Exploring Hyrdorgen Fuel Cell Vehicles With Catherine Dunwoody, Part I

This is the first part of a three-part interview with Catherine Dunwoody, executive director of the California Fuel Cell Partnership (CaFCP). In this segment Dunwoody talks about her background, the history and mission of CaFCP,  the organization's partnerships, and current initiatives.

ROBERT GLUCK:  Please tell us a little about your background and how you came to be at the California Fuel Cell Partnership (CaFCP).

CATHERINE DUNWOODY: I am a biochemist and my area of interest is air quality, specifically, the effects of vehicle pollution on health and the environment. I was excited to join the California Fuel Cell Partnership when it was formed 11 years ago to help commercialize zero-emission transportation. Although I am a scientist, I’m most fascinated with finding the common ground with government and industry that’s necessary to bring fuel cell technology to market.

RG:  What is the history and mission of the CaFCP?

CD: Our mission is to commercialize fuel cell electric vehicles and hydrogen fuel. CaFCP was formed 11 years ago by several automakers and two government agencies. Within months, the original eight members became 30.

At the time, fuel cell vehicles were “science experiments” of sorts. The auto companies had four vehicles between them and only one hydrogen station was operating in the state. Our goal was to collaborate for four years—2000-2004—to understand if fuel cell vehicles and hydrogen stations could be technically viable.

When we saw the answer was “yes,” the members committed to another phase, through 2007, to prove or disprove commercial viability. Would people want to buy fuel cel vehicles (FCVs)? Could companies make a profit selling them? That answer was “yes” and we continued. Our current phase lasts through 2012 and we’re working to lay the foundations for the early commercial market.

RG:  Why a "partnership"?

CD: CaFCP’s members are auto companies, energy companies, technology companies, and government agencies from state, federal and local levels. Each has a reason to see fuel cell vehicles a success in the commercial market, but each has a different piece of the puzzle.

Automakers can’t sell vehicles without fuel being available. Fuel retailers can’t sell fuel without regulations in place. Government can’t set regulations without having vehicles and fuel dispensers to test. Working as a partnership, we bring all the puzzle pieces to the table so the process will move faster.

RG:  According to your website, the CaFCP is committed to promoting fuel cell vehicle commercialization as a means of moving towards a sustainable energy future increasing energy efficiency and reducing or eliminating air pollution and greenhouse gas emissions. What are some current initiatives CaFCP is working on to achieve this?

CD: First, we’re working to place fuel cell vehicles and hydrogen stations in the same communities at the same time. Just as automakers can’t sell FCVs without access to fuel, fuel retailers—who are mostly small business people—can’t sell fuel without vehicles. By working together, we’ve developed a roll-out plan that shows where and when it is most likely that FCVs will be deployed.

Second, we’re working on codes and standards for hydrogen dispensing. Standards are created by independent groups and ensure that everyone makes a product to the same specification while not giving any one company an edge. Standard needs for hydrogen are similar to those for gasoline—fuel quality, accuracy of dispensing equipment, and so on. Some of these are finished, others are nearly done. We recently learned that one proposed standard will set the price of hydrogen in whole pennies instead of 9/10ths of a cent like gasoline, diesel and E85.

Third, we’re working with independent fuel retailers to educate them about hydrogen and educate ourselves about how to introduce this fuel into their stations. Initially, the volume of FCVs will be too low for retailers to make a profit from the fuel. We need to understand incentives, pricing models and funding mechanisms that will help independent retailers break even until fuel demand increases.

In addition to passenger vehicles, we also work with transit agencies that are deploying fuel cell buses. The technology is the same, but the use and fueling patterns are very different.

RG:  On May 4, 2010, CaFCP issued a press release stating: "The California Fuel Cell Partnership (CaFCP) released their Hydrogen Fuel Cell Vehicle and Station Deployment Plan: Progress and Next Steps report at the National Hydrogen Association Conference & Expo. The "next steps" report further refines CaFCP’s 2009 action plan with specific steps needed in 2010 and 2011 to prepare for fuel cell vehicles to enter the commercial market in 2015." What are some of the "next steps"?

CD:  We need seven new and four expanded stations in the early-market areas by 2011. This will provide convenient access to fuel for the thousands of passenger vehicles and up to 20 fuel cell buses that are coming in 2012-2015.

We need to finish the codes, standards and regulations that will enable retail sales of hydrogen as fuel. We need to support business models developed by the private sector so that business will see when they can move from red to black ink, and to show government when hydrogen can be self-sustaining without subsidies.

We need to synchronize and harmonize government regulations to ensure those that regulate vehicles and those that regulate fuel are working together, not at cross purposes. Vehicle and fuel regulations must be implemented jointly, not one or the other. We need to work with local communities and help them understand the planning and building process so that hydrogen stations can be built as quickly as gasoline stations.

Image credit: California Fuel Cell Partnership

Learn more about New Transportation on eBoom's Transportation Learning page.