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Now, however, they have a hard-and-fast answer. At the end of March, Ballard unveiled a five-year technology roadmap that equates to a public commitment to demonstrate the commercial viability of automotive fuel-cell stacks by 2010. The document is closely aligned with the performance targets and timelines laid out by the US Department of Energy’s Hydrogen, Fuel Cells and Infrastructure Technologies Programme. In quantitative terms, that means Stone and his development team at Ballard have five years to realize automotive fuel-cell stacks (in the 3–5 kW regime) with the following characteristics: 5000 h of lifetime; freeze-start capability down to –30 °C; volumetric power density of 2500 Wnet/l; and a fuel-cell stack cost of $30/kWnet at a volume of 500 000 units.

Finnerty says that one of the big selling points of the Revolution 50 is the fact that it incorporates a simple propane cylinder available from almost any hardware shop or homeimprovement centre. He explained: “When the fuel cylinder is empty, [you] simply throw it away and replace it with another. The fuel-distribution chain is already in place. ” Nevertheless, ND Energy also recognizes that portable fuel cells must be able to work with other widely available fuel sources if they are to achieve significant market penetration.

The roadmap shows the way Ballard Power Systems has said that it will have a commercially viable automotive fuel-cell stack technology by 2010. Siân Harris talked to the man who’s tasked with making it happen, while Joe McEntee summarizes the top-line targets. For Charles Stone, the commercialization of fuel-cell vehicles is no longer a question of “if”, but “when”. And he should know. Stone is vice-president of R&D at Ballard Power Systems, the Vancouver-based manufacturer of proton-exchange-membrane fuel cells (PEMFCs) and stacks.

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