Ballard Power Systems lebt noch (Wieder)
ich wunder mich schon, wieso die Brennstoffzellen-Technolohie ausgerechnet 2013 so einen Boom auslöst. Stehen wir hier etwa am Beginn vergleichbar damals wie bei der Solarindustrie? Und ist Ballard die neue Solarworld?
Oder ist das alles nur heiße Luft und die Brennstoffzellen-Technologie wird 2020 noch immer da sein, wo sie vor 10 Jahren war?
Ich glaube, dass tatsächlich nun ein neuer Anlauf gestartet wird und wir vor einem fetten Boom stehen! 2014 wird der Durchbruch noch nicht kommen! Genau wie beim 3D Druck verzögert sich alles um ein bis zwei Jahre! Aber das Wachstum wird stetig wachsen und den richtigen Boom erleben wir vielleicht 2015 - 2020.
Dann werden alle Autos, Häuser, elektrische Geräte, Telefonsysteme etc. diese Technik nutzen!
gehört dem Wasserstoff-aber es gibt auch noch Elektro und dann wird das Für und Wider je nach Einsatzgebiet abgewogen. Bei Autos kann ich mir vorstellen das dann wieder die Schnelligkeit u.v.m.eine Rolle spielen kann.Aber wie ich bis jetzt gesehen habe ist Wasserstoff der Sieger in vielen Anwendungungen-weg vom ÖL. Hoffentlich profitieren wir dann auch in €.Aber Vater Staat wird da auch die Hand aufhalten wie jetzt beim Öl.
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Ich denke, dass die Brennstoffzelle das Problem der Elektroautos mit der Reichweite und den Akkus lösen kann. Es gibt ja unterschiedliche Anwendungsvarianten. Man kann die Brennstoffzelle zur Produktion von Strom nutzen, die dann den Elektromotor des Autos antreibt. Dann hat man saubere Energie, Reichweite, keine teuren Akkus mit deren hohem Gewicht und das E-Auto kann kommen. Warum kommt die Industrie und auch die Politik nicht auf solch einfache Lösungen?
irgendwelche Bänder durchbrochen werden - die Zukunft heißt unwiderruflich Brennstoffzellen gespeiste Elektroantriebe. Es gibt derzeit einige Gewinnmitnahmen, die absolut normal sind nach dem steilen Anstieg der letzten Wochen. Wer etwas über die langfristige Perspektive dieser Technologie lesen will - here it is:
It is well known that from 2015 onwards automakers across the world will begin to bring fuel cell electric vehicles (FCEV) to market. However, these cars are of little use if a customer has nowhere to refuel. This chicken and egg problem of vehicles and infrastructure has plagued discussions of FCEV commercialisation since they began. Luckily, partners on both the vehicle and fuel supply side are now working to create a viable ecosystem into which FCEV can arrive and propagate.
The current wave of progress began in September 2009, when seven of the world’s largest automotive OEMs – Daimler, Ford, General Motors, Honda, Hyundai-Kia, Renault-Nissan, and Toyota – signed a joint letter of intent addressed to the oil and energy industries and government organisations. It signalled the OEMs’ intent to commercialise a significant number of fuel cell vehicles from 2015 and urged for the development of hydrogen infrastructure, primarily in Europe and especially in Germany, to allow for this market introduction.
A year and a half later in January 2011, the three major Japanese automakers – Honda, Nissan, and Toyota – signed a memorandum of understanding with ten Japanese oil and energy companies. It agreed three main points: that the automakers will continue to reduce manufacturing costs and popularise FCEV; that the automakers and fuel suppliers will work together to expand the introduction of FCEV and the hydrogen supply network, and that the hydrogen fuel suppliers will construct a network of approximately 100 hydrogen refuelling stations by 2015. These stations will be clustered in Japan’s four main metropolitan areas: Tokyo, Nagoya, Osaka, and Fukuoka.
With 2015 now just two years away, what impact have these letters and memoranda had? How close are Europe, Japan, and the rest of the world to realising viable early markets for FCEV?
According to the LBST and TÜV SÜD operated information website H2stations.org, 27 new hydrogen stations were opened worldwide in 2012, bringing the total number of hydrogen stations in service to a total of 208 as of March 2013 – 80 in Europe, 49 in Asia, 76 in North America, and three elsewhere. A fifteen percent increase in hydrogen refuelling stations in the space of a year is indicative of an industry drive towards market preparation for FCEV. Of the 27 new stations, eight are in North America, three are in Asia, and sixteen are in Europe, of which five are in Germany. The European FCEV movement has been led by Germany, with invested parties largely represented in the Clean Energy Partnership (CEP). Three of the five new German stations are CEP stations, in Hamburg, Berlin, and Dusseldorf. In June 2012, the German Federal Transport Minister Peter Ramsauer together with industry partners Daimler, Linde, Air Products, Air Liquide and Total signed a letter of intent to increase the network of hydrogen stations in Germany to 50 by 2015, supported by €20 million in funding from the National Hydrogen and Fuel Cell Technology Innovation Programme (NIP). According to H2stations.org, Germany currently has 14 public stations in operation and the country is on its way to achieving its goal. Once built, these 50 stations provide the skeleton infrastructure needed to support initial FCEV rollout across the nation. Elsewhere in Europe, Scandinavia is continuing to solidify its position as an important launch market for FCEV with contracts securing fifteen Hyundai ix35 FCEV in Copenhagen and two in Skåne, Sweden.
In early February 2013 the initial findings of the first phase of the government–industry UK H2Mobility project were revealed. The study sees ≤1.6 million FCEV on UK roads by 2030, with annual sales of more than 300,000. It further found that 10% of new car customers would be receptive to FCEV when first introduced and that an initial rollout of 65 hydrogen stations in heavily populated areas and along national trunk routes would provide sufficient coverage for these early vehicle sales. Hydrogen should be cost‐competitive with diesel immediately, with 60% lower CO2 emissions than diesel by 2020; as the fuel mix becomes more renewable this improves to 75% lower by 2030 and would be on course for 100% by 2050. As vehicle sales grow, the number of refuelling sites would increase to 1,150 by 2030; by that time 51% of the fuel mix should be coming from water electrolysis, contributing to an annual total vehicle CO2 emissions reduction of up to three million tonnes by FCEV in 2030. Furthermore, FCEV could have a UK market share of 30–50% by 2050.
Last month it was announced that a consortium led by Air Products will deliver at least one new 700 bar hydrogen station in London and upgrade the existing two to 700 bar, as well as the station at the nearby Millbrook Proving Ground. These will be complemented by a number of Hyundai ix35 FCEV and Revolve HICE vans. Dr Klaus Bonhoff, director of NOW GmbH, noted in an October 2012 presentation to the FCH‐JU that similar studies are being considered for the French and Swiss markets.
In Japan an industry grouping, HySUT, is coordinating infrastructure deployment. As of March 2013, H2stations.org lists 26 operational stations in Japan – a quarter of the way to the country’s 100 station target. A $50 million government subsidy is being made available to support the construction of new hydrogen stations in 2013. The subsidy will cover up to 50% of a station’s capital cost; HySUT states the current cost per station is in the region of $5 million, so the subsidy could support 20 new stations. If the subsidy continued at this rate, and presuming that the maximum number of applicable stations are built, then Japan would have 86 stations by the end of 2015. However, the per-station subsidy may reduce from 50%, with private companies picking up the deficit; this would put the 100 station target within reach. The commercial standard that the new stations are being built to allows for hydrogen pumps to be installed at existing stations, which may help with capital cost further; however a setback distance of eight metres from the roadside is still required unless blast fencing is installed. In January 2013 JX Nippon Oil & Energy Corp. announced plans to construct 40 stations by 2015 and Iwatani announced at the FC Expo in February 2013 that it would be building 20 by the same date; together the two companies will build 60 of the 74 stations needed to meet the 100 station target.
California continues to lead the USA in the adoption of FCEV. The Office of California Governor Edmund G. Brown published its ‘2013 Zero Emission Vehicles (ZEV) Action Plan’ in February 2013, which includes a roadmap towards putting 1.5 million ZEV on Californian roads by 2025. It mandates that by 2015 major metropolitan areas in California are to be ‘ZEV ready’, including suitable funding for infrastructure for both FCEV and BEV/PHEV, as well as streamlined permitting. The plan incorporates the findings of the California Fuel Cell Partnership’s recent study, which suggests that 68 hydrogen stations would be needed for an initial launch of vehicles in 2015. This Californian mandate is an important step forward for the country as a whole: because the California Air Resources Board predates it, the US Clean Air Act allows California to determine its own air quality standards – other states may choose either federal standards or Californian standards, but not set their own. This allows willing states to adopt more progressive Californian standards, and this unique model could speed up FCEV adoption within the USA. A nationwide infrastructure feasibility study, H2USA, will launch soon following in the footsteps of existing projects in Germany and the UK.
The speed at which hydrogen infrastructure developments are materialising is becoming ever more rapid as we enter the penultimate year before the launch of the first commercial FCEV; if this trajectory continues viable launch markets for FCEV should be just around the corner.
- See more at: http://www.fuelcelltoday.com/analysis/...tations#sthash.93hZEqDT.dpuf
Gibt es dazu aktuelle Empfehlungen? Hab nur gelesen, dass das Weiße Haus in diesem Sektor investiert.
Danke euch!
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gibt wie schon erwähnt 3D Systems, die gehen mehr auf Massennutzung. Außerdem gibts noch Stratasys& Co, deie machen mehr für die Industrie.
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chart_year_ballardpower.png (verkleinert auf 93%)
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18 JUN 2013
Ballard Power Systems has released an updated version of its popular ElectraGen-ME methanol-fuelled fuel cell backup power system for the telecoms market. The new system features improvements in reliability and durability as well as ease of maintenance and servicing. These improvements include a 25% improvement in system mean time between failures (MTBF), a three times increase in fuel processor cycle life and a 5% improvement in fuel cell stack reliability.
Demand for the Electragen-ME is growing at pace thanks to two major drivers: backup power for regular power outages in markets with unreliable power grids, and backup power for markets with reliable power grids but that are vulnerable to extended power outages in crisis situation such as extreme weather events.
“Our product shipments for Telecom Backup Power have been growing rapidly since we added the methanol systems to our portfolio,” said Tony Cochrane, Ballard Director – Product Management, Telecom Backup Power. “This new product will strengthen the value proposition for customers, with a higher reliability, lower cost solution.”
REFERENCE: BALLARD POWER SYSTEMS
INDUSTRY DIRECTORY: BALLARD POWER SYSTEMS
- See more at: http://www.fuelcelltoday.com/news-events/...ower#sthash.sKVOE5JE.dpuf
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22:35 18.06.13
PR Newswire
VANCOUVER, June 18, 2013
Product designed to deliver power to off-grid residential dwellings
VANCOUVER, June 18, 2013 /PRNewswire/ - Ballard Power Systems (NASDAQ: BLDP)(TSX: BLD) today announced that, with a commitment of investment funding to support field trials, the South African Government has reinforced its support of growth in that country's fuel cell industry. Godfrey Oliphant, South Africa's Deputy Minister of Mineral Resources, made the announcement during his presentation to attendees of the "Hydrogen + Fuel Cells 2013 International Conference and Exhibition" (www.hfc2013.com) in Vancouver.
As part of its beneficiation strategy and the drive to improve on the uses of platinum, the South African Government, through its funding institutions, will partner with Ballard Power Systems and Anglo American Platinum with initial field trials of a new methanol-fuelled 'home generator' prototype product designed for use in off-grid residential applications. The product encompasses a complete fuel cell system, including fuel cell stack, methanol fuel processor and other components needed to meet the market requirements of rural electrification within a local mini-grid. The home generator product is being developed as a means of addressing the many African households in rural communities that are currently unable to economically access the grid as a result of distance or terrain.
Godfrey Oliphant, South Africa's Deputy Minister of Mineral Resources said, "We are very pleased to support the field trials of the home generator product being developed by Anglo American Platinum and Ballard Power Systems. Projects such as this are key in the development of new technologies which will stimulate the creation of jobs for the South African economy."
Platinum-based fuel cells provide a significant economic and environmental development opportunity for South Africa by facilitating the provision of clean, reliable and cost-effective power. South Africa holds 75% of the world's supply of platinum, a key component of Ballard's proton exchange membrane fuel cell products.
"Anglo's involvement in fuel cell market adoption extends beyond the implications for platinum utilization to the potential transformational impact fuel cells could have on the economy in South Africa," said Andrew Hinkly, Anglo American Platinum's Executive Head of Marketing. "Fuel cell-based product deployments enable the platinum beneficiation strategy in Africa and create jobs in a key growth sector for the economy."
Karim Kassam, Vice President, Business & Corporate Development added, "We are excited by the progress under our joint development agreement with Anglo American Platinum. Work to date has included a market feasibility study, testing of a proof-of-concept system based on existing technology and initial work on a prototype system."
Systems deployed in initial field trials during 2014 will provide valuable data to support further development of the prototype systems. Upon successful completion of the product development phase, plans are to proceed to a pilot test of more than two hundred units in villages across rural South Africa in 2015.
About Ballard Power Systems
Ballard Power Systems (NASDAQ: BLDP)(TSX: BLD) provides clean energy fuel cell products enabling optimized power systems for a range of applications. Products deliver incomparable performance, durability and versatility. To learn more about Ballard, please visit www.ballard.com.
This release contains forward-looking statements product development activities, market adoption for our products and business development opportunities. These forward-looking statements reflect Ballard's current expectations as contemplated under section 27A of the Securities Act of 1933, as amended, and Section 21E of the Securities Exchange Act of 1934, as amended. Any such forward-looking statements are based on Ballard's assumptions relating to its financial forecasts and expectations regarding its product development efforts, manufacturing capacity, and market demand.
These statements involve risks and uncertainties that may cause Ballard's actual results to be materially different, including general economic and regulatory changes, detrimental reliance on third parties, successfully achieving our business plans and achieving and sustaining profitability. For a detailed discussion of these and other risk factors that could affect Ballard's future performance, please refer to Ballard's most recent Annual Information Form. Readers should not place undue reliance on Ballard's forward-looking statements and Ballard assumes no obligation to update or release any revisions to these forward looking statements, other than as required under applicable legislation.
Guy McAree +1.604.412.7919, media@ballard.com or investors@ballard.com
SOURCE Ballard Power Systems Inc.
Image with caption: "Godfrey Oliphant, South Africa's Deputy Minister of Mineral Resources (left) Karim Kassam, Vice President, Business & Corporate Development, Ballard Power System (right) (CNW Group/Ballard Power Systems Inc.)". Image available at: http://photos.newswire.ca/images/download/...C9340_PHOTO_EN_28159.jpg
Quelle: PR Newswire
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der trend schon wieder vorbei oder was ...los junge ...geh wieder richtung norden
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Press Release: MarketsandMarkets – Thu, Jun 20, 2013 5:30 AM EDT
DALLAS, June 20, 2013 /PRNewswire/ --
The Report "Fuel Cell Technology Market by Applications (Portable, Stationary, Transport), Types (PEMFC, DMFC, PAFC, SOFC, MCFC), Fuel (Hydrogen, Natural Gas, Methanol, Anaerobic Digester Gas) & Geography- Global Trends and Forecast to 2018" defines and segments the Global Market with analysis and forecast of the global revenue. The Fuel Cell Technology Market will grow from an estimated $629.8 million in 2013 to $2,543.1 million by 2018, with a CAGR of 32.2% from 2013 to 2018.
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Asia: The Largest Market for Fuel Cell Technology
Asia is the biggest market for green technologies and governments there are fixing renewable energy targets backed by favorable policies such as the Kyoto Protocol. The potential markets in Asia are Japan and South Korea. The Asian region is the largest end user market for stationary fuel cells and is expected to continue with the same trend. The revenue trend estimates Asia dominating followed by North America and Europe.
Stationary Market: Biggest Market by Applications
In the current Global Fuel Cell Technology Market, the stationary applications are the key application on the basis of market size and revenues. The demand is projected to increase heavily due to the increased power backup and household demand. Telecom, automobile and power backup industry acts as the parent market of fuel cell industry. Its growth and demand is highly influenced by the parent market. Off grid applications like providing backup power for telecommunication infrastructure is provided by the fuel cells. For stationary applications use of Solid Oxide Fuel Cell (SOFC) and Molten Carbonate Fuel Cell (MCFC) will grow more than PEMFC.
Hydrogen leads as a Primary Fuel for Fuel Cell Technology
Hydrogen is the largest primary fuel source for the fuel cells across the globe with more than half of the market share. On the other hand, Natural gas/Methane and Methanol are gaining a sharp focus as a renewable energy generation source. North America and Asia represents a huge potential in terms of hydrogen as a fuel. Fuel cell companies are continuously trying to develop technologies in order to provide a more cost effective catalyst, which in turn helps them to commercialize and launch products in market. On account of hydrogen & Fuel Cell Technology Market infrastructure development for storage & distribution, the fuel cell market will experience a tremendous increase in demand in the years to come.
Buy a copy of this Report @ http://www.marketsandmarkets.com/Purchase/purchase_report1.asp?id=348
Browse Related Reports to Energy and PowerMarket @ http://www.marketsandmarkets.com/...r-supplies-market-research-4.html
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24 JUN 2013
ITM Power has joined the California Hydrogen Business Council (CHBC) as a founding member of the group’s new Hydrogen Energy Storage Program – a key interest area for the UK electrolyser manufacturer. ITM Power’s US representative Geoff Budd will sit on the Hydrogen Energy Storage Program committee alongside representatives from founding members Hydrogenics and Southern California Gas Company. The program, which was implemented by the CHBC on the 17th June, aims to assist the market adoption of hydrogen energy storage in California by providing a greater understanding of the roles of power-to-gas, hydrogen as an energy store and the use of hydrogen as a transport fuel.
“We are delighted to play an active role in the CHBC and support the activities of the Hydrogen Energy Storage Program. Energy storage is a significant business opportunity in California and the formation of this important grouping is very timely,” commented Dr. Graham Cooley, CEO of ITM Power. “We are looking forward to building on our relationships and entering the US market with our HGas products.”
- See more at: http://www.fuelcelltoday.com/news-events/...gram#sthash.63HI3Jiy.dpuf
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by National Renewable Energy Laboratory
Efforts currently underway at the Energy Department’s National Renewable Energy Laboratory (NREL) are contributing to rapid progress in the research, development and testing of hydrogen and fuel cell technologies.
Building from more than 10 years of support from the Department’s Fuel Cell Technologies Office on these topics, NREL has received four Fuel Cell Hybrid Vehicles — Advanced (FCHV-adv) on loan from Toyota. These vehicles will help NREL enhance its research capabilities related to hydrogen fueling infrastructure, renewable hydrogen production, and vehicle performance.
Zero-Emission Fuel Cell Vehicles are Rapidly Evolving
The Toyota vehicle represents another step toward the commercialization of fuel cell electric vehicles (FCEVs). Hydrogen fuel is most often produced using domestic resources and can also be produced using clean renewable energy technologies. When hydrogen is used to power an FCEV, the vehicle has zero tail pipe emissions.
The fuel cells in the Highlander FCHV-adv are representative of the FCEV designs being demonstrated today by automobile companies around the world, making this design an excellent platform for NREL’s research activities. Toyota also plans to introduce an FCEV sedan to the U.S. commercial market in 2015.
An NREL employee test drives one of the Toyota Highlander fuel cell hybrid vehicles at the lab’s Fuel Cell Hybrid Vehicle Ride and Drive Event. The event was part of Earth Week festivities at NREL.
(image via NREL/Dennis Schroeder)
The zero-emission FCHV-adv, based on a mid-size sport utility vehicle (SUV) platform, has an expected driving range of 325 miles and a fuel economy estimated at 60 miles per gallon of gasoline equivalent (GGE). GGE is a method for measuring the fuel economy of alternative fuels compared to gasoline and represents the amount of an alternative fuel equal to the energy in one liquid gallon of gasoline.
The vehicle is powered by a fuel cell system with light weight, high-pressure hydrogen tanks, an electric motor, a nickel hydride battery, and a power-control unit that determines the split of power from the battery or fuel cell stack to power the vehicle.
NREL to Explore Wide Research Platform
The four FCEVs, on a two-year loan from Toyota as part of a Cooperative Research and Development Agreement (CRADA) with NREL, will be put through a wide platform of testing and analysis at the lab. The vehicles were originally deployed in California in 2009 and have been redeployed to NREL as part of this CRADA.
“We’re looking at the whole system — from renewable hydrogen production and vehicle fueling equipment to the impact of driving patterns and behavior on vehicle performance,” said Keith Wipke, NREL Laboratory Program Manager for Fuel Cell and Hydrogen Technologies. “Because the vehicles will be four or five years old by the time our loan period ends, we will be able to observe extended durability and reliability, which are critical to the commercial success of these types of vehicles.”
Testing will include observing how the vehicles interact with fueling infrastructure and fueling stations that operate at different pressures. While most hydrogen is currently produced from natural gas, at NREL, the vehicles will be fueled with renewable hydrogen made from wind and solar energy as part of the Wind-to-Hydrogen project at the lab’s National Wind Technology Center. This project uses wind turbines and solar arrays to power electrolyzers that split water into hydrogen and oxygen.
“These vehicles are emission free, but in most scenarios you still have emissions during the hydrogen production,” Wipke said. “If you can make the hydrogen using renewable resources you have the potential for this to be a truly zero-emission fuel source. We’re pleased to have the opportunity to further investigate this potential.”
Other tests will investigate how drivers interact with the vehicles and influence performance over the test period. Researchers will look at the effects of environment and driving patterns on the vehicles’ energy storage and propulsion systems, and demonstrate the vehicles operational capability in real-world activities.
On behalf of the Energy Department, NREL is also planning public outreach and education efforts to better prepare the market for the deployment of these types of vehicles. NREL will offer first-hand exposure to hydrogen and fuel cell vehicle technologies to a variety of audiences, including the general public, academia, and the automotive industry.
Getting Ready for Our Transportation Future
FCEVs use hydrogen, stored in high-pressure tanks made of carbon fiber resin, which is fed to the fuel cell stack where it combines with oxygen from the air. The electricity produced by this chemical reaction is used to power the electric motor and charge the battery.
“For someone like myself who is not an electrochemist, it’s truly a fascinating technology,” Wipke said. “Hydrogen atoms interact with a membrane coated with small amounts of platinum, which splits the hydrogen into protons and electrons. The protons pass through the membrane, and the electrons go around a different path and do the useful electrical work. Eventually, they meet on the other side with oxygen from the air, and form water, which along with a little heat is the only byproduct of the process.”
Fuel cell technologies and the use of hydrogen as a transportation fuel are becoming more visible as automotive manufacturers move these concepts closer to market.
But while these fuel cell technologies are proven and effective, there are still challenges in deploying them, particularly in terms of reducing cost and increasing durability. NREL’s long-term durability testing for FCEVs will provide important data toward solutions to these two interrelated challenges.
Another significant issue with deploying these technologies is the need to develop infrastructure around hydrogen production, delivery, and fueling stations.
“We need a lot of infrastructure in place for FCEVs to have widespread consumer acceptance,” Wipke said. “Most hydrogen fueling stations use delivered hydrogen instead of on-site production. That is the most economical pathway right now, but with our capabilities here at NREL we are able to fully explore the opportunities for on-site production.”
Despite the challenges, Wipke sees a strong future for the FCEV technology.
“Most automakers are committing to get to market with these vehicles before this decade is out. That is encouraging,” Wipke said. “The biggest reasons that they are so excited about this option for the future is that range and refueling time are not a concern compared to other new transportation technologies. This makes it a potentially very consumer-friendly transportation technology, one that will function much like what drivers use today.”
“It’s an exciting opportunity to help move these technologies forward, and we’re pleased to have an important role here at NREL.”
Editor’s Note: EarthTechling is proud to repost this article courtesy of National Renewable Energy Laboratory. Author credit goes to David Glickson.
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Die Unterhändler der EU-Mitgliedstaaten und des Europäischen Parlaments haben sich auf einen neuen Grenzwert der CO2-Emissionen geeinigt: Bis 2020 soll der Ausstoß für Neuwagen auf 95 Gramm pro Kilometer sinken. Es gibt aber Ausnahmen.
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Mit der Senkung des CO2-Ausstoß will die EU die Umwelt schützen
Brüssel - Die Autokonzerne in Europa müssen in den kommenden Jahren strengere Klimaschutzvorschriften erfüllen. Vertreter von EU-Staaten, Europaparlament und EU-Kommission verständigten sich Montagabend auf schärfere Grenzwerte für Kohlendioxid-Emissionen. Das CO2-Limit für Neuwagen soll in den Jahren von 2015 bis 2020 von 130 Gramm auf 95 Gramm durchschnittlich pro Kilometer sinken.
ANZEIGE
Eine Art Rabatt bekommen die Hersteller auf klimaschonendere Elektroautos. "Ambitioniert geht anders - aber die Richtung stimmt", sagte der Vorsitzende des Umweltausschusses des Europäischen Parlaments, der SPD-Europaabgeordnete Matthias Groote. Die Vereinbarung sei ökonomisch und ökologisch vernünftig.
Für die Mehrfach-Anrechnung von Elektroautos und Hybrid-Fahrzeugen hatte vor allem Deutschland gekämpft. Die deutschen Oberklassewagen-Hersteller Daimler, BMW oder Audi haben Mühe, die Umweltvorgaben einzuhalten. Die Bundesregierung will außerdem Anreize zu Investitionen in die Elektroauto-Produktion setzen, da sie bis 2020 eine Million solcher Fahrzeuge auf deutschen Straßen bringen will.
Fotostrecke
13 BilderElektroautos: Diese Stromer gibt es zu kaufen
Die Elektrofahrzeuge können der Vereinbarung zufolge im Jahr 2020 bei der Ermittlung der gesamten Flottenwerte doppelt angerechnet werden, bis 2023 sinkt der Faktor auf eins. Die deutsche Autoindustrie hatte einen viel höheren Anrechnungsfaktor gefordert mit dem Verweis auf die USA, wo die CO2-armen Elektroautos vierfach angerechnet werden könnten.
Die Bundesregierung war dafür, die vor 2020 produzierten Autos bereits mitzuzählen und ab 2020 anrechnen zu lassen. Deutschland konnte sich damit nicht durchsetzen. Fast alle anderen Mitgliedstaaten und das Parlament lehnten das als Verwässerung des Klimaschutzzieles ab.
Das vom Parlament geforderte langfristige noch schärfere Ziel von 68 bis 78 Gramm ab 2025 wurde allerdings fallen gelassen. Ein neuer Grenzwert soll später geprüft werden, wie eine Revisionsklausel vorsieht. Die Einigung muss noch von den Botschaftern der Mitgliedstaaten am Donnerstag und dem Plenum des Parlaments abgesegnet werden.
kha/Reuters
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Brennstoffzellen Fahrzeuge brauch das Land und ned so ein rotz von Batterie Autos... Wann Wachen die mal auf und verstehen das ??? Nur blinde leute Mamma Mia
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Japanese Fuel Cell Vehicle Safety Standards to be Integrated into UNECE GTR
25 JUN 2013
Japanese safety standards for fuel cell electric vehicles (FCEV) are to be integrated into the final draft of the UNECE World Forum for Harmonization of Vehicle Regulations GTR (global technical regulation) on FCEV safety, according to the Nikkei.
These regulations allow a vehicle to be type approved once for sale in all UNECE signatory nations. These nations include the majority of the EU, Japan, South Korea, Thailand, South Africa, Australia and New Zealand; many nations that are not signatories will still recognise and permit UNECE regulations though the USA and Canada are notable exceptions to this.
The integration of Japanese standards will allow Japanese automakers to mass produce and export their FCEV into at least 33 markets without changing domestic specifications.
The World Forum for Harmonization of Vehicle Regulations is meeting in Geneva this week to formally approve the changes.
More information on fuel cell vehicle regulations can be found in Fuel Cell Today’s Less
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