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Technology Stocks : Ballard Power -world leader zero-emission PEM fuel cells -- Ignore unavailable to you. Want to Upgrade?

To: HarveyO who wrote (3417)	12/16/1998 3:14:00 PM
From: HarveyO	Respond to of 5827

GM's Opel Zafira Although it has not been reported in the following press release, did you know that the fuel cells inside the Opel Zafira were Ballard fuel cells? Has GM committed themsleves to Ballard Fuel Cells? We know they have purchased and have been testing BLD cells for some time now. GENERAL MOTORS PRESENTS DRIVEABLE FUEL-CELL POWERED OPEL ZAFIRA FOR RELEASE: September 29, 1998 PREMIERE AT THE PARIS MOTOR SHOW Significant progress in environmental compatibility High potential as alternative to combustion engines Opel draws on its experience with electric drive Goal: future-oriented technology developed to market readiness by 2004 Paris--General Motors is presenting its first driveable fuel-cell vehicle, a concept car based on the Opel Zafira, at this year's Paris Motor Show press days (September 29 - 30, 1998). The compact van with 50 kW AC induction motor serves as a research platform for scientists and engineers in the newly created Global Alternative Propulsion Center in Rüsselsheim. The objective is to develop this future-oriented, environmentally compatible technology to market readiness by 2004. In terms of volume production, GM considers the combination of fuel-cell and electric drive to possess more potential than any other known alternative propulsion system. Compared with modern internal combustion engines the fuel-cell offers significant improvements in efficiency with almost zero emissions of sulfur dioxide (SO2) and nitrogen oxides (NOx). Carbon dioxide (CO2) output is almost halved. The basic principle of the fuel-cell used in the Opel Zafira is an electro-chemical process in which hydrogen reacts with oxygen to generate electricity, with water as a by-product. In order to avoid a costly and space-consuming storage of hydrogen in special canisters, methanol is carried in a conventional fuel tank. GM is exploring multiple sources for hydrogen including gasoline, methanol, natural gas and pure hydrogen. Conversion Process: Methanol is Source of Hydrogen In the Zafira concept car, a fuel processing system converts the methanol into a hydrogen-rich gas with CO2 as a by-product. A small amount of carbon monoxide (CO) generated during this process is oxidized by a catalytic converter to carbon dioxide (CO2) before the gas is fed to the fuel-cell stack. The fuel-cell Zafira produces near zero emissions of nitrogen oxides (NOx) and about half the CO2 of gasoline engines. Thanks to the fuel-cell technology's high energy conversion efficiency, this propulsion system compensates for methanol's lower power density compared with gasoline or diesel fuel. The vehicle's range on a tank of fuel is therefore similar to that of conventionally powered vehicles. A fuel-cell consists of two electrodes, the anode and the cathode, separated by a polymer membrane. Hydrogen gas is fed to the anode and dissociates into positive hydrogen ions (protons) in the presence of a platinum catalyst on the anode side. The protons migrate through the membrane to the cathode. The electrons are conducted in the form of useable electric current through an external circuit. Oxygen from air is fed to the cathode, combining with the protons and electrons from the external circuit to form pure water and heat. One cell can generate 0.7 to 0.9 volt, so a series of cells are collected in a stack. The electricity generated supplies the 50 kW AC induction motor, which drives the front wheels via a single-speed gearbox. GM can draw on considerable experience in electric drive, thanks to cars like the Astra Impuls and the EV1. The fuel-cell Zafira's electric motor, battery pack and power control electronics are housed in the engine compartment of the 1850 kg vehicle. The battery provides transient power and storage of electricity gained from regenerative braking. Flexible: Modular Layout of Components The fuel-cell stack, the fuel conversion system and the methanol tank are located in the rear of the Zafira. The modular layout of the prototype systems gives the engineers maximum flexibility in the testing of components and configurations. Development continues to reduce the size of fuel-cell components for more efficient packaging of the vehicle. A static research platform based on the Opel Sintra represented the previous development status about six months ago at the Geneva Motor Show. Global Network: International Center for Alternative Propulsion Systems General Motors has performed research into fuel-cell technology in cars since the 1960s. These activities were extended with the official establishment this year of the Global Alternative Propulsion Center (GAPC) near Rüsselsheim. Led by Dr. J. Byron McCormick and Dr. Erhard Schubert, this center is responsible for GM's research into alternative propulsion systems. The GAPC also includes the North American research facilities at Warren (Michigan) and Rochester (New York). The physicists, chemists, process engineers and electronics experts at the three GAPC centers intend to develop a fuel-cell-powered vehicle to market readiness by 2004. The vehicle will meet the demands of everyday driving and also set new standards in terms of environmental compatibility. Roominess, performance and safety will then correspond to those of conventionally powered cars. Vehicles with fuel-cell technology generate almost no pollutants and they are quiet thanks to electric drive. They also have a significantly higher efficiency rating compared to cars with internal combustion engines. Peter H. Hanenberger, Opel's Management Board Member for Engineering, therefore sees good prospects for the fuel-cell as a source of power for cars: "In the future we want to offer customers fuel-cell cars that set new standards for environmental compatibility. At the same time they should deliver good performance and be fun to drive." Technical Data Fuel-Cell Zafira Propulsion: 50 kW AC induction motor, front wheel drive GM Generation II Power Electronics technology Single-speed gear set, 10.9:1 Fuel: Methanol Top Speed: 120 km/h Curb Mass: 1850 kg Tanks Methanol capacity approx. 54 liters. Water tank approx. 20 liters. Reformer Converts methanol into hydrogen-rich mixture for fuel-cells with CO2 as a by-product. Carbon monoxide (CO) generated during the reforming process is oxidized into carbon dioxide (CO2). Catalytic Burner Supplies the reformer with the required heat. Fuel-Cell Stack Stack consists of a series of individual cells connected together. Generates electricity from a hydrogen-rich "reformate" mixture and filtered compressed air at a process temperature of 80 to 90 degrees Celsius.

To: HarveyO who wrote (3417)	12/16/1998 7:44:00 PM
From: Jim	Respond to of 5827

Harvey O. , Thank you for your very informative response. It reassures me that much of the negative reports were in error. However, credos should be given to the short sellers for their contribution to keep the stock price at an affordable level, so the small investor has an opportunity to buy in. Ballard has been systematically progressing to first develop the fuel cell, and now starting the commercial phase. It may take several months or a year before production is a reality, after all, the construction of their plant should take nearly that long. It would not surprise me if there were some stock models of fuel cell cars during 1999. Daimler, in one of the early release indicated this possibility. It seems almost certain that there is considerable work going on behind the scene for perfection of the reformer, once a supply of hydrogen, derived from a conventional source is available to the fuel cell, the whole concept for hydrogen power should take off. Not only for auto, but for stationary power as well. Again, one would think that this problem has been, approached from many angles, with a good chance for successful application. Technology is bound to change the way we do things, but some will cling to the old ways to the bitter end. I should know I've seen a lot technical breakthroughs during my past (almost) eight decades.

To: HarveyO who wrote (3417)	12/16/1998 7:58:00 PM
From: RagTimeBand	Read Replies (1) \| Respond to of 5827

HarveyO >>Both Chicago and Vancouver cities are "Beta" sites; which simply means that both cities have agreed to be the testing ground for this new technology.<< This is a nit but based on the article you posted I'd say it's a stretch to say that they've even reached "Alpha". Sounds like it's more "proof of concept" stage and final design is still over the horizon. Emory

To: HarveyO who wrote (3417)	12/17/1998 12:14:00 AM
From: gg cox	Respond to of 5827

Hi HarveyO.Thanks for passing on the status of the Ballard test buses from Ballard. I think that the fourth priority listed should have been listed as their first priority.( Call me a nit picker but I think the # 4 item is what it is all about.) "4. To gather test information on the components in the fuel cell system and on the design of the system with a goal of identifying component and design improvements and incorporating this information into the design process to develop a fuel cell engine for buses that meet the reliability for urban transit operators." gg '

To: HarveyO who wrote (3417)	12/17/1998 8:30:00 AM
From: peter dumbrille	Read Replies (1) \| Respond to of 5827

I received the same response from Ballard's Investor relations when asking for clarification. Seems credible to me and they state that the Hydrogen And Fuel Cell letter was inaccurate which was one of the points I asked them to comment on.

To: HarveyO who wrote (3417)	12/20/1998 10:04:00 PM
From: Hawkeye	Respond to of 5827

For anyone who would like some balance to the Barron's article I would refer them to HarveyO's post #3417 which gave a good update of the Chicago bus program. Futhermore I would also recommend reading pages 19 and 20 of the 1997 Ballard Annual Report where it mentions the bus programs and how the Daimler Alliance will bring with it access to Daimler's experience in engine development and testing. To refresh your memories (as well as mine): Daimler became the majority owner (51% post-Ford's investment) of dbb Fuel Cell Engines, which is the entity responsible for the bus program (as well as car and heavy duty engines). Ballard now owns 27% and Ford owns 22%. Ballard is responsible for the supply of fuel cell's to dbb and dbb develops the rest of the engine. Therefore, we now have the world's largest bus manufacturer responsible for the Chicago program. (Which may explain New Flyer's comments and relationship with dbb and BLD.) dbb is also now the developer of the Nebus, which was Daimler's own version of a fuel cell bus and which was rolled into the jointly owned dbb Fuel Cell Engines. With respect to the comment in Barron's that expressed surprise that the Chicago bus was not the final version, well, she should have read the 1997 Annual Report. Page 20 says "The next generation transit bus engine is planned to be smaller, more durable, with enhanced reliability and lower cost. It is planned to be developed during 1998 and 1999, with testing to begin thereafter. Commercial sales of fuel cell engines for buses are expected to commence in 2002. As the Company described when it entered into its alliance with Daimler-Benz in 1997, the integration of Daimler-Benz and DBB into the development of fuel cell engines for transit buses has brought a heightened awareness of the testing and market requirements to the commercialization plan. This has resulted in the planned market entry date for these fuel cell engines moving to 2002 from 2000." When read in context with HarveyO's post one can see that the Barron's article was a bit much. Looking at the calendar I see we've still got 3 years for testing and design changes to deal with these "staggering hurdles" of gas sensors, configuration and heat management. One would hope they are already incorporating these items in the engine currently being designed in 98 and 99.