Plug-in electric cars like Tesla might be getting all the attention when it comes to green transportation choices, but don’t rule out hydrogen fuel cell powered vehicles.

That’s Daryl Wilson’s message, arguing hydrogen technology could soon take off, as the move to fight climate change intensifies and alternative options are sought.

“All technologies go through a cycle where there is a hype period, but it takes a while to deliver on the promise,” he said.

“There is a lot of work to do in reducing the cost, bringing full technical feasibility and commercializing the product.”

But Wilson, who is chief executive officer of Hydrogenics Inc., a Mississauga-based company that has been developing hydrogen fuel cell technology for decades, believes its time is now.

It acquired Stewart Energy in 2005, and its other Canadian competitor is Vancouver-based Ballard Power Systems. Other rivals are in Germany and United Kingdom.

Hydrogenics has a contract with French multinational Alstom to build zero-emission commuter trains for use in five German cities – which would be the first in the world.

The fuel cell uses a chemical reaction to convert hydrogen and oxygen into electricity. The byproduct of hydrogen fuel cells is water or steam.

“The compelling thing about a fuel cell is that it is zero emission other than water,” Wilson said. “We’re a company that stands to benefit a great deal from progress in de-carbonizing our economy, our energy systems and our transport systems.”

Wilson points out societies have moved from burning wood to coal to oil to natural gas, noting less and less carbon is used, with the last stop being hydrogen, where there is no carbon emission.

Cars powered by hydrogen fuel cells are slow to take off, but they are being built – including a Hyundai Tucson SUV driven by Joe Cargnelli, a co-founder of Hydrogenics and chief technology officer. Its only emission is a water vapour.

Automakers in Canada are working on fuel cell vehicles for production here, and in California, they are being leased at about $500 (U.S.) a month, including fuel.

But range quickly becomes an issue due to limited fuelling stations in Ontario. Cargnelli, who has had the SUV since May, is lucky that he can fuel up at the office.

Hydrogenics, which has facilities in Belgium and Germany, has built about 50 stations to date, including 13 in California, and is now looking at bigger ones that could fuel bus and train fleets in Europe and China.

It has proposed 100 hydrogen fuelling stations in Canada, through a federal program, in urban centres as well as corridors such as along Highway 401.

Other jurisdictions like California have led the way, with the state setting a goal of 1.5 million zero-emissions cars on the road by 2025. Fuelling stations would not be practical at your home, but retail stations are already dotted across the states – from near Reno at the Nevada border down to San Diego.

Unlike battery recharging stations, hydrogen cell vehicles can fuel up quickly. A nozzle clamps on to a car, passing high-pressure gas into a high-pressure gas tank. What drives the wheels is an electric motor, not unlike a battery-powered vehicle.

“It’s there for less than three minutes, and you can go on your way, and drive 500 kilometres,” Wilson said, adding that means having 100 stations across California is enough to serve that geography.

He added that the price of hydrogen fuel is about the same as premium unleaded gasoline, travelling about the same distance. Hydrogenics uses electrolysis to create hydrogen fuel – where electric current is put through water, splitting the hydrogen and oxygen.

To run the SUV, it needs about 11 litres of water to produce enough hydrogen fuel to fill the tank. In every litre of water, there are 11,000 litres of hydrogen.

Hydrogenics is using a standard platform for its fuel cells that can be used in different vehicles – whether it’s a small plane or train. Built in modules of 35 kilowatts at a time, the train would use eight, the plane two and a bus has one or two modules.

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In September, a four-seater plane using hydrogen fuel cells took off for an experimental flight over Stuttgart airport in Germany.

While large commercial aircraft are unlikely to use fuel cell technology, researchers are studying its potential for use in small aircraft, especially as countries move to reduce carbon emissions.

But Wilson sees most promise for hydrogen fuel cells on trains. It has a deal with Alstom to provide up to 200 units for commuter rail in Germany, which has about half of its tracks electrified, and half using diesel trains.

“The German government wants to move about from diesel emissions,” he said. “The choice is either to put a big extension cord in the sky and connect the train to the extension cord, or do it with fuel cells.”

Wilson argues the infrastructure cost differences makes hydrogen fuel cell technology attractive, given overhead electric wire systems can cost $1 million to $5 million per kilometre to install.

He conceded there is an extra cost to building the train for the fuel cells, but said prices have now come down so that it can now compete with diesel and old electrified systems.

However, hydrogen fuelling stations are needed – to generate the hydrogen to power the trains – but depending on how power is produced, some are greener than other.

Commuter trains are considered an ideal target – because it gets people out of their cars to get to the work on a daily basis.

The Alstom deal calls for a three-car Coradia iLint train – with no locomotive – carrying about 200 passengers. The fuel cells would be on the roof of the front and back trains.

Wilson added hydrogen fuel cells are already being used in trucks and buses – and now with trains expected to be running later next year in Europe.

“It is exciting that a number of applications are all moving in various parts of the world,” he said, adding transport of goods and mobility of individuals will naturally lead the way, as a way to fight climate change.

He noted that the company has enjoyed more success overseas – but with a new federal government focus on fighting climate change, such trains might come to Canada some day.

“Europe has been very progressive on the climate change agenda for more than five years,” Wilson said. “I see that kind of public engagement and commitment moving up very quickly in Canada.

“And that supports action by government, and expenditures to solve the problem,” he said. “We’d like to see those expenditures supporting Canadian technology.”

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