Hydrogen Power

Hydrogen powered Ford KA

While alternative fuels and electric automobiles are amongst the most anticipated next-evolution in the diversifying vehicle landscape over the next decade or two, let’s not forget that there is another option - the hydrogen-powered fuel cell.

In concept, a fuel cell is very much like a battery, except that it generates electricity electrochemically rather than just storing it. To do so, it must be replenished with fuel. In the case of automotive fuel cells, that fuel is hydrogen. Within the fuel cell it reacts with oxygen pumped through the system to create electricity and water. The electricity is used to power the vehicle and there are no other by-products except heat. No smog-forming emissions, no carbon dioxide or other greenhouse gases.

Fuel-cell electric vehicles (FCEVs) research has been ongoing for somewhat 20 years. Mercedes-Benz was the first to seriously pursue the potential. Working closely with Canadian fuel-cell pioneer, Ballard Power Systems of Burnaby, B.C., the company produced a series of prototypes through the 1990s.

Through the years, many of the engineering issues like low-temperature start-ups and operation and driving range between fill-ups have been substantially resolved. But cost remains the major factor deterring this technology from commercializing.

One of the main issues leading to high costs is the process of Hydrogen extraction so that it can be used as fuel. The ideal cheapest solution would be the electrolysis of water using electricity generated by renewable means, such as solar, geo-thermal, tidal, or wind power.

Until that happens, the production of hydrogen incurs ancillary costs that must be weighed against any reduction in petroleum use.

In addition, there are the challenges of transportation and storage.

Even when contained at very high pressures (70 kPa or 10,000 psi for gaseous H2) or very low temperatures (-253C for liquid H2), hydrogen tanks must be considerably larger than those for gasoline to contain an equivalent quantity of energy. And in either gaseous or liquid form it cannot be transported or transferred as easily as gasoline, which is liquid at ambient temperature and pressure.

Then we have to factor in the competitive automotive markets. Despite hundreds of prototypes produced every year, until production volumes reach the levels of mass production (hundreds of thousands), FCEVs are likely to remain significantly more expensive than today's automobiles.

Another marketability hurdle is the Hindenberg incident 70 years ago which many people still bear a strong memory of. As a result, the modern day stigmatizes Hydrogen as a highly unstable gas when in fact, Hydrogen is actually less dangerous than other fuels, including gasoline. Being lighter than air at ambient temperature, it quickly dissipates when leaked into the atmosphere, rather than pooling in a concentrated mass that can ignite.

Depending on how it is produced, hydrogen has much to offer as a vehicle fuel. But along with it, the many obstacles lead me to believe that the future still belongs to the hybrids.