Anne:
Your certainly right, I was comparing apples and oranges. But still, first things first. Before moving to automotive, FC should prove their merits at electricity generation, where price for hardware is 50 times higher per kW produced then in automotive. It could be solid oxide fuel cells with reformed NG as fuel. Only after FC will prove their advantages in that market, it would be feasible to talk about vehicular fuel cells.

Um fc power plants are VERY different from fc cars. They tend to use high temp systsmes that can digest biomatter straight and convert it to h2 right on the spot. They also happen to be a massive industry thats growing like crazy.

As for fc cars. small fuel cells are already here and powering scooters and bikes. The cost is going down rapidly and the cost of the fuel is already cheaper per mile the gasoline in many parts of the world.

Now they already have a great storage tank design and its cost reduction cycle is already in gear. They already have cheap enough h2 for many markets. They need only 2-3 more generations of fuel cell before they have the right cell for mass production.

In short they are ahead of the 2015 goal and that goal is only 8 years away folks.

Where do you get the energy to make h2? Whatever is cheapest localy. Syagr cane stalks... rotten meat.. spoiled milk.. soilent green...spoiled twinkies... whatever you have localy.

In some places it will be wind because they have more wind then they need electricity. In some places it will be wave, I imagine in alot of places it will wind up being solar.
And of course it might wind up being biofuels. Converted in tank to h2 to run a fuel cell far more eff then any engine with a convesion process more then eff enough to make it worth while... and make it such that ANY biofuel is usable..even random blends of fuels.

The people on this blog are certainly out of touch with recent developments. Altair is almost ready to ship its
super battery that will potentially make electric cars practical for the first time. It depends upon cost. If the batteries cost the same or more than current LI's (they no doubt will), then at this point plug-in hybrids are the feasible way to go - with 10 Kwhrs capacity for about $4,000, the cars would be electric for the first 40 or 50 miles, usually enough for the day (average car travels 25 miles a day). The batteries have recharge capabilities of 10,000+ (over 25 years of daily recharges) and flow 4 times faster than LI's and aren't affected by temps. Batteries recharge as fast as you can feed the juice, about 8 to 10 minutes for a full recharge, 1 minute for an 80% recharge. First to use them is Phoenix Mortorcars in its pickup and sport utility pickup. Configurable to a 200 mile range. Next
will go into VW,Ford, Mazda and other hybrids supplied
by Alcoa division.

DME developments in China:
Since DME has an advantage of decomposition at lower temperature than methane and LPG, R&D for hydrogen source for fuel cell has been carried out.

If you would like to know more on the latest DME developments, join us at upcoming North Asia DME / Methanol conference in Beijing, 27-28 June 2007, St Regis Hotel. The conference covers key areas which include:

DME productivity can be much higher especially if
country energy policies makes an effort comparable to
that invested in increasing supply.
By:
National Development Reform Commission NDRC
Ministry of Energy for Mongolia

Production of DME/ Methanol through biomass
gasification could potentially be commercialized
By:
Shandong University completed Pilot plant in Jinan and
will be sharing their experience.

Advances in conversion technologies are readily
available and offer exciting potential of DME as a
chemical feedstock
By: Kogas, Lurgi and Haldor Topsoe

Available project finance supports the investments
that DME/ Methanol can play a large energy supply role
By: International Finance Corporation

For more information: www.iceorganiser.com

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NIMH is perfectly suitable for PHEV's. GM was a significant shareholder of Ovonics. It sold its share to Chevron after it decided it didn't like EVs and didn't want them posing a threat to the highly profitable internal combustion engine. They are heavily embedded into the US Advanced Battery Consortum and used their clout to censure Stanly Ovshinski and other inventors who had viable batteries; they didn't want them revealing these advances to the public in the 1990s. A123 and a few other Li Ion battery makers have as recently as this year been gobbled up by Chevron and the USABC. The USABC has also recently been used by the automakers in attempts to obtain government handouts, since they claim "the battery technology isn't there." The auto industry wants to pocket this money. Some suspect that since Altair Nanotechnologies and A123 have similar patents, that A123 will next be used to sue Altair to keep its batteries off the market.