One of the first applications for fuel cells based on their advantageous properties was in the US space program. Three alkaline fuel cell modules supplied 12 kW electric power each during the Apollo missions in the 1960's. In 1970, Professor Karl Kordesch of the University of Graz, Austria, developed the first officially approved fuel cell powered car. It was a hybrid car with a 6 kW alkaline fuel cell, lead-acid batteries and a 20 kW DC electric engine. Since then, the field of mobile applications has increased to include almost all kinds of motorised transportation, by sea and air as well as land. Examples of ongoing projects are the application of fuel cells in submarines, ferries, aircrafts and mopeds. Fuel cells are not seen to be suited in all cases as the main power supplier. They are also considered interesting as an auxiliary electric power supply in combination with combustion engines. Without doubt, the automobile industry is the most active fuel cell actor, investing billions of dollars each year in research and development. 

Almost all vehicle manufacturing companies are involved in fuel cell research. During the last few decades, more environmentally friendly alternatives to the internal combustion (IC) engine has been sought. Strong governmental regulations, especially in California, USA, have undoubtedly accelerated the introduction of fuel cells into cars and buses. Compared to IC engines, fuel cells have practically no polluting exhaust like NO_x and sulphides. The amount of carbon dioxide depends on the chosen fuel. Since the overall efficiency is higher for a fuel cell system, this is always less than in a combustion engine. Fast response times (acceleration) and start-up times are among the most important requirements for automobiles. High-temperature fuel cells, like MCFC and SOFC, are not well suited as their systems are more complicated and have a considerably longer start-up time than the PEMFC and DMFC. A problem which has required much effort to solve is operation below zero degrees. Since the polymer membrane contains large amounts of water, precautions have to be taken to prevent the stack from freezing.

The inside of the Necar 4 from DaimlerChrysler is shown in the centre picture above. It can be seen that the fuel cell stack itself is only a small part of the overall system. An air compressor, pumps, gas humidifier and a control unit with a DC-DC converter are needed to assure stable and safe operation. The small amount of available space in vehicles sets tough limits for the implementation of complete systems. Several parts have to be specially developed to fit into today's car design. In the case of a PEMFC system the storage of hydrogen is still a problem. None of the pressurised gas, liquefied gas or metal hydride options have proven their suitability. Another approach is to store liquid methanol and use a reformer or a direct methanol fuel cell, which has a lower power density. 

It is generally acknowledged that the feasibility and durability of fuel cells in automobiles has been proven. The major focus now is on cost reduction. Here, the amount of precious metals and the polymer membrane are the dominating factors. DaimlerChrysler, GM, VW, Volvo, Ford, Toyota, Honda and others have joined forces with the Canadian fuel cell company Ballard in the development of fuel cell cars. GM have announced the introduction of their fuel cell cars in 2010. The next five years will show who will win the commercialisation race. 

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