the energy intensity by 20%
A reduction of GHG emissions by 40%
where 2008 is considered base year. There is also a proposal that by 2030, the domestic transports shall have 70 %
reduced GHG emissions compared to 2010. This proposal has a broad political consensus but has not yet been
decided on.
To reach these goals, research and development in clean energy technologies must be prioritised. Fuel cells have the
possibility to contribute to reach these goals.
The hydrogen and fuel cell activities in Sweden are driven from the bottom-up, by industry, academic research and
experts. The aim of the Swedish Government is to observe the market and to support industry and universities with
national activities. The Swedish Government initiated in 2009 a vehicle research programme called FFI
(Fordonstrategisk Forskning och Innovation - Strategic Vehicle Research and Innovation). FFI is a major partnership
between the Swedish government and automotive industry which includes joint funding of research, innovation and
development concentrating on climate & environment and safety in the automotive industry. The fuel cell research
17
Considering that Ballard units come in 2.5 kW and 5 kW, installed capacity might be greater, as it has been reported that 114 units
of Ballard’s ElectraGenTM-ME have been installed in Mexico. Other units originally from IdaTech and commercialised by Microm may change this number. It is unknown if the user Telecomm company is still relying on PEMFC systems after some years in operation. 18 Technical Consortium includes IIE, CIMA-ITESM, IPICYT, CENIDET and UASLP. 19
Integrated by CINVESTAV, an academic institution.
28
activities in FFI have focused on PEFC and SOFC (about EUR 600,000 per year). The Swedish Energy Agency also
finance participation in fuel cells and hydrogen-related IEA and EU activities (about EUR 80,000 per year) and in the
beginning of 2014 they also launched a project to cover the international business development for fuel cell transport
applications (about 100,000 per year). Overall, the government spend around 2 million Euros yearly on fuel cell and
hydrogen projects in Sweden.
Table 12: Summary of Swedish fuel cell information
Description Number of
units
Details, comments and companies involved
MW installed and
operational
Less than
1MW
A small number of back-up power units are or have been installed for test or
demonstrations
Number of domestic
stationary units Less than 10 A few PEFC units running but not really as residential fuel cells
New for 2016
The export
market has
increased
significantly
Powercell PEFC stack 100 kWe for automotive use. Significant export contract for
Impact Coating.
Number of other
stationary units
(large scale)
0
Number of
operational fuel cell
vehicles
11
10 Hyundai FCV in Malmö, Stockholm, Sandviken and Göteborg and 1 Toyota Mirai.
One taxi company in Stockholm is using Hyundai FCV for transport between the airport
and the city
Hydrogen filling
stations operational
In 2016 Sweden had four operational public Hydrogen filling stations:
The aiport in Stockholm
The city of Malmö,
The city of Göteborg at PowerCell facilities
The city of Sandviken
There is also one HRS at the winter test centre in Arjeplog in Northern Sweden. All these can deliver
70MPa (700 bar).
One old HRS from 2003 is mothballed but has been tested with good results. Today it can deliver
hydrogen up to 35 MPa (350 bar) and a mixture of hydrogen and natural gas.
Portable units
myFC a Swedish company has commercialised the Powertrekk unit with PEM technology. A
portable charger for mobile phones, GPS or similar USB connected units. It is now fully
commercialised and sold at major home electronics stores and at several major webshops
including Amazon.
An new Model from myFC called JAQ will be commercialized in the spring of 2017. It will be
smaller and easier to operate.
29
2.3.13 Switzerland
International Swiss Energy Research Activities
IEA: After an assessment of the Swiss participation in international committees, Switzerland decided to join the
Technology Collaboration Programmes «Energy Storage (ECES)» and «Industrial Technologies and Systems
(IETS)».
EU: During 2016 and early 2017 a number of European Research Area Network Cofund Actions (ERA-NET CFA),
peer-to-peer networks of energy research funding authorities to launch joint calls and coordinate funding activities,
were initiated under the H2020 research framework of the EU. Switzerland participates in the following ERA-NETs
which are directly related to the energy sector:
«ACT‒ Accelerating CCS technologies as a new low-carbon energy vector» (2016‒2021);
«SOLAR-ERA.NET Cofund» in the field of solar electricity technologies (2016‒2021);
«ENSCC – ERA-NET Smart Cities and Communities» (2014‒2019);
«ERA-NET SmartGridPlus ‒ support deep knowledge sharing between regional and European Smart Grids
initiatives» (2015‒2020);
«GEOTHREMICA ERA-NET Co-fund Action» (2017‒2021);
There are additional ERA-NETs in preparation with Swiss participation such as «Energy efficiency in industry
and services» and existing ERA-NETs within prior EU research framework programs.
In December 2016 Switzerland has ratified the protocol extending the free movement of persons to Croatia and, as a
consequence, will again participate as associated country within the Horizon 2020 framework as of 1 January 2017.
National Swiss Energy Research Activities
The Federal Energy Research Commission (CORE) published the Federal Energy Research Masterplan for the
period 2017–2020. Compared to the prior Master Plan an additional focus is set on socio-economic research.
The 8 Swiss Competence Centers in Energy Research (SCCER) ‒ established in 2014 and charged with capacity
build-up for energy research ‒ have been re-approved by the Parliament for a second period of four years (2017‒
2020) with a total budget of €112 million. Currently some 1100 persons, approx. 40 % of which are newly created
positions, are active within the SCCER network. After 2020 it is foreseen to integrate the SCCER into the existing
higher education network.
The Swiss Commission for Technology and Innovation (CTI) – currently an administrative unit of the federal ad-
ministration – will be converted to Innosuisse, a new federal promotion agency for science based innovation. In
December 2016 Switzerland’s government, the Federal Council, elected Innosuisse’s Board.
Networking
During 2016 several international and national workshops and events were held, such as:
IEAGHG biannual conference on CCS. In November, the city of Lausanne, the EPFL and the Swiss
Federal Office of Energy hosted the 13th
IEAGHG biannual conference series on greenhouse gas control
technologies, GHGT-13. 1000 members of the research, innovation and policy making community from
38 countries convened to talk about the most recent advances in capture technologies, transportation,
use of CO2 and storage, and their policy relevance. Major focus was put on demonstration projects prov-
ing that CCS is a viable and safe greenhouse gas mitigation technology. The conference was preceded
by a two-day meeting of the IEAGHG ExCo.
Geothermal energy: The 5th
annual conference on geothermal energy took place in May as part of the
annual St. Gallen Energy Days. In addition a national geothermal energy conference organized by the
national geothermal energy association Géothermie Suisse was held in Yverdon in November.
30
IEA TCP on Combustion. Under the direction of Switzerland the Gas Engine Collaboration Task of the
IEA TCP on Combustion organized the first international Gas Engine Combustion Fundamentals Work-
shop at the Swiss Federal Institute of Technology (ETH) Zurich. The event was highly successful with
around 85 participants.
The 20th
International Combustion Generated Nanoparticles Conference was held at the Swiss Federal
Institute of Technology (ETH) Zurich with financial support from the Swiss Federal Office of Energy, at-
tracting some 300 to 400 participants.
IEA TCP Heat Pump Technologies. The 22nd
Heat Pump Conference held in Burgdorf highlighted the
international cooperation between the European Union and the IEA with reports from the TCP’s annexes
«Industrial Heat Pumps» and «Heat Pumps in Multi-Family Buildings. Also in 2016, the University of Ap-
plied Sciences Lucerne (HSLU) hosted a meeting of Annex 42 «Heat Pumps in Smart Grids».
IEA TCP SolarPACES. In April, the Swiss Federal Office of Energy hosted the two-day Executive Com-
mittee meeting at ETH Zurich, followed by a technical tour to the Solar Testing Lab at Rapperswil and to
the IBM Research Lab at Rüschlikon.
IEA TCP on Advanced Fuel Cells. In 2016, the Paul Scherrer Institute (PSI) together with the Swiss
Federal Office of Energy hosted a meeting of Annex 33 «Stationary Fuel Cells».
IEA TCP on Advanced Fuel Cells. In June 2016, the Swiss company HTceramix organized an expert
meeting of Annex 32 «Solid Oxide Fuel Cells» in conjunction with the European Fuel Cell Forum 2016
and the 12th European Solid Oxide Fuel Cell Forum on 5-8 July 2016 in Lucerne.
IEA TCP Bioenergy. Participants of Task 32 «Biomass Combustion and Cofiring» met in Switzerland on
13 and 14 June. The meeting started with a field trip to the bioenergy lab and the biological lab of the
University of Applied Sciences Lucerne (HSLU). Task 32 co-organised and joined a special session on
biomass combustion at the 20th
Nanoparticles Conference at ETH Zurich with important contributions to
the topic of particulate emissions from biomass combustion.
Participants of Task 33 «Gasification of Biomass and Waste» met in Switzerland from 25 to 27 October
for a workshop on «gas sampling, measurement and analysis in thermal gasification pro-cesses». Partic-
ipants agreed to set up a platform to facilitate access to measurement results of various research insti-
tutes across the world. The meeting was rounded off with an excursion to the gasification unit of the city
of Stans and the municipal solid waste incineration plant of the city of Bern.
Further activities:
In March 2016, Empa (the Swiss Federal Laboratories for Materials Science and Technology), the Paul
Scherrer Institute and the Swiss Federal Office held the first expert workshop on Hydrogen mobility in
Switzerland.
In April the Federal Energy Research Masterplan for the period 2017–2020 was presented within the 10th
Energy Research Conference. Strategies, priorities and findings from the area of energy research were
presenting to a wide audience of decision-makers from the private sector, research institutions, the polit-
ical arena and the administration. This conference was organized in close cooperation with the Commis-
sion for Technology and Innovation (CTI) – funding agent for the eight SCCER (€70 million) – and the
Swiss National Science Foundation (SNSF) – funding agent for two National Research Programmes
(NRP) on «Energy Turnaround» and «Managing Energy Consumption» (€40 million).
In July, the European Fuel Cell Conference took place in Lucerne, an important conference on Solid Ox-
ide Fuel Cells and Solid Oxide Electrolyser Cells-related research.
31
In November, the first public 70 MPa-Hydrogen refuelling station was opened at Coop Mineralöl in Hun-
zenschwil, Canton of Aargau. Hydrogen is provided by water electrolysis, in turn powered by electricity
from a nearby river-run hydroelectric power plant. The station is used for a fleet of Hyundai ix35 FC vehi-
cles as well as a fuel cell powered truck.
In spring 2016, the Association of Swiss Solar Energy Companies (Swissolar), the Association of Swiss
Electricity Companies (VSE) and the Swiss Federal Office of Energy organized the national photovolta-
ics conference in Bern, one of the major energy conferences in Switzerland which continues to attract
around 600 participants.
2.3.14 USA
The mission of the Fuel Cell Technologies Office is to enable the widespread commercialization of a portfolio of hydro-
gen and fuel cell technologies through applied research, technology development and demonstration, and diverse
efforts to overcome institutional and market challenges. The appropriation for FY15 was USD 97,000,000 and for FY16
was USD 100,950,000.
Following are the key targets for the Office:
Fuel cells
Develop a 65% peak-efficient, direct hydrogen fuel cell power system for transportation that can achieve
5,000-hour durability (ultimate 8,000 hours) and be mass produced at a cost of $40/kW by 2020 (ultimate
$30/kW).
Develop distributed generation and micro-CHP fuel cell systems (5 kW) operating on natural gas that achieve
45% electrical efficiency and 60,000-hour durability at an equipment cost of $1,500/kW by 2020.
Develop medium-scale CHP systems (100 kW–3 MW) by 2020 that achieve 50% electrical efficiency, 90%
CHP efficiency and 80,000-hour durability at a cost of $1,500/kW for operation on natural gas and $2,100/kW
when configured for operation on biogas.
Hydrogen storage
By 2020, develop and verify onboard automotive hydrogen storage systems achieving 1.8 kWh/kg system
(5.5 wt.% hydrogen) and 1.3 kWh/L system (0.040 kg hydrogen/L) at a cost of $10/kWh ($333/kg H2 stored).
Enable an ultimate full-fleet target of 2.5 kWh/kg system (7.5 wt% hydrogen) and 2.3 kWh/litre (0.070 kg hy-
drogen/litre) at a cost of USD 8/kWh (USD 266/kg hydrogen stored) for on-board automotive hydrogen stor-
age.
Hydrogen production
The cost target for hydrogen at the pump for vehicles is $7/kg for early markets and $4/kg ultimate.
A number of key accomplishments were identified in 2015-2016.
Vehicles/buses
From 2012-2015, fuel cell vehicles demonstrated 3900 hours of “maximum fleet average durability” compared
to the 2020 target of 5000 hours durability
Hyundai is leasing its Tucson fuel cell vehicles in California for $499/month and $2,999 down payment. Toyo-
ta is leasing its Mirai fuel cell vehicles in California for $499/month and $2,999 down and selling the vehicles
for $57,500. The fuel and maintenance for both vehicles are free. CA state rebates of $5000 and federal tax
credits of $8,000 are currently available for qualified buyers.
32
The Honda Clarity will be available in the state of California in the winter of 2016-2017. Free fuel and mainte-
nance are available for the vehicle as well as HOV (high occupancy vehicle) Lane Access. The vehicle can
be leased for $349/month, $2,499 down payment or purchased for $57,500. State and federal rebates and
tax credits are again currently available.
In October 2016, GM debuted an off-road-capable fuel-cell-powered electric vehicle that can climb over all
kinds of terrain.20 The U.S. Army Tank Automotive Research, Development and Engineering Center will test
the vehicle in extreme field conditions to determine the viability of this vehicle on military missions.
On April 19th 2016, the Stark Area Regional Transit Authority (SARTA) and the Ohio State University un-
veiled the first hydrogen fuel cell bus in Ohio at the Ohio Statehouse in Columbus, OH.
On September 28, 2016, SARTA held a ribbon cutting event at the opening of a new hydrogen refueling sta-
tion at SARTA’s headquarters in Canton, OH. The hydrogen will service the ten hydrogen fuel cell buses that
will be in regular service on SARTA's routes by the end of 2018.
Stationary systems
In November 2016, Plug Power Inc. signed a cooperative memorandum of understanding with Zhangjiagang
Furui Special Equipment Co., LTD (Furui), along with a leading Chinese industrial vehicle manufacturer, to
develop new fuel cell applications and fueling solutions for the expanding industrial electric vehicle market in
China.
The Super Bowl 50 Committee used several fuel cell powered generators from Altergy to provide power for
Super Bowl City in San Francisco during the championship football game.
In October 2016, Nuvera Fuel Cells, LLC (owned by Hyster-Yale) demonstrated fueling of a Hyundai 2016
Tucson fuel cell electric vehicle with hydrogen from an electrochemical compressor. Electrochemical com-
pression should lead to broader adoption of fuel cell electric vehicles.
Hydrogen
Hydrogen production: Using a solar simulator, NREL achieved 16% solar-to-hydrogen efficiency, 14.3% STH
under outdoor testing.
Hydrogen delivery: PNNL demonstrated the first ever liquefaction of a gas from room temperature with mag-
netocaloriccooling and a record-breaking 100˚C temperature span.
Toyota and Air Liquide are planning to construct 12 hydrogen fueling stations in the next year in the Northeast
U.S. including New Jersey, New York, Rhode Island, Massachusetts, and Delaware.21
Policy
The US federal tax credit for stationary fuel cell power systems expired in 2016.
In October, 2015, the Governor of the State of California signed the Clean Energy and Pollution Reduction
Act of 2015 to provide clean energy, clean air, and pollution reduction for 2030 and beyond. The objectives of
the Act aim:
(1) To increase the procurement of electricity from renewable sources from 33 percent to 50 percent.
(2) To double the savings in the use of electricity and natural gas by retail customers through energy efficien-
cy and conservation.
20
http://media.gm.com/media/us/en/gm/news.detail.html/content/Pages/news/us/en/2016/oct/1003-zh2.html 21
https://fuelcellsworks.com/news/lodi-could-be-home-to-n.j.s-first-hydrogen-fuel-station/
33
Table 13: Summary of US fuel cell information
Description Number of
units
Details, comments and companies involved
Large stationary fuel
cell systems >290 MW System size is >100 kW to multi-megawatt, systems in at least 43 states
22
Operational fork lifts >11,000 Plug Power, Nuvera (Hyster-Yale), forklifts in at least 26 states23
Operational fuel cell
vehicles
350 cars
and 35
buses
By May 2016, 210 Mirais had been sold in the U.S.24
25 buses are being demonstrat-
ed now in CA. 46 buses are in the planning stage.25
SARTA in OH has 10 fuel cell
buses.26
Operational hydro-
gen refueling sta-
tions
28 25 in CA27
, 1 each in CT, MA, and SC,1 12 planned for Northeast
2.4 Current Annexes
The following annexes were active in 2015/2016:
Annex Title
Annex 30 Electrolysis.
Annex 31
Annex 32
Polymer Electrolyte Fuel Cells (PEFC).
Solid Oxide Fuel Cells (SOFC). Annex 33 Fuel Cells for Stationary Applications (including MCFC).
Annex 34 Fuel Cells for Transportation.
Annex 35 Fuel Cells for Portable Applications.
Annex 36 Systems Analysis.
Annex 37 Modelling
Together, these annexes form an integrated programme of work from February 2014 to February 2019, comprising
three technology-based annexes (Electrolysis, SOFC and PEFC) and three application-based annexes (stationary,
transportation and portable applications), with the systems analysis and modelling Annexes encompassing all these
areas.
22
https://fuelcellsworks.com/news/lodi-could-be-home-to-n.j.s-first-hydrogen-fuel-station/ 23
https://energy.gov/sites/prod/files/2016/11/f34/fcto_state_of_states_2016_0.pdf 24
http://www.greencarreports.com/news/1103847_smaller-cheaper-toyota-mirai-fuel-cell-car-coming-in-2019-company-says 25
http://www.nrel.gov/hydrogen/proj_fc_bus_eval.html 26
http://www.sartaonline.com/Content/uploads/SARTA-and-OSU-Fuel-Cell-Joint-Release-4406.pdf 27
http://cafcp.org/stationmap
34
Figure 5: Summary of current annexes
Electrolysis
PEFC
Modelling of Fuel Cell Systems
Technology annexes Application annexes
Stationary
2.5 How to join the AFC TCP
The AFC TCP welcomes new participants from IEA and non-IEA countries. It is a task-sharing activity, so we
encourage countries with a significant programme of fuel cell research, development and commercialisation of this
technology to become member countries.
Any company or institution of a member country is invited to join our Annexes, in which the technical work to develop
and understand fuel cell development is carried out.
We also welcome individual companies, government agencies and industrial or academic organizations that work in
this field to join as Sponsoring Organizations. This allows groups to join Annex meetings and to attend the Executive
Committee meetings, so providing direct access to the most current international technical discussions on fuel cells
and the opportunity to further develop an international network.
If you are interested in joining the AFC TCP, please contact the Secretary, Michael Rex ([email protected]).
35
3. Executive Committee Report
3.1 ACTIVITIES
Two Executive Committee (ExCo) meetings were held in 2015 and two in 2016.
Table 14: Executive Committee Meetings 2015 and 2016
Meetings Date and place that meetings were held
ExCo 50 23 and 24 April 2015, Zurich, Switzerland
ExCo 51 15 and 16 October 2015, Phoenix, USA
ExCo 52 16 and 17 June, 2016, Zaragoza, Spain
ExCo 53 9, 10 and 11 November 2016, Beijing, China
A successful outreach event was held at Zürich University of Teacher Education (PH Zürich) following the ExCo meet-
ing. This was attended by 20 ExCo members, and over 30 people from the commercial and research sectors in Swit-
zerland. The event, 'Technological Status and Economic Potential of Fuel Cell Technology', included guest speakers
David Hart (E4Tech), who described the latest Industry Review for Fuel Cells 2014, and Andreas Mai, who shared
details of the latest products from HEXIS. Additionally, presentations by Nancy Garland (DOE, US), Michio Hashimoto
(NEDO, Japan) and Laurent Antoni (CEA, France) gave the international status of fuel cells.
The AFC TCP continues to produce two newsletters a year, sharing the work of the group with a wide audience. They
are available through the website and are sent by email directly to the people on our distribution list.
The AFC TCP published the report International Status of Molten Carbonate Fuel Cells Technology as well as the
report on National Strategies and Plans for Fuel Cells and Infrastructure.
The website was updated to rebrand from Implementing Agreement to a Technology Collaboration Programme.
Also, the Secretariat Services was put out to an open tender for 2017.
3.2 MEMBERSHIP
Inn 2015, AFC TCP welcomed VTT Technical Research Centre Ltd (VTT) of Finland as a sponsoring organization of
Finland.
Interest in joining our work in 2015 was expressed by Croatia, with Dr. Ankica Dukić from University of Zagreb attend-
ing the spring meeting and China, with Zhang Jinhua and Ge Yingying from the Society of Automotive Engineers of
China (SAE-China) attending the fall meeting.
In 2016, the Centro Nacional Del Hidrógeno (CNH2) was also invited to join the Executive Committee as a sponsor
organization.
The following re-elections were made in 2015 by unanimous agreement: Professor Detlef Stolten (Germany) appointed
as Chairman and Bengt Ridell (Sweden) and Dr Nancy Garland (USA) as Vice-Chairs. Also,Jacob Teter replaced Alex
Körner as the IEA Desk Officer for the AFC IA.
36
In 2015 Ayelet Walter became alternate member for Israel, Dr. Sang Jin Moon became the fuel member for Korea
replacing Dr. Jimi Lee. For Japan Masataka Kadowam replaced Kenji Hoduchi as the member and Katsumi Yokomoto
replaced Hiroyuki Kanesaka as alternate member. Viktor Hacker stood down as alternate member for Austria.
TABELLE Advanced Fuel Cells Implementing Agreement Member Countries
3.3 FINANCING AND PROCEDURES
All activities under the Annexes of the Implementing Agreement are task shared. The only cost shared activity is the
Common Fund, which provides funding for the Executive Committee Secretariat. The new funding arrangements were
introduced in 2011, whereby there are three tiers of Common Fund contributions; the level of payment is led by a coun-
try´s level of GDP.
Since 2015 two types of membership are now offered:
Contracting Parties: the national government of a country can join the Technology Collaboration Pro-
gramme on Advanced Fuel Cells as a Contracting Party.
Sponsors: research organizations, industry, and business partners may join the Technology Collaboration
Programme on Advanced Fuel Cells as Sponsors.
3.4 KEY DECISIONS in 2015 / 2016
Unanimous approval was given for Croatia and China to join the Technology Collaboration Programme as a
full Contracting Party (University of Zagreb, Croatia; SAE-China, China) and Centro Nacional Del Hidrogeno
(CNH2) to join the T CP as a Sponsoring Organization.
It was unanimously voted to put the Secretariat Services out to an open tender for 2017 and to authorize the
Chairman to negotiate with the top three bidders and to select the most proper company.
The Implementing Agreements have been rebranded as Technology Collaboration Programmes and all are
asked to use the new branding in the future, to give a more meaningful name. The website has been re-
branded in line with this.
It was decided by unanimous vote that Detlef Stolten (Germany) will remain as Chairman, with Nancy Gar-
land (USA) and Bengt Ridell (Sweden) as Vice Chairwoman/man for the next two years.
3.5 FUTURE PLANS
Information exchange with other Technology Collaboration Programmes continues to be encouraged, building on links
already in place with the Hydrogen and Hybrid Electric Vehicle Technology Collaboration Programmes.
Two Executive Committee meetings will be held in 2017. The 54th meeting will be held in Stockholm, Sweden on June
20 and 21 2017. The 55th meeting will be held in Berlin, Germany in November 14 to 16, 2017. A Topical Meeting on
Electrocatalysis for Fuel Cells will be held on November 15, 2017 in Berlin, Germany in combination with the 55th ExCo
meeting.
37
4. Annex reports
4.1 ANNEX 30 REPORT: ELECTROLYSIS
Key Messages – Facts
Electrolysis
The electrochemical production of hydrogen by means of water electrolysis is a well-established technical
process.
If water electrolysis technology is to be widely and sustainably used on the mass market for the storage of
renewable energy, further steps must be taken to resolve outstanding technical issues, such as low power
densities and inadequate stability, as well as the high manufacturing and operating costs associated with
the technologies currently in use.
The predominant electrolysis technologies in commercial installations are alkaline and PEM-based.
Over the last years, PEM electrolysis in the MW class has also been demonstrated.
Alkaline membrane electrolysis and solid oxide electrolysis (SOEC) are in pre-commercial development in
laboratories.
Key Messages – Opinion
Electrolysis
The main technical challenges and development goals facing water electrolysis are improved stack perfor-
mance and durability, scaling up to the 10-100 megawatt size range, grid integration and high pressure op-
eration.
Stack performance needs include improved membranes and catalysts.
Improving the durability of cell materials, including a better understanding of degradation mechanisms, is
important.
Megawatt scale-up needs include reducing capital costs by 50% per kilowatt.
The objective of the Electrolysis Annex is to provide a platform for international information sharing and learning be-
tween experts with knowledge and experience of electrolyser technologies. It seeks to understand how these can best
be deployed in energy systems in order to accelerate the development and eventual commercialization of the following
technologies:
PEM electrolysis (electrodes, catalyst-coated membranes (CCMs), stacks, lifetime enhancement, test proto-
cols, balance of plants, etc.)
Alkaline electrolysis, including alkaline membrane electrolysis
Solid oxide electrolysis
The work of the Annex focuses on all three electrolysis technologies. In addition to information exchange, the standard-
ization of definitions and harmonization of test procedures/protocols is the focus of the current activity.
This Annex is new in 2014, having been set up in response to increasing interest in utilizing renewable energy across
38
Europe – especially stranded energy and that generated when grid output exceeds demand. The Annex will run
through 2019.
The Operating Agent is Jürgen Mergel of Forschungszentrum Jülich GmbH and the list of participating organizations
can be found below.
Table 15: List of participating organizations in Annex 30.
Country Participant Associated Institution
Denmark Technical University of Denmark
Denmark EWII Fuel Cells / AS
France Areva H2Gen
France Universite Paris Sud
France CEA Grenoble
Germany Forschungszentrum Jülich GmbH
Germany Siemens
Germany DLR Stuttgart
Germany Fraunhofer ISE Freiburg
Germany HYDROGENICS Europe
Germany ThyssenKrupp Uhde Chlorine Engineers GmbH
Germany NRW Energieagentur
Germany Projektträger Jülich
Germany Fraunhofer IMWS
Germany H-TEC Systems GmbH
Germany Evonik Industries AG
Germany Greenerity
Germany Schmack Carbotech
Italy McPhy
Japan NEDO
Japan Technova Inc.
Japan Asahi Kasei Corp.
Japan De Nora Permelec Ltd
Japan Yokohama National University
Japan Hitachi Zosen
Japan Toray Industries, Inc.
39
South Korea KIST, Korea Institute of Science and Technology
Switzerland Paul Scherrer Institut (PSI)
USA NREL
USA Giner Inc.
USA ProtonOnsite
USA 3M
To date, alkaline electrolysers remain the primary commercially available means of electrolytic hydrogen production,
and this has been the case for the past few decades. PEM electrolysis has, however, been in research and develop-
ment over the last 40 years and has only recently begun to break through into some small niche commercial markets.
Although a number of institutes and companies are currently pursuing high-temperature electrolysis, no commercial
product is available on the market yet.
At present, the predominant technologies in commercial installations are alkaline and PEM-based.
Figure 6: Comparison of state of the art alkaline and PEM electrolysis technologies (Source: For-
schungszentrum Jülich GmbH).
If water electrolysis technology is to be widely and sustainably used on the mass market for the storage of renewable
energy, further steps must be taken to resolve outstanding technical issues, such as low power densities and inade-
quate stability, as well as the high manufacturing and operating costs associated with the technologies currently in use.
Important challenges in the further development of alkaline water electrolysis include, in particular, increasing the pow-
er densities of stacks, enlarging the partial load range, reducing system size and complexity and improving the dynam-
ics of the entire system. In comparison to alkaline electrolysis, PEM electrolysis permits a much larger partial load
range, which is particularly beneficial for operation with renewable energy sources. The main challenge for PEM elec-
trolysers is their cost, which is primarily accounted for by stack components, and so there is a need to investigate the
reduction of noble metal content and replace the expensive, titanium-based separator plates and micro porous layers
40
with cheaper materials like corrosion-protected stainless steel. By increasing current density, however, it is also possi-
ble to decrease the costs relating to alkaline electrolysis. The durability of PEM electrolysers also presents an issue
(especially with increases in temperature).
Because of the great interest in producing hydrogen as energy storage medium by means of electrolysis powered by
excess, renewable electrical energy, PEM electrolysers have already been developed and constructed on the MW
scale for various projects in recent years. An overview of the most important producers of alkaline and PEM electrolys-
ers on the MW scale is displayed in Fehler! Verweisquelle konnte nicht gefunden werden..
Figure 7: Main players in water electrolysis - Systems in the MW class (Source: Forschungszentrum Jülich
GmbH).
Alkaline membrane electrolysis and SOEC are in pre-commercial development in laboratories. SOEC development
has profited from SOFC (Solid Oxide Fuel Cell) know-how, but further work is still required, especially with respect to
the optimization of electrode materials and the improvement of long-term stability.
4.1.1 Activities
After the inaugural workshop in 2014, two further workshops were held in 2015 and 2016, respectively. The first work-
shop in 2015 was carried out in cooperation with the FCH Joint Undertaking Project MEGASTACK at the Herten Hy-
drogen Center of Excellence in Herten (Germany) and was hosted by HYDROGENICS and the NRW Energy Agency.
35 participants from 7 member states participated in this event in April, which concerned the cost reduction of PEM
electrolysis packets in the MW class and the standardization of test protocols for components, individual cells and
stacks.
The second meeting took place at NREL (the National Renewable Energy Laboratory) in Golden, Colorado (USA) in
October. 28 participants from Denmark, Germany, Japan, Switzerland and the United States took part in the workshop
which, in addition to a lively exchange of information, dealt with the definition of standard test protocols for components
and individual cells for PEM electrolysis.
In 2016, a workshop was held in Tokyo, with another meeting taking place in Oslo in October, together with TASK 33
of the Hydrogen Implementing Agreement. The ANNEX 30 meeting in Tokyo was hosted by NEDO and 36 participants
41
from Germany, France, South Korea, Japan and the United States took part. The joint IEA Hydrogen Meeting with HIA
TASK 33 (Local Hydrogen Supply) was conducted by the Institute for Energy Technology (IFE) in Kjeller, Norway and
was attended by 43 participants from Belgium, Denmark, Germany, European Union, France, Japan, Norway, Sweden
and the United States. On the first day, a joint seminar on the subject of water electrolysis was held, while on the sec-
ond day separate workshops on HIA TASK 33 and ANNEX 30 took place.
4.1.2 Technical Developments
PEM electrolysis was the main focus of the electrolysis ANNEX, as most of the participating companies and institutes
are active in this field. PEM electrolysis is ideally suited for enabling surplus renewable electricity to be stored in the
form of hydrogen as a chemical energy carrier. The key technical challenges and development objectives are improved
stack performance and durability, as well as scaling up to the 10-100 MW range while reducing investment costs.
PEM Electrolysis
The requirements for improved stack performance and durability, with simultaneous cost reduction, include improved
membranes and catalysts. A better understanding of degradation mechanisms is important for improving the durability
of cell materials.
The work on the cost reduction of PEM electrolysers at Forschungszentrum Jülich focuses on the reduction of catalyst
loading and the substitution of titanium by more cost-effective materials for separator plates and current collectors,
particularly on the oxygen side. Thereby, the cost of the cathode’s catalyst platinum could be reduced and a compara-
ble performance of more than 90% achieved. For the anode, a cost reduction of more than 70% was achieved (see
Figure 8). Furthermore, a 300 cm² shortstack with low-cost separator plates could be constructed and tested, with
comparable performances to small, titanium-based individual cells.
Figure 8: Catalyst loading reduction for PEM electrolysis at the Forschungszentrum Jülich (Source: For-
schungszentrum Jülich GmbH).
In order to develop new catalyst and membrane materials, it is important that appropriate test protocols are available.
For example, PEM fuel cell catalysts have standard testing protocols by which the electrochemical properties of the
different materials can be determined. The question is whether these particular test protocols for catalysts can also be
used for the characterization of electrolytic catalysts. NREL has been able to show that measurements with the rotating
disk electrode (RDE) can also be used as a screening tool for electrolytic catalysts. With the aid of the mercury under
potential deposition (UPD), a distinction can be made between the electrochemically-active surface and the specific
42
activity. Furthermore, this shows that a potential of 1.55 V (iR-free) is very suitable for comparing the performance of
catalysts for the Oxygen Evolution Reaction (OER). The first investigations on the long-term stability of Ir catalysts at
different potentials were also carried out at the RDE.
Complementing NREL’s work on Membrane Electrode Assembly (MEA) technology, the German Aerospace Center
(DLR) in Stuttgart is investigating long-term stability and is attempting to develop suitable ASTs (Accelerated Stress
Tests) for water electrolysis, which will simulate dynamic operation when coupled to wind-generated electrical current.
Accordingly, different protocols have been developed and tested in small short stacks.
The Laboratory for Innovation in New Energy Technologies LITEN of the CEA Research Center in Grenoble also deals
with aging processes in PEM electrolysis. By measuring the fluoride release rate at different current densities and
temperatures, it was shown that damage to the PFSA membrane increases with increasing electrolysis temperature
and to maximum at average current densities of 200-400 mA/cm². Therein, fluoride was detected as the major compo-
nent on the cathode side (Figure 9).
Figure 9: Membrane degradation in PEM water electrolysis, influence of current density (Source: CEA Tech
Liten).
The Fraunhofer Institute for Solar Energy Systems (ISE) in Freiburg opened a test center for the further development
of PEM electrolysis in 2015, in which electrolysis stacks of up to 1 MWel can be characterized. The independent evalu-
ation of the performance and aging properties of electrolysis stacks will support companies in the commercial devel-
opment of their products. Two test facilities are available for the characterization of PEM stacks up to a current of 4,000
A and maximum pressure of 50 bar. Long-term studies, the elucidation of aging mechanisms and development of
‘accelerated stress tests’ are the main focus, alongside system integration and model-supported cell and stack design.
The company Greenerity GmbH out of Hanau (Germany) develops and offers commercial MEAs for PEM electrolysis
in different sizes. A Nafion 117 membrane is normally used as a standard membrane. In the development of new
MEAs, a major focus is placed on the improvement of performance, gas purity and efficiency while at the same time
reducing the catalyst load. Compared to the standard E400 MEA with Nafion 117, prototype MEAs with membranes
that are 50 μm thick exhibit more than twice the current density at a cell voltage of 1.9 V. Due to the higher hydrogen
43
losses in thinner membranes, especially at low current densities, the new MEA prototypes only increase cell activity
levels at current densities greater than 0.6 A/cm² compared to standard MEAs. In this way, overall efficiencies of more
than 80% (HHV) at current densities of up to 2 A/cm² can be achieved. This can be achieved by reducing gas permea-
bility, i.e., further optimized through the use of hydrocarbon membranes.
For example, in the framework of a project undertaken with Toray and funded by NEDO (the New Energy and Industri-
al Technology Development Organization, Japan), highly efficient hydrocarbon membranes for PEM electrolysis with a
lower H2 crossover than PFSA membranes (perfluorosulfonic acid), such as Nafion membranes, were developed.
As mentioned above, in recent years, PEM electrolysers have been developed and built on the MW scale for different
projects.
In the context of the project, “Energie Park Mainz-Hechtsheim”, Siemens developed its first in-house PEM electrolysis
system in the MW class, consisting of three SILYZER 200 electrolysis modules with a nominal output of 1.25 MW each
and peak power of 2 MW (limited in time). The 6 MW system has been in operation since September 2015 and has
already converted more than 1,500 MWh of electrical energy into hydrogen, with an output pressure of 35 bar. Perfor-
mance, efficiency and dynamic behavior fully correspond to the expectations.
Figure 10: Siemens electrolyser system, Energie Park Mainz: 3 SILYZER 200 PEM electrolyser skids
(Source:Siemens).
A 1.5 MW PEM electrolysis pack developed by Hydrogenics was successfully brought into operation in October 2015
within the framework of the German project WindGas in Reitbrook (Hamburg). The compact PEM system, which is
housed in a 40’ foot container, delivers a maximum of 285 Nm³/h of hydrogen at 30 bar. Thereby, a total system effi-
ciency across the entire working range of 72-74% (HHV) is achieved.
As can also be seen in Figure 1, ProtonOnsite has also developed commercial PEM systems (M Series) in the 1-2 MW
class, which are modularly constructed with 4-8 250 kW stacks. The 250 kW stacks with a single electrode area of 680
cm² and an output pressure of 30 bar generate 50 Nm³/h of hydrogen and are a further development of the HOGEN
series.
Alkaline Electrolysis
44
In the area of alkaline water electrolysis, companies such as ThyssenKrupp Uhde Chlorine Engineers and the Japa-
nese company, Asahi KASEI, have developed their own advanced alkaline water electrolysis systems based on their
robust and efficient chlorine-alkaline technologies.
The development goal here is to achieve current densities of 1 A/cm² at cell voltages of <1.8 V under normal pressure
at about 90 °C. In the future, plant sizes of more than 100 MW can be realized in accordance with manufacturer speci-
fications. In the near future, the first installations in the MW class will be available.
Working Package – “The Definition of Test Protocols”
Over the last two years, a major focus of the work of ANNEX 30, aside from the exchange of information, has been the
development of standard test protocols, especially for PEM electrolysis.
Collaborative work can only be successful when the data obtained at different institutions are comparable. Moreover,
the comparison of data can only be realized when the different test protocols and operating conditions are pre-defined
and applied. More important is that when considering the existing publications and reports when operating single cells
for water electrolysis, the standard deviation amongst data across institutions is very high and a direct comparison
turns out to be impractical. The reason for this is that different protocols and operating conditions are used, and even
when testing the same cell components, the performance results are very much apart from each other.
Therefore, ANNEX 30 Electrolysis is currently strongly engaged in defining the test protocols and operating conditions
for single cell tests for water electrolysis.
In the ANNEX 30 Electrolysis workshop in Golden, USA in October 2015, the operating conditions and test protocols
were almost entirely defined, to which all partners involved in the discussion agreed. After final polishing at the ANNEX
30 workshop in Tokyo in February 2016, the proposed testing protocols and operating conditions were validated
amongst the agreeing members.
Therefore, together with the company Greenerity GmbH, one Standard CCM (catalyst-coated membrane) for PEM
water electrolysis was defined. This CCM was distributed amongst the participating members and run using the same
cell hardware, allowing the validation of the test protocols at defined operating conditions. The first results of a round
robin test were presented at the ANNEX 30 workshop in Oslo, Norway in October 2016.
The PEM fuel cell community utilized this same exercise a few years ago. The results obtained were highly positive
and set a near final benchmark MEA for fuel cells in the automotive industry and research institutions.
4.1.3 Work plan for next year
In addition to the intensification of the open information exchange, long-term studies and the development of an accel-
erated stress test will be the focus in the next year. For example, the influence of operating parameters and impurities
in the long-term stability of the CCM will also be investigated under dynamic operating conditions.
Furthermore, attempts should also be made to define a standard testing protocol for alkaline water electrolysis with a
corresponding standard test cell.
The work within the framework of the standardization of test protocols for PEM electrolysis, in particular the round robin
test, is being continued and attempts should be made to gain more partners for the tests.
The intention is the production of a publication in 2017 by the Annex that describes the standard test protocols for
components and single cells, including the results of the round robin tests.
Fraunhofer ISE in Freiburg (Germany) will host the next ANNEX 30 meeting in March 2017.
45
4.2 ANNEX 31: POLYMER ELECTROLYTE FUEL CELLS (PEFC)
Key Messages – Facts
Polymer Electrolyte Fuel Cells
Fuel cell research activities appear to benefit from the recent introduction of commercial FCVs to market by
Toyota, Hyundai, and Honda.
Fuel cell as range extender has generated traction recently, particularly in Europe.
Worldwide governmental and industrial commitments to fuel cell research and commercialization remain
constant.
A significant amount of fuel cell research activities exist in the developing countries. China sees some in-
crease of FC research funding and activities.
Fuel cell materials aimed at reducing cost and improving durability (e.g., low Pt catalysts, non-platinum cata-
lysts, graphitic or non-C catalyst supports, hydrocarbon membrane, low-cost bipolar plates) become in-
creasingly important in wide-spreading the commercial market.
US DOE recently identified PGM-free catalyst and alkaline membrane fuel cell as two new long term devel-
opment areas.
Key Messages – Opinion
Polymer Electrolyte Fuel Cells
Reducing cost and improving durability still remain the top priorities in fuel cell material and system R&D.
Major technology breakthroughs, such as high temperature membranes and low-cost catalysts, will accel-
erate the implementation of fuel cells not only in transportation but also in other sectors.
New ideas and “out-of-the-box” thinking are essential to the fuel cell technology breakthroughs, therefore
should be incentivized and encouraged.
The quality of fuel cell research from developing countries is catching up quickly and should be tapped into
the worldwide fuel cell research effort.
The objective of the Polymer Electrolyte Fuel Cells Annex is to contribute to the identification and development of tech-
niques and materials which can reduce the cost and improve the performance and durability of polymer electrolyte fuel
cells (PEFC or, equivalently, PEMFC), direct fuel polymer electrolyte fuel cells (DF-PEFC) and corresponding fuel cell
systems.
The R&D activities in Annex 31 cover all aspects of PEFC and DF-PEFC, from individual component materials to
whole stacks and systems. These activities are divided into three major subtasks:
1. New stack materials
Research in the new stack materials aims to develop improved, durable, lower-cost polymer electrolyte membranes,
electrode catalysts and structures, catalyst supports, membrane-electrode assemblies, bipolar plates, and other stack
materials and designs for PEFC.
2. System, component, and balance-of-plant issues in PEFC systems
This subtask includes systems analysis, stack/system hardware designs and prototypes, and modelling and engineer-
46
ing. This subtask also engages in testing, characterization, and standardization of test procedures related to end-user
aspects, such as the effects of contaminants on durability, water and heat management, operating environments and
duty cycles, and freeze-thaw cycles. The development of fuel processors for PEFC for CHP and APU applications is
also addressed in this subtask.
3. DF-PEFC technology
The third subtask focuses on the research and development of DF-PEFC technology, including systems using direct
methanol fuel cells, direct ethanol fuel cell, and direct borohydride fuel cells. It involves development of the cell materi-
als, investigation of relationship between cell performance and operating conditions, stack and system design and
analysis, and investigation of fuel-specific issues for these direct-fuel polymer electrolyte fuel cell systems.
This Annex has been in operation since February 2014 and will run until February 2019, following the granting of a new
period of 5 years for the AFC IA by the IEA in 2013. Dr Di-Jia Liu of Argonne National Laboratory assumed the role of
Operating Agent for this Annex from December 2013.
Table 16: List of participating organizations in Annex 31
Country Participant Associated Institution
Austria Graz University of Technology
China Dalian Institute of Chemical Physics (DICP)
Denmark Danish Power Systems
Finland VTT (x2)
France Institut de Chimie des Matériaux et des Milieux de Poitiers
Germany Forschungszentrum Jülich
Germany ICT Fraunhofer
Israel Israel Fuel Cells Consortium (IFCC)
Italy CNR-ITAE
Japan Technova
South Korea Korea Institute of Energy Research (KIER)
South Korea Korea Advanced Institute of Science and Technology (KAIST)
Mexico Instituto Nacional De Eletricidad Y Energías Limpias (INEEL)
Sweden KTH – Royal Institute of Technology (x3)
USA Argonne National Laboratory
Polymer electrolyte fuel cells are generally low temperature, rapid response fuel cells whose significant benefit is a high
output power density. PEFCs are particularly versatile, and are used in many applications - some of their most
prominent uses are in the automotive, portable power, auxiliary power units, stationary power (residential, commercial),
47
and combined heat-and-power (CHP) sectors. As such, there is much interest in studying PEFCs and accelerating
their development for further commercialisation, hence the objectives of Annex 31.
The low-cost and long term stability of PEFC are critical to the successful commercialisation of the technology.
Currently, PEFCs often use precious metals for their catalyst which brings negative cost implications and stability is
affected by performance degradation, membrane degradation and possible catalyst posioning issues. The reseach
shared within Annex 31 identifies balanced approaches in materials, components, systems and alternative fuel
research in the member countries to reduce these limiting characteristics of current PEFCs. The Annex is addressing
the catalyst metals through both improvements in platinum (Pt) catalysts and via researching platinum-free
alternatives. Stability issues are confronted through activities such as investigations of alternative membrane materials,
monitoring and diagnostic developments and new modelling approaches.
4.2.1 Activities
Annex 31 continues the AFC IA’s focus on PEM FCs, building on the work achieved previously in Annex 22 (2009 –
2014). During 2015 to 2016, AFC IA is renamed to Advanced Fuel Cells Technology Collaboration Programme (AFC
TCP). Annex 31 held three meetings, the third through the fifth during this period.
The third meeting of Annex 31 took place at Fraunhofer Institute of Chemical Technology (ICT) at Pfinztal, Germany
from July 6 and July 7, 2015. In total, 18 representatives and invited guest from 9 member countries attended (Austria,
Denmark, Germany, Italy, Japan, Korea, Mexico, Sweden, and USA) to give technical presentations, followed by a
business discussion on future meeting venues and thoughts on IEA publications.
The fourth meeting of Annex 31 was held at Institute of Advanced Technologies for Energy (ITAE) at Messina, Italy
from March 31 to April 1, 2016. 13 representatives, delegates and local attendants from ITAE participated and pre-
sented at the meeting, representing eight institutes and seven countries (Austria, Denmark, Germany, Italy, Korea,
Sweden, and USA). Technical discussion and site visit of ITAE represented the highlight of this workshop.
The fifth meeting of Annex 31 was held at Renaissance Beijing Capital Hotel, Beijing China from November 9th to 10
th,
2016. 18 representatives, delegates and observers from local Chinese institutes participated and presented at the
meeting, representing fifteen institutes and eleven countries (Austria, Canada, China, Denmark, Germany, Israel, Italy,
Japan, Korea, Sweden, and USA). The meeting was held in conjunction with first Chinese Fuel Cell Vehicle Congress
and 53rd ExCo meeting.
4.2.2 Technical Developments
Subtask 1: Stack Materials
Danish Power Systems (DPS)
Danish Power Systems specializes in design, synthesis, and production of polybenzimidazole (PBI)-based high tem-
perature membranes (Dapozol®) shown in Figure 11. They have been working on their MEA durability. For example,
by using electron microscopy, they identified the loss of phosphoric acid dopant as a key factor leading to the thinning
and loss of stability of PBI membrane-electrode assemblies (MEAs). Catalyst layer corrosion, particularly at the cath-
ode under high temperature, represents another major barrier. Presently, they are trying to improve PBI-based MEAs
using three parallel approaches, a) thicker membrane, b) higher acid doping / improved acid management, and c)
more stable catalyst layer. While a) and b) are self-explanatory, approach c) includes the use of nanoporous and hy-
drophobic carbon support materials. They carried out the study on MEA degradation by using scanning electron micro-
scopic technique. They found that the loss of phosphoric acid is the key factor leading to the thinning and degradation
of PBI membrane-electrode assemblies (MEAs). In their new design, they also maximized the catalyst-ionomer-
reactant boundary and reduced the platinum loading to 0.1 mg/cm2 at cathode and 0.35 mg/cm
2 at anode. The new
48
MEA achieved the peak power density of ~ 380 mW/cm2 when tested in a fuel cell with H2/air flow at 160 °C.
DPS carried out a field demonstration of a hydrogen village which concluded in 2014, having installed 32 hydrogen-
fueled micro-CHP units in single family homes using central, on-site, hydrogen production from renewable sources and
a dedicated smart grid. The target houses were outside district-heating and natural gas grids, so fuel cells made a
practical solution to replace old boilers.
Figure 11: Images of (Dapozol®) membrane and fuel cell production at DPS
Korea Advanced Institute of Science and Technology (KAIST)
Dr. Cho was the Korean representative previously associated with KIST. She recently moved to KAIST as an associate
professor and KAIST becomes a representative institution. After moving to KAIST, Dr. Cho continued her research in
non-precious metal catalyst using cobalt embedded in electrospun carbon nanofibers. The nanofiber catalyst they
prepared with high cobalt loading (37%) showed good ORR activity in alkaline solution (0.1 M KOH) with a halfwave
potential only 43 mV lower than that of Pt/C. They also performed a theoretical calculation to simulate the binding en-
ergy of nitrogen in the pyridinic or pyrrolic form and predicted a positive shift for pyridinic nitrogen when it is ligated by a
cobalt ion. The X-ray photoelectron spectroscopy result from their laboratory confirmed such prediction. More recently,
Dr. Cho’s group at KAIST is working on graphene-based non-precious metal catalyst. (Figure 12). They used ball
milling method to create additional graphene edges (holes and defects) followed by doping sulfur, nitrogen and iron at
elevated temperature. Thus prepared materials were tested in the oxygen saturated alkaline solution by rotating disk
electrode method. They observed a halfwave potential of 0.848 V (RHE), which is only about 20 mV lower than that of
Pt/C materials. When compared both catalysts in the acidic electrolyte such as perchloric acid, however, the graphene
based catalyst is about 200 mV lower at the halfwave potential than that of Pt/C. Accelerated aging through multiple
cycling test showed that graphene-based catalyst was more stable than that of Pt/C in alkaline medium, which is con-
sistent with other observations in this field.
49
Figure 12: The process step of converting graphene oxide to non-precious metal catalyst developed at KAIST.
The Korea Institute of Energy Research (KIER)
KIER is currently working on ultralow Pt and precious-metal free catalyst supported by Metal-OMPC (Ordered Mesopo-
rous Pophyrinic Carbon). OMPC was prepared by infiltrating transition metal metallated porphyrin into ordered meso-
porous template, followed by pyrolysis and template removal. (Figure 13) The M-OMPC thus formed already has sig-
nificant ORR activity. In this new approach, they added a low level of Pt over the M-OMPC to further enhance the
catalytic activity. They found that the new catalyst showed significant improvement in the catalytic activity using rotating
disk electrode measurements. In situ extended X-ray absorption fine structure (EXAFS) study revealed a mechanism
of Pt cluster growth consistent with their DFT calculation. More recently, KIER has improved their precious-metal free
catalyst preparation by using silica sphere template method, which is also used widely by other researchers in the
world. They successfully modified their synthesis methods and prepared some highly active precious metal catalysts,
demonstrated in acidic and alkaline media as well as PEM fuel cell test. Their best catalyst reached power density of
1.3 kW/cm2 at 0.53 V when measured in pure oxygen and after the correction of internal resistance.
Figure 13: The preparation process map of KIER’s Metal-OMPC catalysts.
Israel Fuel Cells Consortium (IFCC)
IFCC joined Annex 31 for the first time during the workshop in Beijing in November, 2016. The representative is Dr.
Lior Elbaz who is also serving as the head of the IFCC. There are three teams under the consortium, Electrochemistry,
Materials and Testing & Durability. At Beijing workshop, three research topics at IFCC were introduced and discussed.
The first one was the precious metal free oxygen reduction catalyst. IFCC have recently developed a series of metal-
50
locorroles/C based catalysts and tested their performances in both acidic and alkaline media. Different transition metals
such as Co, Fe, Ni, Mn and Cu were exchanged into the metallocorrole center and they demonstrated promising ORR
activities. The second topic was the new, non-carbon based catalyst support with strong resistance to electrocatalytic
corrosion. Specifically, they developed a MoC2 based catalyst support using polymer assisted deposition method.
(Figure 14). The new support is in ceramic nano-crystalline form which offered excellent dispersion and interaction with
ultralow loading of Pt. The third topic was about methodologies for durability through accelerated stress tests. They
developed new protocol to test the catalyst stability and applied it to their precious metal catalysts.
Figure 14: IFCC method in preparing Mo based catalyst support using metal-polymer composite
CNR-ITAE
CNR-ITAE is a premier Italian fuel cell research institute located at the northern tip of Sicily. It occupies space of 3200
m2 including 1200 m
2 of laboratories. A new 2000 m
2 “Centre for the promotion of innovation and energy technology
transfer” was inaugurated in May 2013 as the testing center for hydrogen technologies. CNR-ITAE has 32 staff and 13
lab technicians. The research areas cover fuel cells (PEMFC, DAFC, SOFC), hydrogen and clean fuels (H2 production
from fossil fuels and renewable energy sources) and storage and rational use of energy (H2 storage and electric Ener-
gy storage). In the area of alternative to the traditional Nafion materials, they are currently working on a) sPEEK mem-
branes for portable applications, b) composites Nafion-titania membranes for low humidity PEFC operation, and
c) evaluation of titanium oxide in the electrode structure. In the sPEEK membrane, they successfully developed several
membranes containing nitrogenous groups that promote specific acid-base interactions and stabilize the proton path in
polymer matrix. For example, they found that by adding a small amount of meso-tetrakis(4-sulfonatophenyl)porphyrin
(TPPS) they could promote specific acid-base interactions and stabilize the proton path in the polymer matrix. The fuel
cell test result proved such mechanism. They developed membranes of Nafion containing 0 - 5wt% TiO2 and found the
TiO2 filler reduces the water uptake and decreases the swelling. More recently they are working on the development
and characterization of Solvay Aquivion® PFSA membrane. They varied ionomer-to-catalyst ratio for MEAs using
Aquivion® membrane and compared the performance with the MEAs made of Nafion membrane. The result indicated
that MEA composed of Aquivion® PFSA Solvay membrane and 40% Pt/C catalyst showed a slightly better perfor-
mance than Nafion 212 MEA at the intermediate temperature range (Figure 15).
51
Figure 15: Comparison of the current-voltage polarization of MEAs with Nafion and Aquivion as the mem-
brane, respectively.
Instituto Nacional De Eletricidad Y Energías Limpias (INEEL)
INEEL is the new name of the formerly IIE. They are currently working on fuel cell components as well as the vehicle
integration. For example, INEEL has concentrated its effort on catalyst ink formulation, MEA preparation, stack seal
and other component fabrications, and fuel cell power plant evaluation. They are currently developing a new platinum
catalyst supported by multi-walled carbon nanotubes (MWCNT). They have been working on this technology for a
while and made significant progress. For example, their new Pt/Au/MWCNT catalyst significantly outperformed com-
mercial Pt/C and Pt/CNT catalysts in the fuel cell tests. They are also developing their own catalytic electrode using a
catalytic ink spray approach. They fabricate their own graphite based bipolar plates (Figure 16a) and gas gaskets.
They also assemble all the components together to produce the fuel cell stack. (Figure 16b).
52
Figure 16: (a) Bipolar plates and fuel cell stack manufactured at INEEL; (b) Fuel cell stack for hybrid vehicle
currently developed at INEEL.
KTH –Royal Institute of Technology in Sweden
KTH recently started research on thin-Film PtxY electrode catalyst for PEMFC application. The rationale is based on
the predicated high catalyst activity of Pt-Y system in platinum alloy volcano plot. They prepared PtxY catalyst using
sputtering deposition method, followed by the acid leaching. They found that acid leaching led to the formation of alloy
catalyst with the surface enriched with Pt. The new catalyst demonstrated improved activity and durability over the
platinum only system, when tested under fuel cell operating condition.
Argonne National Laboratory
D. J. Liu’s team at Argonne National Laboratory has been focusing on improving precious metal free catalyst activity
and durability for PEMFC. For example, to improve mass and charge transfer for the catalysts, they invented a new
method to produce non-PGM catalyst with new nano-network electrode architecture. They incorporated metal-organic
framework (MOF) into a nanofibrous network using electrospin method, followed by high temperature pyrolysis. (Figure
17) Through such approach, the high density PGM-free active sites are incorporated into individual nano-fibers con-
nected by a graphitic network. High micro-pore volume and surface area are maintained whereas the meso-pores in
the conventional powder catalysts were no longer necessary therefore eliminated. Mass transport is improved through
macro-pores inside the nano-network while the charge transfer is accomplished through the network of graphitic fibers.
The new nano-network non-PGM catalyst has achieved excellent fuel cell performances in both activity and durability.
The catalyst durability under fuel cell operating condition represents another critical challenge facing non-PGM and
low-PGM catalyst development. Argonne has recently developed a new approach to stabilize the catalyst perfor-
mance. The new catalyst demonstrated less than 12% loss of mass activity at 0.9 V after 30,000 voltage cycles in a
fuel cell test following DOE test protocol.
53
Figure 17: Argonne's process of preparing nano-fibrous network PGM-free catalyst for fuel cell application.
Dalian Institute of Chemical Physics (DICP)
DICP is the newest member of Annex 31 and they participated for the first time the meeting in Beijing. Prof. Hongmei
Yu gave a comprehensive introduction of DICP and its fuel cell program. The fuel cell and battery research division at
DICP is 150 members strong. DICP has a long tradition of fuel cell research dated back to alkaline fuel cell develop-
ment in 1970s. In the fuel cell vehicle area, they actively engaged in the components as well as full vehicle integration.
They have contributed to several fuel cell vehicle demonstration projects since 2007 including FC car during 2008
Beijing Olympics and FC bus during 2010 Shanghai Expo. In the electrocatalyst area, they are currently working on
platinum alloy catalysts including Pd/Pt core-shell catalysts. In the membrane area, they are working on improving
Nafion//PTFE composite by adding anti-radical stabilizer such as Ce2O3. They are also working on membrane elec-
trode assembly improvement and are currently developing the third generation MEA with highly ordered structure. In
the bipolar plate area, they are working on arc ion plating method to develop the pore-free, corrosion-resistant metallic
plates. On the fuel cell system integration, they developed water management system and fuel cell system that is tol-
erant to -30 °C freeze/thaw cycle. The fuel cell engines they developed at different power ranges have been installed
into the various FCV demonstrations (Figure 18).
54
Figure 18: Various fuel cell engines developed by DICP were installed into FCEVs and demonstrated at differ-
ent venues.
Subtask 2: System, Component and Balance of Plant
Graz University of Technology
Professor Hacker’s lab at Graz University has been actively engaging in developing an advanced fuel cell stack on-
line monitoring method under the name of “A3FALCON” (Advanced 3D Fuel Cell AnaLysis and CONdition diagnos-
tics). The idea is based on the physical principle of total harmonic distortion analysis (THDA) as a tool for in situ moni-
toring for fuel cell failures during operation. (Figure 19) In such analysis, a varying harmonic current signal is applied as
the input to the operating fuel cell stack which generates a small oscillation voltage as the output signal from the stack.
If the input current is applied to the linear polarization region of the fuel cell, the output voltage should also be in perfect
harmonic oscillation. However, when the polarization of the fuel cell starts to deviate from the linear region due to mal-
function, the output signal will be distorted from the perfect harmonic waves. Therefore, observing and analyzing the
harmonic distortion helps to characterize the potential failure of the stack operation. This project has been included in
the previous annual report. During 2015-2016, new progresses are being made including the development of large
signal equivalent circuits for fuel cells, improved status in dynamic nonlinear large signal equivalent circuits, and new
simulation results.
55
Figure 19: The operating principle of THDA.
Frauhofer ICT
Frauhofer ICT has multiple research directions relevant to the annex’ activities. They are very active in a) fuel cell ma-
terial development and testing, b) membrane electrode assemblies design and preparation, and c) system develop-
ment. For example, they have been actively investigating carbon corrosion in PEM fuel cell using in-situ analysis, as is
shown by the experimental set-up in Figure 10a. This apparatus couples with a mass-spectrometer directly to the fuel
cell cathode and analyzed the CO2 emission from the electrode under different cycling conditions. They found, for
example, that carbon corrosion sped up when the cell voltage was raised from 0.7 to 0.9 V (RHE). An accelerated
stress test (from 1.0 to 1.5V) led to a corrosion rate 30-60 times higher than that held at constant 0.6 V. Although it is
well known that carbon corrosion occurred at higher cell polarization, such study helps the researchers to quantify the
corrosion rate with more precise measurement. Another fuel cell system developing area is the fuel cell range extend-
er. At Frauhofer ICT, the idea is to add a 5 kW fuel cell to extend the range of battery powered vehicle. Fig. 10b is the
image of such vehicle. Their goal is to run the fuel cell at 40% efficiency using the existing fuel supply without a com-
pressed tank. They achieved an average of 3.4 kW power output and maximal range of 285 km.
56
Figure 20: (a) An in situ apparatus at ICT which enables the monitoring carbon dioxide production during the
fuel cell polarization; and (b) a battery powered vehicle equipped with 5 kW fuel cell range extender.
Forschungszentrum Jülich
Forschungszentrum Jülich GmbH are working on high temperature fuel cell auxiliary power units (APUs) with phos-
phoric acid doped PBI membrane operated at temperatures between 160-180 °C using reformate produced from die-
sel or biofuel. The target power range is >1 kWe. The tasks include stack development on bipolar plate, fundamental
understanding on membrane degradation, and modeling/ simulation on the heat transfer. They found that the metallic
bipolar plates work well in controlling the temperature uniformity on each cell within the stack which is important to the
fuel cell life and operating efficiency. They studied air, water or oil as coolant and found that the oil could better help to
distribute temperature more evenly. They tested both internal and external oil cooling approaches (Figure 21) and
found that the internal cooling offers lower temperature gradients and higher cell current density. The sealing for inter-
nal cooling was an issue but it can be resolved by cooling every third cell. The external oil cooling does not have the
sealing problem and has acceptable temperature gradients. But the cell design is more complex. Their new metallic
bipolar plates have a two-layer configuration where the oil flow field was stamped in between the metal plates
Jülich is also developing new model to simulate the fuel cell gas flow through gas diffusion layer (GDL). They used the
fluid dynamics tools combined with the advanced X-ray characterization. Two cases, one with mechanical compression
(ribs from bipolar plates) and one without were investigated. The 3-dimensional microstructures were first obtained
from X-ray tomographic study at a synchrotron X-ray source. The data were then be used as structural basis for the
computation simulation. Using a combination of stochastic and numeric modeling, they constructed the flow patterns at
different compression ratio and established microscopic flow rate distribution. Such simulation provided a comprehen-
sive, 3-D view of the flow resistance through GDL and fuel cell and helped to better design of the bipolar plate flow
field.
57
Figure 21: (a) The design of internally oil cooled high temperature fuel cell stack; (b) The design of externally
oil cooled high temperature fuel cell stack.
Instituto Nacional De Eletricidad Y Energías Limpias (INEEL)
INEEL is currently working with multiple Mexican institutions in a demonstration project of a prototype hybrid fuel cell-
battery-ultracapacitor vehicle. The hybrid electric vehicle includes PEMFCs, batteries, and ultracapacitors as the com-
bined power train. The fuel cell power plant includes four stacks with a total output of 3 kW at 100 V and 30 A. INEEL’s
efforts concentrated on ink formulation, MEA preparation, seal and other component fabrication, and fuel cell power
plant evaluation. They have successfully prepared the PEMFC stack plant and integrated it into a prototype fuel cell
vehicle. (Figure 22)
Figure 22: A four-stack PEM fuel cell power plant prepared at INEEL is now integrated into a fuel cell-battery-
ultracapacitor demonstration vehicle.
Technova
Dr. Akimasa Daimaru of Daido University was the official Japanese representative to Annex 31. He appears to be in a
career transition and the representative from Japan during 2015 to 2016 was from Technova. Technova mainly moni-
tors the fuel cell research and commercial activities at Japan. During the workshop at ICT, Dr. Maruta of Technova
provided an overview of fuel cell activities funded by Japan’s New Energy and Industrial Technology Development
Organization (NEDO). The first topic was ENE farm which uses reformate produced from natural gas/LPG dual fuel to
support 700W FC cogeneration system for household applications. (Figure 23) The ENE farm was marketed commer-
cially since 2009 with 50% subsidy by the Japanese government. Up to March 2015, more than 120,000 units have
been installed. The second half of his presentation covered the updates of NEDO projects on PEMFCs and SOFCs. In
2015, NEDO invested JPY 12 billion including JPY 3 billion on PEMFC, 1 billion on SOFC, and 8 billion on H2. To
complement the Japanese automotive companies’ fuel cell technology development, NEDO supports development in
fuel cell science with the recent focused including a) catalyst research for reducing platinum usage, b) developing
58
common evaluation method for fuel cell, and c) providing the highest time and space resolutions in electrochemical
reaction analysis. The new technology target for cell stack power density is 4kW/L and durability of 600,000 cycles for
commercial vehicle applications.
Figure 23: The ENE FARM’s 700 W fuel cell cogeneration system for households which use natural gas and
LPG dual fuel.
KTH –Royal Institute of Technology in Sweden
KTH recently focused mainly on the investigation of the effects of gas contaminants such as ammonia and nitric oxide
on the fuel cell performance. In Europe, biogas generated from the mill waste of an olive oil processing plant is re-
formed to produce hydrogen which contains a high level of ammonia. Lindbergh’s group investigated fuel cell perfor-
mance degradation under different ammonia concentrations and feed rates in the anode gas mixture. (Figure 24) They
found that catalyst deactivation was the major contributor to the decay of fuel cell output although a small fraction of the
negative impact could be attributed to the degradation of membrane conductivity. NH3/NH4+ diffuses and/or migrates
from the anode to the cathode and affects the cathode ionomer resistance. Operating the fuel cell at high current
densities may mitigate the decreased membrane conductivity caused by NH3. NO2 comes from combustion engine
emissions which could get drawn into the cathode feed of fuel cell vehicles. They found that NO2 at 50 to 200 ppm
level does have an impact on the Pt catalyst performance in the voltage range between 0.1 and 0.8 V. However, a
method involving air depletion and recovery could improve and maintain good fuel cell performance.
59
Figure 24: Decay of fuel cell current density as the function of time under different ammonia concentraton in
the feed gas.
Subtask 3: Direct Fuel Polymer Electrolyte Fuel Cells
Graz University of Technology
Professor Hacker’s group at Graz is working on the new types direct fuel polymer electrolyte fuel cells. For example,
they are currently working on direct borohydride fuel cell (DBFC). During the operation of such fuel cell, borohydride
reacts with hydroxide group to form borate and water at the anode while oxygen reacts with water to generate hydrox-
ide group at cathode therefore encloses the redox loop. DBFC has a different fuel cell construction. (Figure 25) Instead
of Pt/C, they evaluated Pd/C as the anode catalyst and lanthanum/calcium perovskite as the cathode catalyst in an
alkaline membrane fuel cell. The team achieved a promising initial performance with current density reaching 150
mA/cm2 and power density of ~ 60 mW/cm2, respectively. The main challenge at present is the hydrolysis side reac-
tion and the lack of low-cost regeneration method for borohydride.
60
Figure 25: The DBFC designed by Graz University
Frauhofer ICT
Frauhofer ICT has also been active in developing catalysts for direct alcohol fuel cells. Specifically, they have been
working on Pd-based anode catalysts for anion- exchange membrane for the direct alcohol fuel cell (AEM-DMFC).
Recently, they investigated the influence of Ag on Pd-based catalysts for methanol oxidation reaction (MOR). Re-
searchers at ICT successfully prepared PdxAgy/C catalysts which have lower CO oxidation onset potential than Pd/C
and are less prone to CO poisoning. X-ray and electron microscopy showed that the catalyst was in the form of alloy of
bigger particles and crystallites with rising Ag content (Figure 26). They also found that the new catalysts are more
efficient in oxidizing methanol to CO2, leading to a better fuel utilization. They have achieved, for example, a power
density of ~40 mW/cm2 for a direct methanol fuel cell under air using Pd3Rh/C as the anode catalyst. ICT is also inves-
tigating the design and synthesis of a supported IrxRu1-xO2 as the anode catalyst for PEM-water electrolysis. The
Ir0.5Ru0.5O2 catalytic electrodes were fabricated with or without a nickel mesh support. They found that nickel supported
catalyst provided a higher electrolysis current density. However the catalyst supported by nickel mesh also showed the
sign of possible Ni poisoning.
61
Figure 26: Scanning electron microscopy of the newly developed PdxAgy/C catalyst at ICT.
KTH –Royal Institute of Technology in Sweden
Professor Lindbergh’s group at KTH focused on the recent study in optimizing the performance of anion-exchange
membrane fuel cells (AEMFC). Specifically, they investigated the influence of solvent and ionomer-to-catalyst ratio to
the AEMFC electrode microstructure and the performance. They used Tanaka Pt/C and Tokuyama AS-4 alkaline
ionomer solution to prepare the catalyst ink solution. They found that the MEA/fuel cell polarizations were sensitive
towards the amount of water used in their inks, with 40% water content producing the best fuel cell performance. (Fig-
ure 17) They also compared the electrode structures prepared from inks containing 40% and 70% H2O and found that
the ionomer was more evenly distributed when 40% water was used in the ink mixture. The ionomer-to-catalyst ratio is
another factor influencing the MEA/AEMFC performance. They found that when the ratio was controlled in between 0.4
to 0.8, the fuel cell showed best kinetic and mass transport properties.
Figure 27: SEM images of AEMFC electrode structure with the catalyst inks prepared with different amount of
the water.
62
4.2.3 Work plan for next year
The work plan for 2017 has not changed much from the previous year. The areas of active R&D within Annex 31 ad-
dress all the critical technical barriers that prevent PEFC technologies from achieving large scale commercialization.
The active R&D includes improved membrane-electrode assemblies, materials, and stack components; reduced cata-
lyst cost, improved catalyst and support durability, system design and control without compromising performance; and
component materials, MEAs, stacks, and systems for improved direct fuel cells. In recent years there has also been
increased activity on catalyst improvement, reducing or replacing precious metals, new and low cost component de-
velopment and new stack control and monitoring techniques. Alkaline membrane fuel cells and direct hydrocarbon fuel
cells have also been included more recently. The diversification of the Annex’ activity is harmonious with the one of the
Annex’ key activities: attracting new members. Annex 31 has been successful in attracting new member, in particular
DICP from China in 2016. Given that China is a country with a vast fuel cell initiative; such effort needs to be expanded
to other Chinese institutions. This will be a major focus area for next year, where the Annex plans to continue to seek
participation of new members from various countries by identifying and generating value for new and existing Annex
members.
Additional focus areas for the future include:
Continue to add vitality and value of Annex 31 to all the participating member countries/institutes;
Continue to generate a closer tie to industry to ascertain a better perspective of the status of and require-
ments for fuel cell commercialization;
Initiating a public outreach from the Annex; and,
Encouraging theme-based publications which will be sponsored by the Annex and publish information booklet
about Annex 31.
63
4.3 ANNEX 32 REPORT: SOLID OXIDE FUEL CELLS
Key Messages – Facts
Solid Oxide Fuel Cells
SOFC is good for distributed combined heat and power production.
+50% electrical efficiency at system level have been reached at 1,5 kWe and 20 kWe class.
+40 000 hours runtime for SOFC stack proved.
Key barriers are stack’s limited lifetime and/or too high manufacturing costs.
Key Messages – Opinions
Solid Oxide Fuel Cells
SOFC has the potential for high electrical efficiency, 55-60%, and total efficiency up to 90% for CHP.
With additional stack related development steps a commercially feasible system having an investment cost
(excl. stacks) of less than 2000 €/kW can be achieved in large scale.
For stationary applications, voltage degradation rates below 0.25 %/kh can be ensure lifetime long enough
for the products.
1% degradation acceptable if stack cost is low enough.
The objective of the Solid Oxide Fuel Cells Annex is to assist, through international co-operation, the development of
SOFC technologies. It facilitates the continuation and intensification of the open information exchange to focus and
accelerate the development of SOFC towards commercialization, primarily seeking to reduce the cost, improve the
lifetime and increase the availability of SOFC technology.
The Operating Agent for this Annex is Dr Jari Kiviaho of the VTT Technical Research Centre of Finland.
Table 17: List of Participating Organizations in Annex 32.
Country Participant Associated Institution
Denmark Risø DTU National Laboratory for Sustainable Energy
Finland VTT
France Commissariat à l’énergie atomique et aux énergies alternatives (CEA)
Germany Forschungszentrum Jülich GmbH
Germany Fraunhofer IKTS
Germany eZelleron GmbH
Italy ENEA Centro Ricerche Casaccia
64
Japan Japan Institute of Advanced Industrial Science and Technology (AIST)
Japan Technova
Korea Korea Institute of Energy Research (KIER)
Sweden Department of Energy Sciences
Switzerland SOLIDpower SpA (HTceramix)
USA Pacific Northwest National Laboratory
USA National Energy Technology Laboratory (US DOE)
USA Delft University of Technology
Solid oxide fuel cells (SOFCs) are considered an advantageous technology in energy production having many ad-
vantages over conventional power trains, such as combustion engines, including:
High efficiency, especially at small scale
Fuel flexibility
Insignificant NOx, SOx and particulate emissions, reduced CO2 emissions
Silent and vibration-free operation
SOFCs are particularly well suited for combined heat and power production (CHP) or for hybrid systems (where the
SOFC stacks are coupled to a gas turbine) due to their high operating temperatures. Fuel processor design is simpler
than low temperature fuel cell types thanks to the possibility of direct oxidation of carbon monoxide and the use of
hydrocarbon fuels via internal reforming reactions. SOFCs can be utilized for various applications with different power
scales e.g. auxiliary power units for cars and trucks, residential CHP, distributed CHP or stationary power production.
In particular, the most promising areas where pioneering companies and product development are looking at are:
Mobile, military and strategic (< 1 kW)
Auxiliary Power Units (APU) and back-up power (1 - 250 kW)
Residential combined heat and power (1 - 5 kW)
Stationary medium-large scale (20 kW - 10 MW)
Whereas record fuel efficiency is proven, long lifetime of fuel cell systems under real-life operation is a challenge for
the durability of both fuel cell stacks and system components. Significant improvements in this respect have been
achieved in the last 7 years: robust designs and more stable materials have been developed in laboratories worldwide,
but these need to be engineered and assembled into end-use products with sometimes aggressive utilization profiles.
This poses a challenge both to the fuel cell stacks as well as the other components of SOFC systems. An operating
lifetime of at least 40 000 hours in the case of small-scale systems and even more for large-scale systems is required,
which calls for better overall designs, given by real operational feedback. At the same time, investment costs related to
the deployment of SOFC systems has to be decreased as much as possible in order to enable breakthrough on the
commercial energy markets and thereby generate this operational experience.
When compared to established technologies for energy production, e.g. engines or gas turbines, widespread commer-
cialization of the SOFC technology is hindered by a relatively high cost of the SOFC-specific system components and
limited availability of products, again due to the absence of developed markets and production.
65
Therefore, reduction of cost, long lifetime and availability are the high-level objectives for the SOFC technology in
general, and for the AFC IA – Annex 32 in particular. These are prerequisites for a SOFC system for both stationary
and micro CHP applications and the targets that the Annex wishes to clarify, bring closer and help the community to
strike.
The inherent voltage degradation phenomena of SOFC stacks is the most important factor that affects the durability
and lifetime of a SOFC system. For stationary applications, voltage degradation rates below 0.25 %/kh have to be
achieved to ensure lifetimes long enough for the products. In addition to the SOFC stack, also the other components of
the system, and the system as a whole, must endure years of continuous operation without unreasonable perfor-
mance degradation or component failures. With the advent of large scale, standardized production of dedicated com-
ponents and peripherals for SOFC systems, the lifetime and performance of system components can be better estab-
lished, predicted and improved.
The means Annex 32 intends to employ to reach these overall objectives are:
The continuation and intensification of the open information exchange to focus and accelerate the develop-
ment of SOFC towards commercialization.
The organization of a series of annual workshops where representatives from the participating countries pre-
sent the status of SOFC research, development and demonstration in their respective countries, in addition to
discussing a selected topic.
Where possible, these workshops will be linked to other relevant conferences, in order to maximize scientific
impact and minimize travelling costs. The workshops lead to open discussions relating to common problems
and will be organized to have realizable and achievable aims.
Active partners of Annex 32 are Denmark, Finland, France, Germany, Italy, Japan, Korea, Sweden, Switzerland, Unit-
ed States and Netherlands.
The overall operating Agent of Annex 32 is Dr. Jari Kiviaho from VTT Technical Research Centre of Finland (e-mail:
[email protected], gsm: +358 505116778).
4.3.1 Activities
Annual meeting was held in 4th of July 2016 in conjunction with European Fuel Cell Forum in Lucerne, Switzerland.
Fifteen attendees from eleven countries actively participated into meeting.
During 2016 work has been carried out to update the 2013 SOFC Yellow Pages document. This publication was ex-
tremely well received, with a number of producers contributed to an updated version. The new version of Yellow pages
will be published in the beginning of 2017.
4.3.2 Work plan for next year
The overall objective is the continuation and intensification of the open information exchanges to accelerate the devel-
opment of SOFC towards commercialization.
Coming back from the break discussion will be held on where specifically the annex plans to develop and why, but in
general the main focus areas are the following:
Costs structures of SOFC stacks and the whole SOFC systems.
Degradation mechanisms and accelerated life-time testing
Durability and lifetime issues
Identification of possible opportunities for collaboration
High temperature electrolysers
66
The next meeting will be held in conjunction with SOFC XV meeting in 23rd
of July 2017 Hollywood, Florida. This will
be followed by a meeting was held in conjunction with European Fuel Cell Forum in Luzern on July 2016.
67
4.4 ANNEX 33 REPORT: FUEL CELLS FOR STATIONARY APPLICATIONS
Key Messages – Facts
Stationary Fuel Cells
The installation and sales of stationary fuel cells is still increasing significantly In December 2015 more than
150000 fuel cells were sold in Japan. Another 50000 units are scheduled to be sold in 2016.
A high electric efficiency is important for the economy and the environment. The number of SOFC in sizes
up to 5 kWe has increased extensively.
Large fuel cells from 100 kWe up to MW-class is a success in several regions. The large fuel cells are get-
ting significantly larger but they but they still depend heavily on subsidies and on large investors.
Fuel cells as back up or power in remote areas is an increasing market world-wide in telecom and data cen-
ters.
Fuel cells as components in larger system like power to gas or gas turbine hybrids is an expanding market
Key Messages – Opinions
Stationary Fuel Cells
The developers of fuel cells from Japan have a great advantage with huge amounts of installations and ex-
perience from operation and production. These experiences are essential for a commercial breakthrough
globally.
The federal tax credit for stationary fuel cells is not yet renewed for 2017. That might be a great problem es-
pecially for large fuel installation in the USA.
The European market is still weak and far behind North America and Asia. The NIP II programme in Ger-
many might open up the business in Europe together with the large EU-projects like PACE.
Larger fuel cells using biogas as a fuel have several advantages over other technologies and will be im-
portant for the reduction of GHGs.
New building and energy directives can be of great advantage for fuel cells.
If POSCO Korea will divest there fuel cell business that might be a great disadvantage for MCFC.
The objective of the Stationary Fuel Cells Annex is to better understand how stationary fuel cell systems may be de-
ployed in energy systems. The Annex follows on from Annex 25, which ended in February 2014. Annex 33 has been
in operation since February 2014 and is scheduled to run until February 2019. The Operating Agent for this Annex is
Bengt Ridell, from SWECO Energuide AB, Sweden. The Operating Agent is financed by the Swedish Energy Agency.
Stationary fuel cells are defined as fuel cells that provide electricity and potentially heat, and are designed not to be
moved. Both grid connected and stand-alone applications are included in the work. Such systems can utilize the wid-
est range of fuel cell technologies, with MCFC, PEFC, PAFC and SOFC systems all in operation around the world.
The work in Annex 33 focuses on the requirements from the market for stationary applications; both opportunities and
obstacles. The market development is followed closely with a special focus on competiveness, fuels and environment.
A key topic is the technical requirements on fuel cells for all kinds of stationary applications.
68
The research activities in Annex 33 cover all fuel cell technologies and sizes under development via six subtasks.
These provide a new direction for the Annex as it includes fuel cells in future energy systems, encompassing different
power to fuel systems, smart grids and energy storage. The 6 subtasks are:
1) Fuel cells for residential buildings: Germany, Japan, Denmark, France and Italy.
In this subtask is the mission to investigate market possibilities and viability for small residential station-
ary fuel cells as well as residential fuel cells for larger buildings. The market conditions can vary signifi-
cantly between different regions the energy demand, energy prices and also the regulatory framework.
Different technologies ICE engines, Stirling engines, PEFC and different SOFC are compared from
technical and market perspective. The high efficient SOFC units can have a longer operating time of the
year that makes them not so dependent of the heating demand as the other technologies.
2) Fuels for Fuel Cells: ENEA Italy
Fuels for fuel cells is an important topic, this Subtask has the main focus on renewable biofuels. Cases
where fuel cells can have a significant advantage over competing technologies are identified.
Other fuels that are investigated are hydrogen both renewable and industrial especially surplus hydro-
gen. Renewable hydrogen in connection with the balancing of intermittent wind power and solar power
in the electrical grid will be one important topic.
Natural gas is the most common fuel for fuel cells and different technical issues are discussed in the An-
nex. Engie former GDFSuez is another major active participant in this Subtask with a special knowledge
in natural gas.
A special report written by ENEA Italy from Subtask 2 regarding Fuels for Fuel Cells has been published
as a draft during 2016.
3) The Implementation of the new Buildings and Energy Directives: opportunities or threats for fuel cell systems, Austria
This is a new subtask and investigates the consequences and opportunities for fuel cells caused by the
new European Building Directive (EPBD) along with other directives, such as the Energy Efficiency Di-
rective (EED) and the Ecodesign and Labelling Directive.
A draft final report compiled by the Austrian Energy Agency from Subtask 3 is expected during 2017.
4) Large fuel cells plants and development of the MCFC technology. Switzerland, Korea
This Subtask will include follow up of demonstrations and use of larger fuel cells plants. The market
conditions both different new applications and the economic prerequisites are discussed. The previous
MCFC annex has been incorporated in this subtask.
5) Fuel cells in the future energy systems and modelling of fuel cell systems., Switzerland, USA
The purpose of the subtask is to find different role for fuel cells in future energy systems, smart-grids,
power to fuel etc. The modelling part will be as to review cases developed by Gaia ERI, USA.
6) Market status and role out strategies, Sweden
The purpose of this subtask is to collect and present the latest market developments on the stationary
fuel cells market and other fuel cell related news that is relevant for the Annex.
The membership of this Annex continues to grow as the area becomes more focused on market applications. There is
still considerable research activity relating to stationary fuel cells and products are beginning to enter the mainstream
markets. New members have joined the Annex from Italy and from Sweden and now also Israel.
69
Table 18: List of participating Organizations in Annex 33.
Country Participant Associated Institution
Austria Austrian Energy Agency
Denmark Ballard Power Systems Europe A/S
(former Dantherm Power)
Denmark IRD until 2015
Finland VTT
France Engie (former GDF Suez)
Germany FCES
Germany Ulf Birnbaum (ex FZJ Jülich)
Italy ENEA
Italy SOLIDPOWER
Israel Cellera
Japan Technova Inc (NEDO)
Japan Toshiba
Japan Panasonic
Japan AISIN Seiki
Korea Korea Institute of Science and Technology (KIST)
Sweden Sweco Energuide
Sweden PowerCell AB
Switzerland Beratung Renz Consulting
USA/Korea Doosan from 2017
USA Gaia ERI
USA US Department of Energy
A key element of the work of this Annex is that the conditions for the introduction of stationary fuel cells are different in
each country, even if they are neighbors. Electricity production systems vary between different countries, influenced by
historic domestic sources of primary power or the introduction of nuclear power. The varying environmental, policy and
economic environments that exist amplify these differences.
This Annex is extremely active as there is considerable expansion of stationary fuel cells occurring currently, with both
the growth in domestic level systems for CHP and commercial systems that provide power and back-up power such
as for the telecoms industry or for data centers.
The motto for Annex 33 is ‘to prepare stationary fuel cells for the market and the market for stationary fuel cells’. It is
important to advise authorities and developers of the key steps necessary for market introduction and expansion.
4.4.1 Activities
Annex 33 is holding two meetings each year. During 2015 the first meeting was held in Vienna, Austria hosted by the
Austrian Energy Agency. The participants came from Sweden, Austria, Denmark, Japan, Italy, Switzerland, USA and
Germany.
The second meeting 2015 was organized in Los Angeles, USA in connection with the Fuel Cell Seminar 2015 mem-
bers in attendance included Austria, Denmark, Germany, Japan, Italy, Switzerland, Korea, Sweden and the USA.
In 2016 also two meetings have been held. The first experts meeting took place in Naples, Italy in April 2016. The
participants include Germany, Japan, USA, Sweden, Italy and Switzerland.
70
The second meeting 2016 was arranged in Switzerland in October 2016. The main meeting was held at PSI institute in
Villigen. The participants came from Switzerland, France, Italy, Germany, Japan, Italy, Sweden and the USA.
Four different reports are under preparation and will be deliver from Annex 33:
Subtask 1 Fuel cells in buildings. This report will be compiled in cooperation between Ulf Birnbaum, Ger-many and the Operating Agent
Subtask 2 Renewable fuels for fuel cells, ENEA will provide this report. The draft report was presented in the spring meeting 2016. The report will be printed during 2017.
Subtask 3 EU Directives. The Austrian Energy Agency will provide a draft final report from this study in Subtask in 2017.
Subtask 5 Fuel cells in future energy systems, Stephan Renz will write this report it will be finalized before the end of Annex 33.
4.4.2 Technical Developments
A report from Subtask 1, a position paper for small fuel cells in buildings is based on the conditions in Germany includ-
ing market viability and requirements have been published.
The major ongoing programs from Japan, Germany and Denmark for small stationary fuel cells for buildings have
been followed closely and the last meetings have had special focus on Japan, Germany the European Ene.field pro-
ject. There are several active participants in Annex 33 from the Ene.field project. The coming European PACE project
will be an important issue for discussions analysis in Subtask 1.
Subtask 1 Small Stationary Fuel Cells for Residential Buildings
Germany, Japan and Denmark
This subtask investigates market possibilities and viability for the small residential stationary fuel cell market
The market activities have increased significantly, especially larger demonstration projects for small stationary fuel
cells for residential use. The market conditions can vary significantly between different regions for energy demand,
energy prices and the regulatory framework. The EU-project FC-Eurogrid is investigating this issue in detail.
High electric efficiency for CHP is becoming more and more important as the heat demand for new buildings is de-
creasing and electricity demand is increasing.
SOFC for residential fuel cells is an increasing market in Japan and Northern Europe today: Aisin CFCL, Staxera,
Hexis and TOFC have started with prototypes in Denmark and Japanese companies are entering the European mar-
ket.
In Japan PEFC is dominating ~180 000 units have been installed and especially the rate of sales of SOFC is increas-
ing. During the introductory period, annual sales are limited by the subsidy rendered by the government. PEMFC have
sold more due to price competitiveness and earlier penetration in the market.
71
Figure 28: Annual Sales and Subsidies
About 50000 more units are schedule for 2016 and the number of SOFC is increasing.
As you can see below is the unit price for the fuel cells and the subsidies for the Ene-Farm program decreasing for
each year. For 2016 is the subsides down to 11% for standard installations. Retrofit and cold weather installations
have higher subsidies. The subsidies will remain until 2019.
The future plans are to sell about 300 000 units per year when the technology is fully commercial.
The Ene.Field project
In Europe, the Ene.field project brings together 8 mature European micro Fuel Cell Combined Heat and Power (FC-
CHP) manufacturers into a common analysis framework to deliver trials across all of the available fuel cell CHP tech-
nologies. ene.field will deploy up to 1,000 residential fuel cell Combined Heat and Power (micro-CHP) installations,
across 11 key European countries. It represents a step change in the volume of fuel cell micro-CHP (micro FC-CHP)
deployment in Europe and a meaningful step towards commercialization of the technology. GDF-Suez are participants
in ene.field and in Annex 33 and explained that they will install 27 fuel cells in France – including 5 BAXI Premio (PEM)
and 5 HEXIS Galileo (SOFC). The French gas distributor GRDF plans to install 10 Vaillant systems.
The Ene.field project runs from 2012 – 2017. There are several participants in the Ene.field present in Annex 33both
manufactures and developers of fuel cells systems and users.
The follow up project to Ene.field the larger EU FCH JU2 project PACE has just started and it will run until 2010. The
aim is to deploy 2500 fuel cells in Europe. The fuel cell units will be manufactured by four European manufacturers
Bosch, SOLIDpower, Vaillant and Viessmann. Annex 33 has also this time several participants that will be active in
PACE as manufacture or as sub supplier of fuel cell stacks.
Callux project
Another project in Europe is the Callux project in Germany ended in 2015. It was a seven year project that started in
2008. In total about 500 fuel cells plants were installed in different residential houses all other Germany. The fuel cells
72
came from Baxi-Innotech, Hexis and Vaillant they were a mix of PEFC and SOFC. The project has been
The project has been successful for several reasons the fuel cells have been very well accepted by the public and the
users. The number of times that service personnel were deployed to fix faults was reduced considerably during the
project life time. The reliability of the main stack and reformer components was improved, and the reliability of the
system was increased to up to >97%.
The project has been followed and reported by our participants from Germany.
A report about the conditions for residential fuel cells in Germany has been published under this subtask. This report
can be downloaded from the IEA AFC website. A new version is planned towards the end of the Annex.
An important message from the work to date has been that for fuel cells in buildings a high electric efficiency is a great
advantage. One major reason it that to depend on the heat demand will lower the possible number of operating hours
per year and then the overall economy of the plant.
Subtask 2 – Fuel for fuel cells, led by ENEA of Italy
This subtask identifies where fuel cells can have a significant advantage over competing technologies via their fuels.
For example it considers the following:
Renewable biofuels and hydrogen from intermittent power sources such as solar and wind;
Fuels that do not compete with food production;
Waste fuels, including hydrogen
Anaerobic digester plants, sewage gas; and
Waste from agriculture or from the food industry.
Issues for natural gas, such as gas quality and impurities
Contributions have been made by ENEA, considering Biogas for fuel cells, by GDF Suez on natural gas quality, by
Dantherm Power on fuels for residential fuel cells, and by GDF Suez on natural gas quality.
Fuels for fuels cells can offer a significant advantage to the system over competing technologies. This subtask looks at
the use of waste to energy through fuel cells, mainly considering waste biofuels and used biofuels.
Technical developments in 2014 included work by Nicola di Giulio’s of the University of Genova on “High temperature
fuel cells, innovative applications and contamination issues”. Further to this, the influences of different impurities such
as H2S, SO2 and NOx on MOFC and SOFC have been investigated by experiments and simulations.
Natural Gas Quality
Figure 29 and Figure 30 illustrate examples of outcomes from the study of natural gas quality in France. The natural
gas quality varies significantly and can disturb the operation of the fuel cells. This is an important problem to solve,
particularly with regards to the export market for CHP units.
73
Figure 29: Wobbe at border delivery points (MJ/m3 at 15/15).
Figure 30: Natural Gas Nitrogen Content.
Dantherm Power (today Ballard Power)
Dantherm Power presented the Annex meetings on their Danish demonstrations project on fuel cell based Micro-CHP
and fueling options for fuel cells. Figure 31, extracted from the presentation, describe a micro-CHP system fueled by
hydrogen and natural gas based on LT-PEM. Figure 32 shows a schematic for a hydrogen-fueled LT-PEM system:
74
Figure 31: Schematic showing the fuel cell micro-CHP fueled by hydrogen and natural gas.
Figure 32: Schematic showing the fuel cell micro-CHP fueled by hydrogen.
Subtask 3 – The implementation of the new buildings and energy directives: opportunities or threats for
fuel cell systems
This subtask is new for 2014 and is led by the Austrian Energy Agency. It is reviewing the impacts of the following
Directives, whose relevance is described below:
Energy Efficiency (EE) Directive:
o Acceptance of fuel cells as energy efficiency measure
o Development of methodologies to show the energy efficient performance of fuel cells compared to con-ventional technologies (linked to CEN methodologies)
Ecodesign and Labelling Directive:
o Suggestions for ecodesign standards for stationary fuel cells
o Higher class labels for fuel cell systems
Building Directive (EPBD):
o Cost optimality, lower energy demand and power demand, EPCs – an opportunity or threat for fuel cell systems in EU member states?
RES Directive:
o Diversification of subsidy schemes for biogas/biomass fuel cell systems an RES hydrogen fuel cell sys-tems
75
Overall, the Directives introduce feed-in tariffs, tax reductions and investment subsidies for CHP and renewable fuel
use.
The EPBD in Austria recently expanded the list of labelled considerations for its buildings from heating demand to
include primary energy demand, CO2 emissions and total energy efficiency (including efficiencies for the heating sys-
tem, domestic hot water, electricity demand for pumps, lighting and ventilation, air conditioning, etc.). An example of
the relevant label is shown in Figure 33.
Figure 33: An Austrian example of a label required by the EPBD.
Austrian Energy Agency
Manuel Mitterndorfer from Austrian Energy Agency (AEA) presented in Trento on the implementation of European
Directive and regulations. The presentation particularly focused on identifying if there are opportunities or threats from
the Buildings Directive (EPBD) for fuel cell systems in EU member states. This sub task is also looking at the impacts
on cost optimality, lower energy demand and power demand and EPCs under EPBD. Based on the requirements of
EPBD in Austria a reference building was developed for an economic and ecological evaluation of fuel cell systems.
The performance of the fuel cell was measured:
Large fuel cell plants and development of the MCFC technology
The continuation of the activities in the previous MCFC Annex will be performed under this Subtask. KIST from Korea,
Fuel Cell Energy USA and ENEA Italy will provide detailed information about the development MCFC technology and
market. The forms and actions are still under discussion. To start will issues regarding the status of the technology and
market be dealt with. Specific technical issues will be handled as soon as they are demanded by the participants.
The development of the market for other large scale fuel cells will be reported in the Subtask for instance SOFC,
PAFC, large scale PEFC. The conditions for the implementation of large scale fuel cells and the performance will be
discussed.
The activities in Korea and the expansion of POSCO Energy fuel cells were presented by KIST. POSCO Energy is
now manufacturing complete MCFC systems from cell to energy plant. The manufacturing capacity in Korea is today
100 MWe per year. The basic module is a 2,5 MWe plant with 47 % electrical efficiency LHV. Korea has today in-
76
stalled in total 150 MWe of MCFC plants at 23 different sites. The largest plant is in Hwasung 59 MWe owned by
Gyeonggi Green Energy.
Different fuels are used. In Busan is one 1,2 MWe unit installed at the wastewater treatment plant using biogas as fuel.
POSCO Energy is planning to build a larger plant of 20 MWe at World Cup Park in Seoul using landfill gas as fuel.
POSCO Energy is exporting MCFC to other countries in Asia. The first export plant is a 300 kWe plant in Jakarta,
Indonesia.
POSCO is also developing a SOFC technology - a 10 kWe unit is ready.
Fuel Cell Energy USA presented their concept with poly-generation from an MCFC plant including generation of hy-
drogen as vehicle fuel. Fuel cell Energy has developed a Solid State Hydrogen Separation unit EHS each unit with a
capacity of 25 kg Hydrogen per day. The EHS unit is modular and can easily be scaled up to MW size.
Two different site using hydrogen production from MCFC were presented Orange county WWT plant and one in Van-
couver Canada that can handle production cold weather. Both sites are using biogas as fuel from ADG or Landfill gas.
The hydrogen is extracted from the exhaust gas of the MCFC. This gas is otherwise preheating the inlet air. The about
24 % of the hydrogen produced in the MCFC plant can be used as hydrogen vehicle fuel. For instance in the large
14,9 MWe MCFC park in Bridgeport CT is the potential for hydrogen production 6 tons per day.
Subtask 5 – Fuel cells in future energy systems
Subtask 5 is led by Stephan Renz of Switzerland.
Particular areas of focus are:
Different power to gas/fuel systems
Smart grids
Energy storage
The main topic is to study the role of fuel cells in different future energy systems like smart grids or renewable systems
including intermittent production etc. special applications can be fuel cells in combination with heat pumps and the
power-to-fuel concept. USA will contribute to the subtask by presenting their work on modelling and validation of differ-
ent fuel cells systems. Several reports have been presented and discussed in the previously. The plans are to contin-
ue with these reviews also in Annex 33. Some reports will be available on the Annex 33 website after they have been
published.
The Danish Partnership for Hydrogen & Fuel Cells
The Danish Partnership for Hydrogen & Fuel Cells presented in Denmark, October 2014 on the Danish ambition of
independency of fossil fuels, which is a strong driver for Hydrogen and Fuel Cells. The targets for developing hydro-
gen and fuel cells technologies in Denmark are in place to:
Balance the future renewable based energy system;
Fuel the transport sector with renewable energy;
Obtain a strong position for trading of electricity; and,
Have an early market entry.
The presentation proposed a schematic (Figure 34) for integration of renewable energy.
77
Figure 34: Integration of renewable energy sources.
In terms of green transport Denmark is planning to have a country wide Hydrogen Refueling Stations (HRS) network
by 2015 covering top 6 cities. Between 2013- and 2014 a staged approach that coordinates HRS network & FCEV roll-
out and ensures public support is being used. There is currently extensive national market FCEV/HRS planning and
modelling ongoing on continuous basis.
Denmark also has a large budget to potentially use for hydrogen and fuel cells compared to many other countries.
Hydrogen and fuel cells will play a key role in the future of Denmark:
1. Danish energy policy is a strong driver for technological development within hydrogen and fuel cells.
2. Hydrogen and fuel cells will play a key role for the future energy system.
3. The transition is affordable and technically feasible.
4. Hydrogen and fuel cell products have the potential of economic growths.
Subtask 6 – Market status
Subtask 6 highlights the latest developments in stationary fuel cells. Examples of sources of information include:
Solid State Energy Conversion Alliance (SECA) program information from US DOE.
E.ON: micro CHP systems for sustainable buildings
Dantherm Power’s experience from microCHP demonstrations
SOFCPOWER EnGen 5 kWe and BluGen 1,5 kWe SOFC for buildings
Figure 35 gives a perspective on current costs and performance of fuel cells compared to alternative technologies –
and the NETL 2030 goal.
78
Figure 35: Distributed Generation - current performance and cost perspective.
The plans are to compile and publish at least the following reports
Subtask 1 Fuel cells in buildings. This report will be compiled in cooperation between Ulf Birnbaum and the
Operating Agent.
Subtask 2 Renewable fuels for fuel cells, ENEA will provide this report a draft of the final report will be pre-
sented and reviewed in the spring meeting 2016
Subtask 3 EU Directives. The Austrian Energy Agency will provide a draft final report from this study in Sub-
task towards the end of 2016.
Subtask 5 Fuel cells in future energy systems, Stephan Renz will write this report.
4.4.3 Work plan for 2017
The work and the meeting schedule will continue as planned in 2017.
It was decided to merge the MCFC Annex into the work of the stationary annex going forward, as MCFC activities are
now carried out by only a few producers – essentially, harmonization or production has now occurred and the systems
are now used in stationary applications, especially the grid level applications in South Korea.
Subtask 3 has planned preparatory work, including analysis of the Energy Efficiency (EE) Directive, the Ecodesign and
Labelling Directive, the Building Directive (EPBD) and the RES Directive and the relevant Regulations with regards to
role of fuel cells. This will lead to the output of a first draft of a questionnaire exercise for participating countries. Sub-
task 3 has also planned meetings to analyze the results of the questionnaires, assess the outlook for fuel cells in par-
ticipating countries and to give an overview of the regulations in other non-EU countries. In 2016, the subtask will
present their draft and final report.
79
Annex intends to expand and to conduct activities to attract new members. Doosan from Korea is one member that will
start to participate in 2017. It will continue to have two meetings in 2017, and as pre-commercialization has already
started there is to be a larger focus on market issues including public funding and the different frameworks, Directives
and other available subsidies.
The next meeting, in March 2017, will be hosted by NEDO Japan, it will be organized in connection with the Fuel Cell
Expo 2017. The autumn 2017 meeting will be held in Paris, France hosted by Engie.
80
4.5 ANNEX 34 REPORT: FUEL CELLS FOR TRANSPORTATION
Key Messages – Facts
Fuel Cells for Transportation
Within the last 2-3 years, major Asian automakers (Toyota, Honda and Hyundai) have introduced fuel cell
electric vehicles (Mirai, Clarity and Tucson) for limited commercial lease or sale to consumers.
More widespread commercialization of FCEVs will require increased durability of membrane electrode as-
semblies (5000-8000 h) at acceptable Pt loadings (0.125 mg/cm2) and lower fuel cell system costs
(<$30/kWe).
Renewable H2 production and fuel cell vehicles can combine to reduce German greenhouse gas emissions
by 80% in 2050.
The objective of Annex 34 is to develop an understanding of fuel cells for transportation with their particular properties,
applications, and fuel requirements. Vehicles addressed include fork-lift trucks, passenger cars, auxiliary power units
(APU), buses, light duty vehicles and aviation power.
This Annex has been in operation since February 2009 and will run until February 2019. The Operating Agent for this
Annex is Dr Rajesh Ahluwalia from the United States Department of Energy’s Argonne National Laboratory (ANL), in
Illinois.
Table 19: List of Participating Organizations in Annex 34.
Country Associated Institution Name
Austria A3PS A. Wolfbeisser
China Tsinghua University, Sunrise Power Co
Denmark EWII (IRD Fuel Cells) M. Odgaard
Finland VTT
France Institut FC Lab
CEA Liten
F. Petit
L. Antoni
Germany Forschungszentrum-Jülich GmbH
RWTH – Aachen
T. Grube
B. Gnörich
Italy Italian National Agency for New Technologies, Energy and Sustainable
Economic Development (ENEA)
M. Conte
Korea KIST
Hyundai Motor Corporation
EunAe Cho
Sungho Lee
Sweden Volvo Technology Corporation
PowerCell
P. Ekdunge
B. Riddell
USA Argonne National Laboratory (ANL) R. Ahluwalia
Research and development in the area of fuel cells for transportation is extremely active, with many demonstration
projects underway and some initial market penetration. Fuel cell electric vehicles (FCEV) are on the road today around
the world. Some are in private fleet programs while others are in the hands of consumers. Germany, Japan, Korea, the
UK and Denmark have FCEV programs with plans to build stations to support commercial vehicle introduction in 2015-
2017.
81
4.5.1 Activities
The eighth and ninth workshops of Annex 34 were held on June 24, 2014 in Julich, Germany and on November 11,
2015 in Vienna, Austria. The workshops consisted of technical presentations and discussions with particular emphasis
on PEFC membrane electrode assemblies and stacks, hydrogen infrastructure and technology validation. More than
fifteen representatives from six countries participated in the workshops.
4.5.2 Technical Developments
Cost and durability are regarded as crucial issues in fuel cells for transportation. The cost issues are related to the use
of noble metals in electrocatalysts and their current low production volumes. The durability issues arise because of the
added stresses placed on the cells due to load (cell potential) cycling and rapidly varying operating conditions of fuel
and air flow rates, pressures, temperatures, and relative humidity.
Subtask A: Advanced Fuel Cell Systems for Transportation
This subtask focuses on the fuel cell system and hydrogen storage technology.
Figure 36: HT-PEFC key system components and performance.
As a member of the FCGEN project team, FZJ has developed a 5-kW auxiliary power system (APU) for trucks. Figure
36 summarizes the performance of the key system components (ATR 9.2 autothermal reformer, 28 kWt power, 30,000
h-1 gas hourly space velocity (GHSV), thermally integrated), water-gas shift reactor (2 stages, water quench between
stages), catalytic burner, and HT-PEFC stack (two reformate stacks, oil cooling, PBI membrane). The reformer has
undergone 10,000 h of long-term stability test with GTL kerosene. The complete HT-PEFC system has been tested
with GTL kerosene, premium diesel and bio (BTL) diesel. The system has 24% gross-power efficiency and 21-22%
net-power efficiency.
82
Figure 37: Chemical degradation of PtCo catalysts.
CEA is using its nano-characterization platform to elucidate the chemical composition and electrode microstructure of
MEA components and their degradation mechanisms. CEA is collaborating with Oak Ridge National Laboratory
(ORNL) and Los Alamos National Laboratory (LANL) in characterizing ageing of ionomer under load cycling conditions,
dissolution of transition metals from alloy catalysts, and growth of Pt catalysts by Oswalt ripening mechanism as shown
in Figure 37.
Figure 38: Effect of Q/T constraint on PEFC stack performance.
constraint on stack design and operating conditions. In an example application with a state-of-the-art stack with nano-
structured thin film (NSTF) ternary catalysts in the membrane electrode assemblies, Figure 38 shows that stack cool-
83
constraint in a cost effective manner. In the example application, the reference PEFC stack with 0.1 mg/cm2 Pt loading
in the cathode achieved 753 mW/cm2 power density at the optimum conditions for heat rejection, compared to 964
mW/cm2 in the laboratory cell at the same cell voltage (663 mV) and pressure (2.5 atm) but lower temperature (85oC),
higher cathode stoichiometry (2), and 100% relative humidity.
Table 20: Status of MEA with advanced de-alloyed PtNi cathode catalyst.
Johnson Matthey Fuel Cells (JMFC) is developing technology for making de-alloyed PtNi3 cathode catalysts and elec-
trodes using a chemical de-alloying process and heat treatment to control the morphology of the acid-leached nano-
particles. The de-alloyed catalyst has shown ORR (oxygen reduction reaction) activities exceeding the targets of >0.44
A/mg-Pt and 720 μA/cm² at 900 mV (Table 20). However the full performance of these catalysts has yet to be achieved
in MEAs, especially at the low Pt loadings necessary to achieve the PGM loading target (≤0.125 mg-Pt/cm2), and
when operating at realistic current densities in air rather than oxygen. Research is underway to determine the proper-
ties of these catalysts and cathode catalyst layers (CCL) that limit the high current density performance in air. Recent
results indicate that Ni2+ in the ionomer, leached during ink and MEA fabrication, is altering the agglomerate structure
of the CCL and the oxygen permeability of the ionomer phase, decreasing mass transport, especially at low relative
humidity.
3M is developing high performance, durable, low cost NSTF membrane electrode assemblies using a high
activity nano-porous Pt3Ni7/NSTF catalyst and ex-situ dealloying, to reach 1.44 A/cm2 (7.3 kW/g-Pt) at condi-
tions that satisfy the target Q/T.
84
Figure 39: H2/Air performance of NSTF stack at 90oC cell temperature, 1.5 atm, and 0.118 mg-Pt/cm2 total loading.
summarizes 3M’s approach of improving the operational robustness towards flooding by modifying the GDL (anode
gas diffusion layer) structure and incorporating a Pt/C cathode interlayer with 0.25 g/cm2 Pt loading.
85
Figure 39: H2/Air performance of NSTF stack at 90oC cell temperature, 1.5 atm, and 0.118 mg-Pt/cm2 total
loading.
Subtask B: Fuel Infrastructure
This subtask focuses on distributed and central hydrogen production technologies and Well-to-Wheel (WTW) studies.
Figure 40: Prototype development for natural gas reformer-steam iron process.
TU Gratz is developing a process for decentralized hydrogen production using natural gas reformer-steam iron pro-
cess. Figure 40 shows a small prototype built to demonstrate full methane conversion, 99.9% pure hydrogen contain-
ing trace amounts (25-25 ppm CO), and ability to produce compressed H2 without additional gas compression.
86
Figure 41: Analysis of transition to Hydrogen economy in Germany.
FZJ continues to analyze large-scale hydrogen production and similarities and differences between battery and fuel
cell (FC) drives. Some of the key messages are summarized below and in Figure 41.
Battery (BEV) and Fuel Cell Electric Vehicles (FCEV): His presentation includes three excellent tables com-
paring the attributes of battery electric BEVs (85-315 kW motor power, 190-502 km range, 18.8-85 kWh bat-
tery capacity) and FCEVs (100-144 kW FC power, 424-594 km range, fuel economy on city and highway cy-
cles).
Greenhouse Gas (GHG) Emissions: 80% GHG reduction target for Germany by year 2050, timeline for tech-
nology readiness level (TRL)
87
Renewable Power Generation: Overcapacity and need for energy storage
Comparison of BEV and FCEV drive trains: Energy and GHG comparisons: renewable vs. non-renewable
fuels; refueling and charge times; cruising range
Renewable Hydrogen Generation, Storage and Transmission: Geologic gas storage facilities: depleted
oil/gas fields, aquifers, salt caverns, rock caverns and mines; electric transmission vs. hydrogen pipelines
Cost of Infrastructure: Battery charging and power to gas options
Subtask C: Technology Validation
The work of this subtask discusses and evaluates field data from large demonstration programs on light-duty fuel cell
vehicles, hydrogen infrastructure, and fuel cell electric buses.
Figure 42: GenDrive as hybridized DC power source.
Air Liquide’s business plan is to sell hydrogen. Through its subsidiary, Hypulsion, the company is entering 1.5-4.5 kW
fuel cell systems for stationary (back-up power) and material handling markets. Hypulsion is a joint venture between Air
Liquide and Plug Power that is building hybrid power trains for eight FC Gendrives for material handling vehicles
(Figure 42). The drive trains use Ballard stack and Plug Power BOP components.
Symbio FCell, formed by an agreement with CEA, is producing a range extender for light duty vehicles. La Poste has
been using these range extenders in the mail delivery vans since July 2014, and is giving very good feedback. The
company has a hydrogen refueling station on site.
Subtask D: Economics
This subtask works to exchange and compare cost models and assess the economic gaps in fuel cells and hydrogen
production for transportation.
France is developing a roadmap for transition to hydrogen economy starting with fuel cell ranger-extender battery
electric vehicles taking advantage of 65% lower vehicle cost than the full power FCEVs at low volumes (Figure 43). Air
Liquide wants to be a key player in the business of selling hydrogen and hydrogen infrastructure. France does not see
the transport of liquid hydrogen as a practical option. The French Hydrogen Roadmap projects the initial number of
fueling stations to be up to 600, but the capacity and pressure will change from 350 to 700 bar in the future. It will re-
quire 600M EUR on infrastructure (not vehicles), with breakeven in 2027. France has experience with fleets of BEVs.
New laws on CO2 emissions from delivery trucks will enter into force in 2020 in France. Hydrogen costs need to be
compatible with decrease in subsidies. Paris-Riviera via Lyon is a very important link for fast charging/hydrogen refuel-
ing.
Fuel Cell System
DC BUSPower
Conditioning
Lift Truck
Energy Storage System
Lithium ion cells by MGL
System and BMS by Plug Power
24-80 VDC
1200Amp peaksBallard MK9 SSL stacks
10,000 hr durability
Plug developed BOP & Controls
88
Figure 43: French roadmap for introduction of fuel cell power trains.
Publications from this Annex
Key publications from the Annex include:
T. Q. Hua, R. K. Ahluwalia, L. Eudy, G. Singer, B. Jermer, N. Asselin-Miller S. Wessel, T. Patterson, and J.
Marcinkoski, “Status of Hydrogen Fuel Cell Electric Buses Worldwide”, Journal of Power Sources, Vol. 269,
pp. 975-993, 2014
4.5.3 Work Plan for 2017
The 10th meeting of Annex 34 will be hosted by SAE-China on November 6, 2016 in Beijing China.
Some of the key areas that the Annex are focusing on for future work include investigating the niche applications that
are attractive for market entry of fuel cell vehicles, investigating the main cost and durability barriers to mass adoption
of fuel cells for light duty vehicles and looking into the future competitors to help address the questions of reduction of
GHG emissions and fossil fuel consumption. These research areas have been mapped out as follows over the next
five years:
1-2 years: fuel cell specialty transport applications;
1-2 years: fuel cell vehicles: fossil fuel consumption, WTT efficiencies and emissions;
1-3 years: fuel cell systems for Light Duty Vehicles;
3-5 years: cost projections for fuel cell systems and hydrogen storage; and
3-5 years: degradation mechanisms and mitigation strategies.
89
4.6 ANNEX 35 REPORT: FUEL CELLS FOR PORTABLE APPLICATIONS
Key Messages – Facts
Fuel Cells for Portable Applications
Portable fuel cells are covering a wide range of applications: from hand-held devices to APU (caravan, ma-
rine, camping units), back-up and off-grid transportable gensets, electric forklifts, light traction (light electric
vehicles, golf carts), transportable units for telecom or road signalling, and drones (airborne and waterborne
applications) in both commercial/consumer markets and military field.
Durability of up to 20,000 hours in a DMFC system is proven. This is one step towards reducing the sys-
tems CAPEX and to become cost competitive to other technologies. Portable SOFC systems fuelled by
LPG are currently available in the sub-kW class.
The field of portable fuel cells for military applications is very active and is considered a challenging field:
drones, both airborne and waterborne, are increasingly replacing battery packs with PEMFC systems.
Active research is being conducted in a number of areas: development of new and alternative materials for
membranes (alkaline) and catalysts (non-PGM), alternative (membrane-less) cell designs and fuels
(NaBH4), as well as new diagnostic models and techniques to improve fuel cell performance.
Key Messages – Opinions
Fuel Cells for Portable Applications
Future research topics will concentrate on increasing durability and reducing cost.
New cell designs and alternative fuel/oxidant technologies will play an important role in portable and light
traction systems.
Portable fuel cells are already used for military applications, such as portable handheld power devices, APU
and Aerial/Underwater Unmanned Vehicles (AUV/UUV).
Liquid and solid storage media for hydrogen and oxygen could influence the stealth capabilities of fuel cells
used in transport applications for military purposes.
However, the major trend for portable fuel cells is to move from conventional hydrogen fed PEM to systems
operated with liquid fuels and alternative electrolytes.
The consumer market for portable fuel cell devices will benefit from the technological improvements arising
from the use of fuel cells in military applications.
Annex 35 is one of the fuel cell application area Annexes and it concerns fuel cells for portable applications and light
traction. It is related to the material development (membranes, hydrogen storage media), cell, system design and the
fuel technology, supported by both industry and research partners. By definition, a ‘portable system’ ranges from a
micro system (for example for portable smartphone or mobile applications) up to a multi-kW system that “can be
moved by four people” (the EC definition of ‘portable’). Portable fuel cells, which offer higher power density, longer
operating range and shorter refueling time compared to battery operation, cover a wide range of applications: from
hand-held devices to APU (caravan, marine, camping units), back-up and UPS units, off-grid generators for homes,
electric forklifts, light traction (light electric vehicles, golf carts), transportable units for telecom or road signaling, and
also drones (airborne or waterborne applications) in both commercial/consumer markets and military field.
This annex focuses on the latest research improvements, market conditions and the technical requirements needed to
deliver viable fuel cells for portable applications. One of the most developed portable application technologies to date
are polymer electrolyte fuel cells (PEFC or PEMFC) fueled with methanol or hydrogen. However, several alternative
90
fuels, like propane, or hydrogen storage media, directly fed to the cell - such as ethanol or sodium borohydride - are
also potential ‘fuels’ that can be used in these systems depending from the application requirements.
The Annex has been in operation since April 2004 and will run until February 2019. From 2015, the Operating Agent is
Dr Fabio Matera, researcher at the Institute of Advanced Energy Technology “Nicola Giordano” of the National Re-
search Council of Italy (CNR-ITAE).
Table 21: List of Participating Organizations in Annex 35.
COUNTRY NAME INSTITUTION/COMPANY
Austria Victor Hacker Technische Universität Graz (TU-Graz)
Germany Carsten Cremers Fraunhofer-Institut Chemische Technologien (ICT)
Germany Alexander Dyck NEXT ENERGY
Germany Martin Müeller
Andreas Glüsen
Forschungszentrum Jülich GmbH
Italy Fabio Matera CNR-ITAE
Japan Akiteru Maruta AIST
Korea Sang-Kyung Kim Korean Institute of Energy Research (KIER)
Mexico Romeli Barbosa Universidad de Quintana Roo
Sweden Maria Wesselmark Intertek
4.6.1 Activities
In 2015 a new member joined to Annex 35, Prof. Romeli Barbosa, from the University of Quintana Roo (Mexico).
During the period 2015-2016 there have been the following Annex 35 meetings:
September 16th - 17th 2015, in Oldenburg (Germany), at NEXT-ENERGY.
March 31st – April 1st 2016, in Messina (Italy), at CNR-ITAE, in a joint meeting with Annex 34 (PEFC).
December 9th-10th, Beijing (China), with the attendance of China as new IEA member.
During the meetings the partners presented the latest achievements on portable fuel cells: new membrane-less cell
design, alternative fuels, advanced application in Unmanned Underwater Vehicles (UUV), as well as new data and
studies on advanced materials for the membrane, fuels and hydrogen carriers. Furthermore, the preparation of a scien-
tific paper on “portable fuel cells” was finalized and it will be published during 2017.
4.6.2 Technical Developments
The Annex activity is subdivided into four subtasks:
Subtask 1: System analysis and hybridization
Subtask 2: System, stack and cell design/development
Subtask 3: Codes and Standards (including safety, fuels, fuel storage and transportation)
Subtask 4: Performance and lifetime enhancement
Compared to other fuel cell applications, small size hand-held portable fuel cells are competing with batteries. The
main issues are related mostly on lifetime enhancement, cost reduction and market introduction. Within the Annex 35
the partners are addressing most of these issues at different levels, from material development to system design, op-
eration strategy and testing.
Subtask 1: System analysis and hybridization
91
A hybrid fuel cell system is a fuel cell system which operates “side-by-side” with an energy storage device (usually. a
battery or a supercapacitor) to reduce the size of the fuel cell system and level the fuel cell power load, often with a
cost reduction. These systems are often used in transportation, addressed as APU (Auxiliary Power Units) or as range
extender. These systems are investigated at KIER, TU-Graz and CNR-ITAE. At KIER has been developed of a 2-kW
hybrid DMFC as APU for a small electric vehicle with a battery/fuel cell hybrid power system. A a 1 kW DMFC stack
has been developed for airborne drone (UAV) power, campers (APU) and off-grid telecom, while activities are also
related to the development for micro-DMFC (in the 50 W power range) for Li-ion battery replacement in portable appli-
cations such as phone, computer and personal electronics. At TU-Graz, under the project acronym “MESTREX”, the
design of a 5 kW SOFC metallic stack for range extender application has been developed, running on reformed bio-
ethanol for transport At CNR-ITAE, a 5 kW dual-module PEFC stack (Figure 44) has been developed within the Italian
National-funded project “TESEO” for marine application. The system is used for as on-board APU for small ships, to
power the electronic systems when the boat is docked in the port or in emission-restricted area, such as marine re-
serves. The system also incorporates a solid hydrogen storage system and an innovative hydrogen leakage sensor to
improve on-board safety.
Figure 44: 5 kW PEFC prototype for marine applications developed at CNR-ITAE.
Subtask 2: System, stack and cell development
For portable application fuel cells, liquid fuels are mostly preferred over gaseous ones because of their easier handling.
For many applications a liquid fed system, such as DMFC, provides several advantages while one the major issues to
a wide deployment for sub-kilowatt DMFC systems is still the high catalyst loading, the cost and the reduced lifetime of
the system under long stand-by periods, which affects catalyst performance and system cost as well. Nonetheless,
there are many applications that already benefit of portable DMFC power systems as the advantages greatly over-
come the issues. At cost level, research has many different targets. One is the development of alkaline anion ex-
change membrane (AEM), as alternative to the proton exchange membrane (PEM), as it avoids the need for expen-
sive platinum and other PGM catalysts. AEM can use non-fluorinated membranes, which introduce the possibility to
use alternative fuels, such as ethanol or ethylene glycol. This area is under investigation at the Korea Institute of Sci-
ence and Technology (Korea), NEXT-ENERGY (Germany) and at CNR-ITAE (Italy). The current level of development
of this technology is still at basic research level, as performance is still lower than PEM technology, but new findings
92
might change significantly this situation.
At Graz University of Technology (TU-Graz) the research activities, addressed to portable applications of fuel cells, are
related to innovative stack and cell design, hydrogen storage and MEA development. The research on Ionic Liquid
Borohydride (IL-BH4) has been continued, considering the advantages over sodium borohydride (NaBH4) based sys-
tems (Figure 45) A foam-based catalyst form of IL-BH4 is stable at ambient temperature and pressure and it is com-
posed of non-noble metals. The University has utilized the catalyst in a batch hydrogen release process, using a self-
regulating two-chambers batch cell. It has been found that the Ionic Liquid form has a number of advantages, including
higher storage density, improved hydride stability and increased solubility. It is has also been observed that this pro-
cess does not create precipitation. These properties depend largely on the organic cation. However, one downside is
that the Ionic Liquid cation has a high molar mass. A prototype of Hydrogen generator (Figure 46) based on Ionic Liq-
uids has been demonstrated, where Hydrogen is catalytically released and used in the 100 W PEFC stack. In absence
of a catalyst, no hydrogen is released. ILs are inflammable (safer than conventional fuels) and long-term stable (>2a),
featuring a storage density of approx. 4.5 wt%. Another interesting topic is the design of an innovative passive mem-
brane-less cell using Direct Borohydride as fuel and with an open-cathode configuration (air-breathing).
Figure 45: Structures and H2 Capacity of Borohybride Catalysts.
93
Figure 46: Prototype of a Hydrogen Generator based on Ionic Liquids.
Some of the targets of the NEXT-ENERGY Fuel Cell Division have been on using fuel cells as micro-CHP as well as
system analysis and characterization. Research into characterization has been focused on degradation in high-
temperature fuel cells, the description of chemical and physical behaviors in fuel cells and approaches on using HT-
PEM systems as micro-CHP. Micro-CHP has become a major topic and is a unique feature of the German research
landscape. Other focus areas include system optimization and industry research in the context of system analysis.
Subtask 3: Codes and standards, safety, fuels and fuels packaging, transportation
In 2015 the EU project “Development of PEM Fuel Cell Stack Reference Test Procedures for Industry” has been con-
cluded. The project had 11 partners and aimed at propose and validate harmonized and industrially relevant test pro-
cedures for PEMFC stacks. This includes generic test modules and application-specific test programmes for automo-
tive, stationary and portable applications. The developed test programmes are designed to assess functionali-
ty/performance as a function of relative humidity, temperature and pressure, as well as endurance during stop/start
cycles and load cycling. Safety and environmental factors are also considered. The IEC-TC105 Working Group have
been working on developing these standards for fuel cells and are these being mirrored by the German DKE K 384
Group.
At KIER, standardization activities are undergoing to produce standards for fuel cell testing for stationary PEFC
(KS8569) and DMFC systems.
Subtask 4: Lifetime enhancement
Lifetime enhancement is one the key aspects for a widespread use of fuel cells also in portable applications. At KIER a
150 cm2 DMFC MEA has been tested for 15.200 hours, resulting in an average degradation rate of 3,1 10-3 V/hour
(13,3%). At Fraunhofer-ICT has been studied the effect of oxygen injection on carbon corrosion (Figure 47).
94
Figure 47: Testing results of oxygen injection at the cathode in a PEFC to study the carbon corrosion of the
electrode.
Publications from this Annex
A selection of the key publications in 2015-2016:
W. Germer et al., Phase Separated Methylated Polybenzimidazole (O-PBI) Based Anion Exchange Mem-
branes, Macromolecular Materials and Engineering, Volume 300, issue 5 (2015), pages 497-509. DOI:
10.1002/mame.201400345
A. Saccà et al., Composites Nafion-titania membranes for Polymer Electrolyte Fuel Cell (PEFC) applications
at low relative humidity levels: Chemical physical properties and electrochemical performance, Polymer Test-
ing, Volume 56 (2016), Pages 10–18,
http://dx.doi.org/10.1016/j.polymertesting.2016.09.015
R. Pedicini et al., Performance assessment of an integrated PEFC and an hydrogen storage device based
on innovative material, International Journal of Hydrogen Energy, Volume 40, Issue 48 (2015), Pages
17388–17393, http://dx.doi.org/10.1016/j.ijhydene.2015.09.153
F.V. Matera et al., Fuel cell performance assessment for closed-loop renewable energy systems, Journal of
Energy Chemistry, Volume 25, Issue 3, (2016), Pages 531-538.
http://dx.doi.org/10.1016/j.jechem.2016.01.017
O. Barbera et al., Simple and functional direct methanol fuel cell stack designs for application in portable and
auxiliary power units, International Journal of Hydrogen Energy, Volume 41, Issue 28, 27 July 2016, Pages
12320–12329
4.6.3 Work Plan for 2017
The next meeting will be planned and published on the website in early 2017.
A set of Key Messages and Partner information from the Annex 35 will be published in 2017, right after the publication
of the review on portable applications of fuel cells.
95
4.7 ANNEX 36 REPORT: SYSTEMS ANALYSIS
Fuel cells are distinguished with their high efficiency and low emissions. They are seen as competitive products which
can replace conventional energy conversion technologies. However, conventional technologies are further improved
and additionally there are other competitive technologies. Therefore, it is necessary to identify the current technology
level and the future potential of fuel cells based on sound technical and scientific studies.
The aim of Annex 36 is to assist the development of fuel cells through analysis to enable a better interpretation of the
current status, and the future potential, of the technology. This work provides a competent and factual information base
for technical and economic studies. The leaders for this Annex, acting as the Operating Agent, are Professor Detlef
Stolten of Forschungszentrum Jülich, Germany and Dr Nancy Garland of United States Department of Energy (DOE).
4.7.1 Activities
The first task of this Annex was to collect available technical and reference data on fuel cells and conduct meta-
studies, with the goal of making this information available to the outside world in the form of a technical reference book.
Worldwide fuel cell experts were asked to contribute a chapter as authors. The key topics for the contents of the work
have been defined and were accepted by Wiley-VCH as a book. The book is intended to provide an up-to-date, scien-
tifically precise, comprehensive and easily comprehendible set of data, facts and figures for engineers and researchers
with respect to fuel cell properties: from materials to systems. It was proposed that the book provides economic data as
far as publicly available for cost considerations and also a full overview on demonstration data.
4.7.2 Technical Developments
Achievements during 2015/2016
The AFC TCP initiated and oversaw the data collection and preparation of the book “Fuel Cells: Data, Facts and Fig-
ures”. Single chapters prepared by the worldwide renowned experts, not only limited to those participating in the AFC
TCP activities, were reviewed by the Editors Detlef Stolten, Nancy Garland and Remzi Can Samsun in 2014 and 2015.
All three Editors are members of the AFC TCP Executive Committee. The chapters were delivered in the period be-
tween 08/2013 and 05/2015. This time interval includes the initial submission, the review process by Editors and the
submission of the revised version by the authors. After the closure of type-setting by Wiley, the proof reading was done
until the end of 10/2015. The book was published in print (Print ISBN: 9783527332403) and online (DOI:
10.1002/9783527693924) versions in February 2016.
The delivered product, in the form of a high quality technical reference book, contains concrete information about fuel
cells and competitive technologies. A sound information basis is delivered to highlight the potential and advantages of
fuel cells clearly. The work to date addresses developers at all levels of the value-added-chain yielding insight on the
next higher or lower level of the value-added-chain, giving data for benchmarks and providing data on the technology
readiness through test and demonstration data. Moreover, it addresses systems analysts who look into fuel cells in
detail and those who compare fuel cells on a more general level with batteries, internal combustion engines or tur-
bines. The book contains few explanations on terms and scientific principles. These explanations are already provided
by many existing books. The actual book covers all fuel cell issues from the materials level to the systems level includ-
ing the key infrastructure technologies. The unique selling point for this handbook is in creating a solid fuel cell energy
data basis.
The book consists of 36 chapters with contributions from the USA, Germany, Korea, Japan, Italy, Austria, Canada,
Denmark, the UK, and China. The following table (Table 22) presents the book structure, the title of each chapter and
the author(s).
96
Table 22: Contents of the book "Fuel Cells: Data, Fact and Figures", Wiley-VCH.
Fuel Cells: Data, Facts and Figures
Part I: Transportation
I-1 Propulsion
I-1.1 Benchmarks and definition of criteria
1 Battery electric vehicles Bruno Gnörich and Lutz Eckstein
2 Passenger car drive cycles Thomas Grube
3 Hydrogen fuel quality James M. Ohi
4 Fuel consumption Amgad Elgowainy and Erika Sutherland
I-1.2 Demonstration
I-1.2.1 Passenger cars
5 Global development status of fuel cell vehicles Remzi Can Samsun
6 Transportation - China - passenger Cars Yingru Zhao
7 Results of country specific program: Korea Tae-Hoon Lim
8 GM HydroGen4 – A fuel cell electric vehicle based on the Chev-
rolet Equinox Ulrich Eberle and Rittmar von Helmolt
I-1.2.2 Buses
9 Results of country specific programs - USA Leslie Eudy
I-1.3 PEM fuel cells
10 Polymer electrolytes John Kopasz and Cortney Mittelsteadt
11 MEAs for PEM fuel cells Andrew J. Steinbach and Mark K. Debe
12 Gas diffusion layer Sehkyu Park
13 Materials for PEMFC bipolar plates Heli Wang and John A. Turner
14 Single cell for Proton Exchange Membrane Fuel Cells Hyoung-Juhn Kim
I-1.4 Hydrogen
I-1.4.1 On board storage
15 Pressurized system Rajesh Ahluwalia and Thanh Hua
16 Metal hydrides Vitalie Stavila and Lennie Klebanoff
17 Cryo-compressed hydrogen Storage Tobias Brunner, Markus Kampitsch and Oliver
Kircher
I-1.4.2 On board safety
18 On board safety Rajesh Ahluwalia
97
I-2 Auxiliary power units (APU)
19 Fuels for APU applications Remzi Can Samsun
20 Application requirements/ targets for fuel cell APUs Jacob Spendelow and Dimitros C. Papageorgop-
oulos
21 Fuel cells for marine applications Keno Leites
22 Reforming technologies for APUs Ralf Peters
23 PEFC systems for APU applications Remzi Can Samsun
24 High temperature polymer electrolyte fuel cells Werner Lehnert, Lukas Lüke and Remzi Can
Samsun
25 Fuel cell systems for APU. SOFC: Cell, stack and systems Niels Christiansen
Part II: Stationary
26 Deployment and capacity trends for stationary fuel cell sys-
tems in the USA
Max Wei, Shuk Han Chan, Ahmad Mayyas and
Tim Lipman
27 Specific country reports: Japan Tomio Omata
28 Backup power systems Shanna Knights
29 Stationary fuel cells: Residential applications Iain Staffel
30 Fuels for stationary applications Stephen J. McPhail
31 SOFC: Cell, stack and system level Anke Hagen
Part III: Materials handling
32 Fuel cell forklift systems Martin Müller
33 Fuel cell forklift deployment in the USA Ahmad Mayyas, Max Wei, Shuk Han Chan and
Tim Lipman
Part IV: Fuel provision
34 Proton exchange membrane water electrolysis Antonino S. Aricò, Vincenzo Baglio, Nicola Brigug-
lio, Gaetano Maggio and Stefania Siracusano
35 Power to gas Gerda Reiter
Part V: Codes and standards
36 Hydrogen safety and RCS (regulations, codes and standards) Andrei V. Tchouvelev
4.7.3 Work Plan for Next Year
After the completion of the book project as a first task in this Annex, it was decided it to initiate a new activity as a sec-
ond task under Annex 36, in which structured systems analysis efforts will be carried out. Possible topics are the ex-
change of information on generic computing methods, open source codes, available tools as well as strategies for the
path analysis. Representatives from USA, Korea, Denmark and Germany stated that they will participate in this activity.
98
China, Japan, France, Austria and Sweden expressed that they will check the possibilities to participate. Detlef Stolten
took the responsibility to set-up the new activity. An initial meeting is planned to start the activity with all interested
participants. The activity is open to all institutions and companies from AFC TCP member countries as well as to AFC
TCP sponsors.
4.8 ANNEX 37 REPORT: MODELLING OF FUEL CELLS
Key Messages – Facts
Modelling of Fuel Cells
Virtual prototyping is an important component in the product cycle of fuel cells.
Open source software allows the engineer complete technical control over the entire model.
By sharing the interface among groups (public access), development is accelerated, without compromising
the specific application which remains private.
The AFC TCP is an excellent catalyst for bringing together and focusing international modelling groups in a
synergistic manner.
Key Messages – Opinions
Modelling of Fuel Cells
Best people to develop fuel cell models are fuel cell engineers/scientists, assisted by numerical specialists,
not CFD specialists with limited knowledge of electrochemical processes.
By invoking object-oriented principles, it is possible to build better models, without re-inventing the wheel,
but rather by re-using and re-cycling existing classes, wherever possible.
The open source paradigm is best suited to a shared environment where individuals from different organisa-
tions and backgrounds collaborate ‘at a distance’.
Calculations may readily be performed on high performance computers taking advantage of massively par-
allel architectures.
Annex 37 of the Advanced Fuel Cells Technology Collaboration Programme (AFC TCP) spearheads the development
and application of open-source fuel cell modelling (code), as well as the knowledge base (data) to facilitate the rapid
advancement of fuel cell technology. This is done through the development and application of advanced open-source
computational fluid dynamics (CFD) models of fuel cells and other electrochemical processes and products in a shared
environment. The present focus is directed equally at solid oxide fuel cell (SOFC) and polymer electrolyte fuel cell
(PEFC) technologies.
4.8.1 Activities
The Annex was instantiated on 13-14 June 2014 at the Advanced Fuel Cell Executive Committee (ExCo) meeting in
Seoul, South Korea. Since then, a total of 11 countries are participating actively (in alphabetical order); China, Croatia,
Denmark, France, Germany, Italy, Japan, Korea, Sweden, Switzerland, and USA.
The Operating Agent, Prof. Steven B. Beale, reported on Annex activities at the following ExCo meetings; Phoenix,
99
USA, 15-16 Oct 2015, Zaragoza, Spain 16-17 June 2016, Beijing China, 10-11 Nov 2016.
As an international organization, the Annex is positioned to interact with national and regional organizations, and out-
reach has been extended to various external organizations, such as the European Energy Research Alliance (EERA),
the US Department of Energy (DOE), and the Society of Automotive Engineers of China (SAE). This has led to several
joint events and exercises; such as the co-sponsorship of a thematic workshop “New Frontiers in FC Modelling” at the
European Fuel Cell Conference in Naples (December 2015) and panel sessions on open source modelling at the
EERA conference in Birmingham, UK (November 2016).
There were 4 Annex meetings in 2015 and 2 meetings in 2016, as follows:
1. Jülich, Germany, 20-21 January 2015
2. Grenoble, France, 31 March 2015
3. Fira, Greece, 28 September 2015
4. Naples, Italy, 18 December 2015
5. Grenoble, France, 21 June 2016
6. Beijing, China, 9-10 November 2016
Typically Annex meetings are organized in conjunction with international conferences and other events for conven-
ience.
In 2015, Annex membership was primarily drawn from occidental nations, with a majority of delegates being from Eu-
rope and N. America. Additionally, 2016 saw the Annex welcome new members from 3 Asian countries, China, Japan,
and Korea, with the first Annex meeting being held in Beijing, in conjunction with the 1st International Automotive Fuel
Cells Conference, sponsored by SAE China. Since the membership process of China was not yet complete, the Chi-
nese institutions joined the meeting as guests (as did other non-member nations/entities such as Canada and the
European Union at earlier meetings).
4.8.1 Technical Achievements
At the 1st Annex meeting in Jülich, three stated tasks were identified:
1. Code development and application
2. Experimental validation and verification
3. Development of state-of-the art ‘best practices’ guide
The Annex intends to focus on building next generation codes in a coordinated and targeted manner, apply them to
real-world designs, and validate/verify the methodologies using high fidelity empirical data. An important component of
this activity is the bringing together of expert open-source modelers from member countries. This helps to avoid dupli-
cation of research efforts and brings a focus to distributed activities in modelling. The Annex plays a major role in coor-
dinating this activity. Commercial code may occasionally be employed in an auxiliary role, e.g., for pre- and post-
processing, and in validation and verification (V&V) exercises. It is not, however, central to the Annex’s function.
Open-source software has many advantages and few drawbacks. The Annex is working on the development of multi-
scale and multi-physics models on top of popular existing open source codes, such as OpenFOAM®. Codes are
checked into repositories for maintenance and use by multiple experts, simultaneously. The goal is to use open com-
puter models to make a real difference in effective fuel cell design. By being able to prototype with the best possible
tools, the construction of better fuel cells is facilitated. So far, our members have been able to run models with up to
1,000 cores with near linear performance, a thirty-fold increase on previous efforts. While it is likely that no single code
will ever be universally adopted, and indeed several code-strands or ‘forks’ are being developed simultaneously, by
100
different Annex members; the constant dialogue at all levels ensures that built-in redundancy is obviated.
Table 23: Active participating member countries and organizations (in alphabetical order). China and Croatia
currently have guest status, since the AFC TCP membership process is ongoing with these countries.
Country Institution Contact(s)
China China University of Mining and Technology Shuanglin Shen
China Hong Kong Polytechnic University Meng Ni
China Huazhong University of Technology Yangxiang Zhang
China Jiangsu University of Science and Technology Wei Kong
China Shanghai Jiatong University Qiang (John) Ye
China Tianjin University Yongdan Li
China University of Science and Technology Beijing Cheng Bao
China University of Science and Technology of China Zijing Lin
China Wuhan University of Technology Pang-Chieh (Jay) Sui
China Xi’an Jiaotong University Xiongwen Zhang
Croatia University of Zagreb Ankica Đukić
Hrvoje Jasak
Denmark Technical University of Denmark Henrik Lund Frandsen
France Commissariat à l’énergie atomique et aux énergies alternatives
(CEA)
Mathias Gerard
Germany Deutsches Zentrum für Luft und Raumfahrt (DLR) Thomas Jahnke
Germany Forschungszentrum Jülich GmbH Steven Beale
Italy Politecnico di Milano Andrea Casalegno
Italy Agenzia nazionale per le nuove tecnologie, l’energia e lo sviluppa
economico sostenibile (ENEA)
Stephen McPhail
Japan University of Tokyo Zhenjun Jiao
Korea Daegu University Jin Hyun Nam
Korea Dongguk University Dong Hyup Jeon
Sweden Lund University Martin Andersson
Bengt Sundén
Switzerland Zurich University of Applied Sciences Jürgen Schumacher
USA Lawrence Berkeley National Laboratory Adam Weber
101
4.8.2 Work Plan for Next Year
The next Annex meeting is scheduled for February/March 2017, in Stuttgart, Germany. At least one more additional
meeting will be organized in the autumn.
In the context of subtask 1, work will continue with the ongoing development of codes such as openFuelCell (Germany,
Sweden, Korea), Trio_U TRUST (France) and DuMuX (Germany) for cell and stack-level tools, and for coupling with
other codes.
In line with subtasks 2 and 3 above, Annex members are preparing a ‘blue-ribbon’ review article on the subject of
‘bridging the gap between macromodelling and experimentation’ for high-temperature solid oxide fuel cell and electro-
lyser technologies. The ‘gap’ relates to the accuracy of fitting experimental data, necessary for characterization or
‘calibration’ of model parameters, a priori. These may not always be obtained under ideal conditions from a modelling
perspective, due to practical considerations. Model calibration is related-to but should be distinct-from from a posteriori
validation and verification (V&V) of fuel cell models. The scope of this review article is focused at the cell level (micro-
scale or stack-scale), and will likely lead to a similar endeavour in low temperature PEFC technology, in the future.
Annex members will participate in V&V exercises in conjunction with the European Joint Research CentrePolymer
Electrolyte Membrane benchmark test case, as an exercise for code verification for low-temperature PEFCs. Fur-
thermore, a workshop about simulation case test results for this activity will be organized conjointly by EERA and IEA
in December 2017. In addition, reliable experimental data bases and results obtained with commercial packages will
also be identified and processed.
In line with the goal of mutual cooperation within regional and national priorities, Annex members are actively engaged
in writing proposals for funded joint opportunities in the domain of open source modelling of fuel cells. If and when
successful, these will be used to organize further workshops, support, and special training events. To this effect, a
proposal will be presented in the framework of the European networking and exchange programme ‘COST’ on an
“Open numerical simulation platform for fuel cell and electrolyser modelling”, which was already evaluated in 2016 (as
project OC-2016-1-20582) with encouraging prospects for a successful resubmission in 2017. This proposal was initi-
ated within Annex 37 in order to provide resources for the development of real tools for the scientific fuel cell modelling
community.
102
Appendices
APPENDIX 1: MEMBERSHIP INFORMATION
Further details on our activities can be found on our website at www.ieafuelcells.com. For further information regard-
ing the International Energy Agency please visit www.iea.org
For more information regarding specific Annex details, please contact the Operating Agents or key members of
their teams from the information below.
These details are correct at the time of publication (April 2018).
CHAIR AND VICE CHAIR
Chair Prof Dr Detlef Stolten Forschungszentrum Jülich GmbH, Germany
(+) 49 2461 613076
Vice-Chairs
Dr. Nancy Garland Department of Energy, USA
(+) 1 202 586 5673
Dr. Jonghee Han
Korean Institute of Science and Technol-ogy, Korea
(+) 46 10 480 2304
103
MEMBERS AND ALTERNATIVE MEMBERS
These details are correct at the time of publication (April 2018).
Country Name ExCo Status Organisation Contact Details
Austria Dr Günter Simader Member Austrian Energy Agency (E.V.A.) (+)43-1-5861524-124
China Zhao Lijin Member Society of Automotive Engineers of China (SAE China)
(+)86-10-50950079
Ms. Zheng Yali Alternate Member
Society of Automotive Engineers of China (SAE China)
(+)86-10-50950081
Croatia Dr. Ankica Kovac Member University of Zagreb, Faculty of Mechanical Engi-neering and Naval Architecture
(+)385 1 6168 218
Prof. Dr. Frano Barbir Alternate Member
University of Zagreb, Faculty of Electrical Engineer-ing, Mechanical Engineering and Naval Architec-ture
(+)385 21 305 953
Denmark Mads Lyngby Petersen Member Danish Energy Agency (+)45-3392-7919
Finland Dr Jari Kiviaho Member VTT Fuel Cells (+)358-20-722-5298
France Dr-Ing Laurent Antoni Member Commissariat à l'énergie atomique et aux énergies alternatives (CEA)
(+)33-4-38-78-60-25
Mr Thierry Priem Alternate Member
Commissariat à l'énergie atomique et aux énergies alternatives (CEA)
(+)33-4-38-78-55-36
Germany Professor Detlef Stolten Member Forschungszentrum Jülich GmbH (+)49-2461-613076
Dr R Can Samsun Alternate Member Forschungszentrum Jülich GmbH
(+)49-2461-61-4616
Israel Dr Zvi Tamari Member Ministry of Energy (+)972-2-531-6139
Ms Ayelet Walter Alternate Member Ministry of National Infrastructures, Energy & Water (+)972-2-531-6038
104
Resources [email protected]
Italy Dr Stephen McPhail Member Agenzia nazionale per le nuove tecnologie, l'ener-gia e lo sviluppo economico sostenibile (ENEA)
(+)39-06-304-84926
Dr Viviana Cigolotti Alternate Member
Agenzia nazionale per le nuove tecnologie, l'ener-gia e lo sviluppo economico sostenibile (ENEA)
(+)39-081-722-32241
Japan Mr Eiji Ohira Member New Energy and Industrial Technology Develop-ment Organization (NEDO)
(+)81-44-520-5261
Mr Katsumi Yokomoto Alternate Member
New Energy and Industrial Technology Develop-ment Organization (NEDO)
(+)81-44-520-5261
Korea Dr Sang Jin Moon Member Doosan Fuel Cell BG (+)82-10-3747-3725
Dr Jonghee Han Alternate Member Korean Institute of Science and Technology (KIST)
(+)82-2-958-5277
Mexico Dr Jorge M Huacuz Member Instituto de Investigaciones Eléctricas (IIE) (+)52-777-362-3806
Dr Ulises Cano-Castillo Alternate Member Instituto de Investigaciones Eléctricas (IIE)
(+)52-777-362-3811
Spain Dr. Emilio Nieto Gallego Member Centro Nacional del Hidrógeno (CNH2) (+)34-926-420-682
María Jaén Alternate Member Centro Nacional del Hidrógeno (CNH2)
(+)34-926-420-682
Sweden Ms Kristina Difs Member Swedish Energy Agency (+)46-16-544-2296
Mr Bengt Ridell Alternate Member Sweco
(+)46-70-6295996
Switzerland Dr Stefan Oberholzer Member Swiss Federal Office of Energy (+)41-58-465-89-20
Professor Dr David Hart Alternate Member E4tech Sárl
(+)41-21-331-15-70
105
USA Dr Nancy Garland Member Department of Energy (+)1-202-586-5673
Dr Shailesh Vora Alternate Member National Energy Technology Laboratory
(+)1-412-386-7515
OPERATING AGENTS
These details are correct at the time of publication (April 2018).
Annex Name Organisation Contact Details
Annex 30 - Electrolysis Dr. Marcelo Carmo Forschungszentrum Jülich GmbH,Germany (+)49-2461-61-5590
Annex 31 - Polymer Electrolyte Fuel Cells Dr Di-Jia Liu Argonne National Laboratory,USA (+)1-630-252-4511
Annex 32 - Solid Oxide Fuel Cells Dr Jari Kiviaho VTT Fuel Cells,Finland (+)358-20-722-5298
Annex 33 - Fuel Cells for Stationary Applications Mr Bengt Ridell Sweco,Sweden (+)46-70-6295996
Annex 34 - Fuel Cells for Transportation Dr Rajesh Ahluwalia Argonne National Laboratory,USA (+)1-630-252-5979
Annex 35 - Fuel Cells for Portable Applications Dr Fabio Matera Istituto di Technologie Avanzate per l'Ener-gia (ITAE),Italy
(+)39-090-624-279
Annex 36 - Systems Analysis Professor Dr Detlef Stolten
Forschungszentrum Jülich GmbH,Germany (+)49-2461-613076
Dr Nancy Garland Department of Energy,USA
(+)1-202-586-5673
Annex 37 - Modelling of Fuel Cells Systems Professor Dr Steven Beale
Forschungszentrum Jülich GmbH,Germany (+)49-2461-61-8856
106
DESK OFFICERS AND SECRETARIAT
These details are correct at the time of publication (April 2018).
IEA Desk Officer
Jacob Teter
International Energy Agency 9 Rue de la Fédération, FED. CS-A 75739 Paris Cedex 15, France
(+) 33 1 4057 6798
ExCo Secretariat
Michael Rex
EE ENERGY ENGINEERS GmbH Munscheidstr. 14 45886 Gelsenkirchen
(+) 49 211 86642284
107
APPENDIX 2: FUEL CELL COMPANIES
Company Name Area (stack/system) Type of technology Scale/range Application Website
Austria
AVL Cell/stack/system
Simulation software, monitoring technique, system tests and devel-opment
kW Automotive powertrains; All applica-tions for SOFC; Mobile applications for PEFC
www.avl.com
Fronius Stack/system System development kW Electrolysis, fork-lift, home energy system
www.fronius.com
Bosch Austria system SOFC, PEM kW stationary www.bosch.at
Magna Steyr Storage Liquid, 70MPa (700 bar) kW Automotive www.magnasteyr.com
OMV Fuelling 70MPa (700 bar) Hydrogen filling stations, operator www.omv.com
Plansee Cell/stack SOFC W, kW Component manufacturer www.plansee.at
RAG Storage - - Storage/Power to gas http://www.rag-energy-storage.at
Linde Group HRS HRS and Storage Linde starts up series production of hydrogen refueling stations in Vien-na
http://www.linde-gas.at/de/index.html
Schunk Bahn- und Industrie-technik GmbH
Stacks/system PEFC Portable www.schunk-group.com
Denmark
Ballard Power Systems Europe (formerly Dantherm Power)
Systems and service PEFC UPS/APU and vehicles (service) http://ballard.com/about-ballard/ballardeurope/
Danish Power Systems Stack components MEA for HT-PEFC All applications for HT-PEFC www.daposy.com
108
EWII Fuel Cells (formerly IRD A/S)
Stacks PEM components http://www.ewiifuelcells.com/
Elplatek Surface treatments and coatings
Advanced catalytic coatings for elec-trodes and FC
http://www.elplatek.dk/
Green Hydrogen.dk Systems Alkaline Electrolysis http://greenhydrogen.dk/
Haldor Topsoe A/S Components and stacks SOFC/SOEC Mainly Electrolysis www.topsoe.com/
Leaneco Systems Methanol based back-up power UPS/APU
http://leaneco.dk/
NEL Hydrogen/H2Logic Hydrogen Fuelling Sta-tions
Gaseous hydrogen www.h2logic.com
SerEnergy Stacks, systems PEFC Backup power, UPS/APU, Vehicles www.serenergy.com
Finland
Convion Oy System SOFC 20 – 100kW Stationary www.convion.fi
Elcogen Oy Single cells and stacks SOFC 1 – 10kW Stationary www.elcogen.com
Fitelnet Oy Integrated modules PEFC, methanol 1kW – 5kW Back-up power, military, UPS www.fitelnet.fi
Oy Woikoski Ab Hydrogen production and filling stations
Hydrogen, refuelling stations
35MPa – 70MPa (350 – 700 bar)
Filling stations www.woikoski.fi
T Control Oy Integrated modules PEFC, hydrogen and methanol
1kW – 5kW Back-up power, telecom base sta-tions, UPS
www.tcontrol.fi
Oy Hydrocell Ltd. Portable fuel cells DMFC (EFOY) 25-90 W Recreational, back-up, military www.hydrocell.fi
France
Ad-venta Components Storage, FC systems www.innovative-gas-engineering.com/en/
109
Areva H2 Gen Production PEM Electrolyser Tens to Hundreds kW
Storage, Transportation, backup www.arevah2gen.com/
Areva SE Systems PEFC + electrolyser: Greenergy Box™
Hundreds kW
Grid stabilisation/emergency back-up systems
www.areva.com/EN/operations-407/helion-fuel-cell-and-hydrogen-energy-specialist.html
Ataway System 0.5kW to 50 kW
Clean and autonomous power sup-ply for off-grid sites and transporta-tion
http://atawey.com/
Axane (Air liquide subsidiary) Systems PEFC 0.5 – 10kW Clean and autonomous power sup-ply for off-grid sites
www.airliquide-hydrogen-energy.com/en/who-we-are/axane.html
CEA Component/stack/ system SOFC, PEFC, SOEC, PEWE
10 W to 360 kW
R&D www-li-ten.cea.fr/index_uk.htm
CNR System Green energy storage http://www.cnr.tm.fr/en
CNRS Component/stack/system R&D www.cnrs.fr
ENGIE System Energy provider www.engie.fr/
GRT Gaz System Energy provider, power to gas www.grtgaz.com/en
HyPulsion System PEFC 1.5 – 14kW Integrated Fuel cells systems for fork-lift trucks
www.plugpower.com/
INERIS System Safety www.ineris.fr/en
Mayhtec Storage Compressed, Hydride, Hybrid
Transportation, stationary www.mahytec.com/fr/accueil.html
McPhy Energy Production/ Storage Electrolyser, Hydrogen Refiling Stations
Stationary storage, Transportation www.mcphy.com/fr/
PaxiTech MEA, GDE, stack, sys-tems, educational kit, test equipment
PEFC 4 – 10W Portable power www.paxitech.com
110
Powidian System PEFC, Electrolysers 100W – 200 kW
Smart autonomous energy storage stations
www.powidian.com
Pragma Industries Stack, test equipment, electronic loads, hydro-gen storage
Roll to roll PEFC 10 – 100W Portable tools, bikes www.pragma-industries.com
Raigi Storage High pressure gas Transportation www.raigi.com/
Sylfen System Reversible SOFC 1-10 kW Energy storage www.sylfen.com
SymbioFCell System PEFC 5kW, 20 – 300kW
Integrated cuel cells systems for Range Extenders (5kW) and Full Power heavy duty vehicles (20 – 300kW)
www.symbiofcell.com
WH2 System Methanol, Hydrogen, PEFC
25-4kW Clean and autonomous power sup-ply from green H2
www.wh2.fr
Germany
Ätztechnik Herz GmbH & Co. KG
Stack (BPP) http://www.aetztechnik-herz.de/
balticFuelCells GmbH Stack/system Stationary/transportation/portable (PEFC)
http://www.balticfuelcells.de/
Buderus System Stationary https://www.buderus.de/de
Clariant Produkte (Deutschland) GmbH
System (reformer cata-lysts)
https://www.clariant.com/de/Meta-Nav/Imprint
Daimler AG Stack/system (FCV) Transportation (PEFC) https://www.daimler.com/de/
DBI Gas- und Umwelttechnik GmbH
System Stationary http://www.dbi-gut.de/dbi-gas-und-umwelttechnik.html
Deutsches Zentrum für Luft- und Raumfahrt e.V. (DLR), ITT
Stack/system Stationary/transportation (PEFC/SOFC)
http://www.dlr.de/tt/
111
EBZ Entwicklung- und Ver-triebsgesellschaft Brennstoffzel-le mbH
System Stationary/transportation (SOFC) http://www.ebz-dresden.de/
Eisenhuth GmbH & Co. KG Stack (BPP) https://eisenhuth.de/de/
Elcore GmbH System Stationary (PEFC) http://www.elcore.com/
EnBW Energie Baden-Württemberg AG
System (utility) Stationary https://www.enbw.com/
ElringKlinger AG Stack https://www.elringklinger.de/de
E.ON Technologies GmbH System Stationary https://www.eon.com/de.html
EWE AG System (utility) Stationary https://www.ewe.com/de
eZelleron GmbH System Transportation/portable
FCPower Fuel Cell Power Sys-tems GmbH
System Stationary (PEFC) http://www.fcpower.de/
Forschungszentrum Jülich GmbH
Stack/system Stationary/transportation/portable (SOFC/PEFC)
http://www.fz-juel-ich.de/portal/DE/Home/home_node.html
Fraunhofer ICT - IMM System (fuel processor) https://www.imm.fraunhofer.de/
Fraunhofer-Institut für Kerami-sche Technologien und Syste-me IKTS
Stack/system Stationary/portable (SOFC/PEFC) https://www.ikts.fraunhofer.de/
112
Fraunhofer-Institut für Solare Energiesysteme ISE
Stacks/system Transportation/portable (PEFC) https://www.ise.fraunhofer.de/
Fraunhofer-Institut für Chemi-sche Technologie ICT
Stacks/system Transportation/portable (AFC/PEFC) https://www.ict.fraunhofer.de/
Freudenberg FCCT KG Stack components https://fuelcellcomponents.freudenberg-pm.com/en/
FuMA-Tech GmbH Stack (membranes) http://www.fumatech.com/Startseite/index.html
FuelCell Energy Solutions GmbH
Stack/system Stationary (MCFC) https://www.fuelcellenergy.com/
FuelCon AG System PEFC/SOFC https://www.fuelcon.com/start.html
Greenerity GmbH Stack (MEA) http://www.greenerity.com/
Gräbener Machinentechnik GmbH
Stack http://www.graebener-maschinentechnik.de/
HAW Hamburg System Stationary/transportation https://www.haw-ham-burg.de/startseite.html
Heliocentris Academia GmbH System Stationary http://heliocentrisacademia.com/
HIAT gGmbH, Hydrogen and Informatics Institute of Applied Technologies
Stack components PEFC http://www.hiat.de/
Hüttenberger Produktionstech-nik Martin GmbH
Stack components Portable (PEFC)
http://www.huettenberger-produktionstech-nik.de/cms1/
113
Karlsruher Institut für Technolo-gie (KIT)
Systems, stack compo-nents
Stationary/transport http://www.kit.edu/
Linde Material Handling GmbH System Transportation https://www.linde-mh.de/de/index.html
N2telligence GmbH System Stationary (>10 kW) http://www.n2telligence.com/
New enerday GmbH System Stationary/Transportation/Portable (SOFC)
http://www.new-enerday.com/
NEXT ENERGY EWE-Forschungszentrum für Ener-gietechnologie e.V.
Stack/system Stationary/transportation (PEFC) http://www.next-energy.de
Polyprocess GmbH Stack components http://www.polyprocess.de/
Proton Motor Fuel Cell GmbH Stack/system Stationary/Transportation (PEFC) http://www.proton-motor.de/
Riesaer Brennstoffzellentechnik GmbH
Stack/system Stationary (PEFC) http://www.rbz-fc.de/
Robert Bosch GmbH System Stationary https://www.bosch.de/
SenerTec Kraft-Wärme-Energiesysteme GmbH
System Stationary Portable (PEFC)
https://www.senertec.de/
SFC Energy AG Stacks/system SOFC https://www.sfc.com/
SOLIDpower GmbH System Stationary (SOFC) http://www.solidpower.com/
Sunfire GmbH Stacks/system Stationary/transportation/portable http://www.sunfire.de/de/
114
TU Bergakademie Freiberg System Stationary/Transportation (PEFC)
http://tu-frei-berg.de/fakult4/iwtt/gwa/lehre/lehrveranstaltungen/wasserstoff-und-brennstoffzellentechno-logien
Ulmer Brennstoffzellen Manu-faktur GmbH
Stacks/system http://www.ubzm.de/index.php?todo=start&lang=en
Umicore AG Stack (Catalysts) Stationary (SOFC) http://www.umicore.de/
Vaillant Deutschland GmbH & Co. KG
System Stationary (PEFC) https://www.vaillant.de/heizung/
Viessmann Werke GmbH & Co. KG
System https://www.viessmann.de/
WS Reformer GmbH System (fuel processor) Stationary/Transportation/Portable (PEFC)
http://www.wsreformer.de
Zentrum für Sonnenenergie- und Wasserstoff-Forschung Baden-Württemberg (ZSW)
Stacks/system Stationary/Transportation/Portable (PEFC)
https://www.zsw-bw.de/en.html
ZBT GmbH Stacks/system http://www.zbt-duisburg.de/en/meta-menu/home/
Israel
PoCell Energy Automotive and Station-ary Energy Applications
Automotive and Stationary
http://pocelltech.com/
Phinergy Al-Air Fuel Cell
Automotive Fuel Cell http://www.phinergy.com/
115
GenCell Stationary Fuel Cell and Hydrogen Storage
Stationary Fuel Cell http://www.gencellenergy.com/
Enstorage Large Scale Energy Sto-rage
Regenerative Large Scale Fuel Cell
Bromine Compounds Bromine Compounds
Regenerative Large Scale Fuel Cell
Nanergy Fuel Cells Low Cost, Non Hydrogen Fuel Cell
Not stated yet
Emefcy Waste Water Treatment
Microbial Fuel Cell
Japan
Aisin Seiki System SOFC 1kW class Stationary www.aisin.com/
Aquafairy System PEFC a few kWs to 200W
Portable
www.aquafairy.co.jp/en/index.html
www.rohm.com/web/global/
Bloom Energy Japan System SOFC 200kW Stationary www.bloomenergy.jp/
Daihatsu Motor System AFC 10kW class Transport www.daihatsu.com/company/index.html
Fuji Electronic System PAFC 100KW Stationary www.fujielectric.com/
Fujikura System DMFC Portable, APU www.fujikura.co.jp/eng/
Honda Motor
System PEFC 100kW class Transport
http://world.honda.com/ 10kW class
System SOFC Stationary
IHI Aerospace System PEFC APU www.ihi.co.jp/ia/en/index.html
Iwatani System SOFC 200W Portable www.iwatani.co.jp/eng/index.php
Kyocera Stack SOFC 1kW class Stationary http://global.kyocera.co
116
m/
Mitsubishi Gas Chemical System DMFC 300W Portable www.mgc.co.jp/eng/index.html
Mitsubishi Hitachi Power Sys-tems
System SOFC 250kW–
Stationary www.mhi.co.jp/en/index.html
100MW
Miura System SOFC 5kW class Stationary www.miuraz.co.jp/en/
Murata Manufacturing Stack SOFC 1kW class Stationary www.murata.com/index.html
NGK Insulators Stack SOFC 1kW class Stationary www.ngk.co.jp/english/index.html
NGK Spark Plug Stack SOFC 1kW class Stationary www.ngkntk.co.jp/english/index.html
Panasonic System PEFC 1KW class Stationary http://panasonic.net/
Sumitomo Precision Products Stack SOFC 5kW-class Stationary www.spp.co.jp/English/index2-e.html
Suzuki Motor System PEFC a few kWs to 100kW
Transport www.globalsuzuki.com/corporate/index.html
Toshiba Fuel Cell Power Sys-tems
System PEFC 1kW class Stationary www.toshiba.co.jp/product/fc/ (in Japanese)
TOTO Stack SOFC 1kW class Stationary www.toto.co.jp/en/index.htm
Toyota Motor System PEFC 100kW class Transport www.toyota-global.com/
Korea
Doosan Fuel Cell Stack & System PAFC/PEFC
400kW, PAFC 1~10kW, PEFC
Distributed Power www.doosanheavy.com
Hyundai Motors Stack & System PEFC 80–300kW FCV and bus www.hyundai.com
117
POSCO Energy Stack & System MCFC
300kW–2.4MW 100MW/yr production
Distributed Power/APU for Ship www.poscoenergy.com
S Fuel Cell Stack & System PEFC 1~10kW Building Power
www.fuelcellpower.co.kr/eng/index.php
Sweden
PowerCell Stack/system
100 kWe PEFC stack for automotive Back-up power, powerpacks and APU for trucks (PEFC and diesel reformer)
http://www.powercell.se/
Cellkraft Stack Offgrid (PEFC) http://cellkraft.se/fuelcells/
myFC Stack/system Portable chargers (PEFC) http://www.powertrekk.com/
Impact coating Material PVD coatings for fuel cell bipolar plates
http://www.impactcoatings.com/fuel-cells/
Cell Impact Manufacturing Stamping of bipolar plates https://www.cellimpact.com/
Catator Systems Small independent fuel cells system, for example instance unmanned aircrafts
www.catator.se
Sandvik MT AB Material Developer and manufacturer of me-tallic bipolar plates and intercon-nectors.
Höganäs AB Material Manufacturer of metal powders. Developer of interconnect materials for SOFC.
118
Switzerland
PowerCell Stack/system
100 kWe PEFC stack for automotive Back-up power, powerpacks and APU for trucks (PEFC and diesel reformer)
http://www.powercell.se/
USA
GM, in Pontiac PEFC FC vehicles www.gm.com
Ultra Electronics SOFC 300W Portable power www.ultracellpower.com
ReliOn Inc PEFC Back-up power www.relion-inc.com
ClearEdge Power PEFC Stationary Power generation www.clearedgepower.co
m
Bloom Energy System SOFC Stationary Power www.bloomenergy.com
UTC Power[1] Stack/System PAFC, PEFC Large stationary, automotive, transit
buses, aerospace, defence www.utcpower.com
Plug Power System PEFC Materials handling www.plugpower.com
FuelCell Energy MCFC Up to 90MW Large stationary power www.fuelcellenergy.com
