Environmental Engineering Reference
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approach forces the use of a more complicated, heavier system for vehicles.
Los Alamos has also worked with General Motors and Ballard on PEM
research which resulted in a 10-kilowatt demonstration unit.
DOE provides support to American companies, but the level of
support is less than the federal support in Germany and Japan. In 1993,
Japan started a major 28 year, $11 billion hydrogen research program called
New Sunshine. It surpassed Germany's to become the biggest program at
that time. Basic hydrogen research included work on the metal-hydride
storage systems that are used in Toyota's fuel cells. German government
support has declined since reunification.
Hydrogen fuel cells have become an international effort. Shell
Oil established a Hydrogen Economy team dedicated to investigate
opportunities in hydrogen manufacturing and fuel cell technology in
collaboration with others, including DaimlerChrysler.
Fuel cells would provide an environmentally superior and more
efficient automobile engine. This is being pursued with a combination of
resources by strong organizations acting in their own interests and with
support from public policy groups.
In one study by Ford, even with a fuel efficiency of 70 miles per
gallon, the size of the tank needed for a 350-mile range would greatly
impact both the passenger and cargo space. But, computer models show
that 100 miles per gallon are possible.
Several prototypes have placed the tank on the roof, like the NECAR
II van, this might be acceptable in a high roofed van but not in most
passenger cars. High weight in the roof also makes the vehicle unstable
at higher speeds. Storing the fuel in special structures has been done by
Toyota, Honda and others, but the metals and structures are expensive.
Some timetables for fuel cell prototypes announced by government
and industry have proven too conservative. Many auto companies already
have running drivable fuel cell prototypes. There was also some modest
commercialization being achieved by 2004. Some of the predictions for
commercialization have fallen behind or been discarded, but this is normal
where complex products are involved and where vast market forces are at
work. In the early days of automobiles little infrastructure was available, it
grew along with the demand. The product was simple and could be repaired
on the road with a few simple tools much as wagons were at the time.
Transportation options were few and autos proved to be much superior
over earlier methods of transportation. Today, hybrid cars are proving to
be in demand and most manufacturers have models available in their lines
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