Miniaturisation of the DMFC has been extremely rapid, from the 2.5kw lab plant ...
I ask these questions because it seems to me that a sensible use for bio-methanol would be as fuel for extremely low-mpg transport, such as 28cc engine-powered bicycles. Surely this would be a truly sustainable form of low cost transport and without the battery range limitations of electric bikes (speaking as a Heinzmann rider).”
Simon Rayson
Dorchester, Dorset
There has been no suggestion to my knowledge that recent changes in electric bicycle legislation will bring harmonisation with Europe where small internal combustion- powered bicycles are concerned, but legal matters of this kind are so labyrinthine that change of this kind is quite possible.
.. and a one watt mobile phone supply.
Speaking theoretically – as we must – methanol is, indeed, an excellent fuel. Not quite as ‘green’ as it might sound, because a considerable amount of fossil fuel is used in its harvesting and distillation from grain or plant waste, but a largely renewable fuel all the same. Current production amounts to some 30 million tons per annum – a tiny spec in motorcar terms, but enough, if we chose, to provide 300 million individuals with 4,000 miles per annum of renewable transportation indefinitely… assuming they could all be persuaded to ride internal combustion-assisted bicycles, of course!
An electric bike would require around 100 watts from today’s 20 watt package PHOTOS: Aalborg University, Denmark and Toshiba
A better option, eliminating the noise, smell and inconvenience of the engine would be the DMFC, or Direct Methanol Fuel Cell. Smart money is already pouring into DMFC research for low-power devices, and the first (rather bulky) lap-top power cell, with maximum output of 20 watts, is about to go on sale, with smaller, more powerful cells just around the corner.
Several problems exist – methanol is poisonous, and unlike hydrogen cells, the DMFC produces as much carbon dioxide as an internal combustion engine. However, there is a promise of greater efficiency, and of course the raw fuel could be produced sustainably, making the operation potentially carbon-neutral.
A DMFC cell would be lighter than any current battery, give silent power, unprecedented range and instant, relatively safe, liquid refuelling. Predictions are dangerous things, but I would be very surprised if the Japanese do not launch a DMFC fuel-cell bicycle on their domestic market within two years.
