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a new gasoline, if driven by the infrastructure. Methanol may have an edge if it proves too difficult to process gasoline, provided the use of methanol compares favorably on a cost and environmental basis with present internal combustion engine (ICE) gasoline. Fuel flexibility in processors should be considered because of the indecision on fuel type and because the public is accustomed to a selection of different octane liquid fuels and diesel. • The present infrastructure fuel for heavy vehicles is high sulfur diesel (now ~500 ppm sulfur by weight) but this may change to a nearly sulfur-free diesel as proposed by the EPA. Beginning June 1, 2006, refiners must produce a diesel containing a maximum of 15 ppm sulfur (3). The fuel for this sector could also be a gasoline if such a fuel cell system could compete. • On-board vehicle auxiliary power is increasing dramatically to satisfy consumer convenience demands. Fuel selection for these applications parallel light and heavy vehicle fuels. • The military will continue with its fuel infrastructure of high sulfur diesel (up to 1,000 ppm sulfur by weight) and jet fuel (JP-8, up to 300 ppm by weight). Sulfur specification will remain high because the military has to consider worldwide fuel sources. High sulfur diesel and JP-8 are close in characteristics, so no fuel flexibility is required. However, there is a possibility that some parts of the military or the Coast Guard (a military service within the DOT) could use fuels more compatible to the fuel cell in limited applications. • As environmental regulation becomes more stringent for megawatt-size power stations and fuel cells are scaled larger in size, there is the possibility to use the U.S.’s most plentiful, indigenous fuel, coal. The term, coal, covers a broad spectrum of solid fuels that complicate fuel processing, particularly cleanup. • There is the possibility of using other available fuels such as light distillates, ethanol, anaerobic digester gas, biomass, and refuse-derived fuel. The market that has the greatest impact on fuel processor development at this time is in the light vehicle application sector, due to the potential large number of units. Some fuel processor developers are focusing on the development of methanol fuel processing either as the fuel of choice or as a development step toward processing gasoline. Others consider that it is best to develop a vehicle that uses the most environmentally attractive fuel, hydrogen. There are numerous opinions reagarding fuel and infrastructure best-suited for the light vehicle transportation market. Methanol is unquestionably the easiest of the potential liquid fuels to convert to hydrogen for vehicle use. Methanol disassociates to carbon monoxide and hydrogen at temperatures below 400 °C and can be catalytically steam reformed at 250 °C or less. This provides a quick start advantage. Methanol can be converted to hydrogen with efficiencies of >90 percent. But methanol is produced primarily from natural gas, requiring energy, and it is less attractive than gasoline on a well-to-wheels efficiency basis (5, 6). Gasoline has many advantages over methanol, but conversion to H2 requires temperatures in excess of 650 °C and produces greater amounts of CO, methane (CH4), and possibly coke. Without catalyst, the conversion temperature is 1,000 °C or higher. High temperatures require special materials of construction and significant preheating. Petroleum-derived fuels contain more sulfur and trace amounts of metal that could be harmful to the fuel cell. Natural gas is not 8-6PDF Image | Fuel Cell Handbook (Seventh Edition)
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