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On the opening day of the Electric Drive Transportation
Association Conference & Exposition 2005,
I could have ridden on one of Vancouver’s
electric trolley buses to reach the waterfront
conference center but went in by car on the first
day, only correcting this on the second and third
days.
Pierre Elliot Trudeau once said that Canada’s
relationship with the United States is like being
“a mouse in bed with an elephant…no
matter how friendly…one is affected by every
twitch and grunt.”1
Now and then the elephant will see the mouse and
smile, as in the case of the extraordinary rescue
by Canada of six U.S. citizens from Iran in 1980
when Congress struck a gold medal in Ambassador
Ken Taylor’s honor.2
EDTA is the Electric Vehicle Association of the
Americas reborn. This organization was as a sister
to the European and Asian organizations that together
make up the World Electric Vehicle Organization.
The EDTA conference is a world class meeting,
and a place to show new developments in anticipation
of the 2010 Winter Olympics that are coming to
Vancouver and Whistler.
Associated with this year’s conference was
a seminar, “Electric Mobility in Canada,”
that encompassed rail and road transportation
and was co-hosted by Al Cormier of The
Centre for Sustainable Transportation (www.cstctd.org)
and Pierre Lavallée of CEVEQ (www.ceveq.qc.ca).
The objective was to consider forming a consortium
of Canadian interests involved in electric mobility.
We began with presentations by Cameron Marr
of Bombardier Transportation (Cameron.marr@ca.transport.bombardier.com)
on electric rail systems such as the SkyTrain
used in Vancouver and Singapore; Dawn Soulis
of Toyota Canada (dsoulis@toyota.ca) spoke about
the rapid progress of Toyota’s hybrids; and
Aaron Lamb of BC Transit (aaron_lamb@bctransit.com)
described the six New Flyer fuel cell hybrid buses
in operation and a plan to place 20 more of them
into service in Whistler.
Richard Gilbert (richardgilbert1@csi.com)
then re- minded us that five of Canada’s
leading cities made efficient use of electricity
with either trolley buses or guided ground transport
and then showed the relative merits of hydrogen,
hybrids and tethered electric and plug in electric
vehicles. Gilbert’s numbers showed that grid-connected
electric transportation used a third of the primary
energy that a hydrogen fuel cell would use and
also held out hope for future plug-in hybrids
which could potentially use electricity more efficiently
than the hydrogen route through a fuel cell.
The Whistler fuel cell project deserves some detail.
It is important to bear in mind the long lead
time in both ordering and building big transit
buses. To order a hybrid fuel cell bus you need
to place your order at least three years before
you want it. Indeed, New Flyer in Winnipeg already
has a four-year backlog for ordinary hybrid buses.
The geography of Whistler is totally unsuitable
for grid-connected vehicles, and plug-in hybrids
are not ready. The proven feasible choices are
regular diesel, natural gas and hybrid. BC Transit
has made a bold decision to see if it is feasible
to deploy fuel cell hybrid vehicles.
The cost of the Whistler project would total $89
million including funds to operate for four years,
there are budget check points, but BC Transit
hopes to be able to award contracts by June. The
buses are tightly specified and are required to
seat 39 and with standees to carry 60; have a
partial or complete low floor; have a range of
500km; be fuel cell hybrids; have 5000psi storage
and operate at -20°C, etc. It is hoped to
have the first bus in operation in 2008 and then
have the fleet begin service in 2009 to be ready
for the 2010 Winter Olympics. The plan is to issue
the request for proposals by March 31st and to
place a contract by June if the specifications
can be met.
At noon the exposition had opened downstairs and
the “ride and drive’ had begun. Vehicles
that were there included the Honda and Ford fuel
cell vehicles, various light vehicle hybrid products,
a Purolator hybrid delivery truck and a New Flyer
hybrid bus.
There were a remarkable number of Toyota Prius
taxis visible from the hotel doors. When hybrids
first arrived in BC in 2000 we were delighted
to find that the provincial government gave an
immediate provincial sales tax rebate and their
insurance company, ICBC, gave a second one. According
to BC’s Minister of the Environment Barry
Penner, whom we shall meet later at the close
of the conference, one taxi driver in the provincial
capital, Victoria, took the risk of trying a Prius
as a taxi and then bragged about it. Today virtually
all the taxis in Victoria are hybrids. Canada’s
highest mileage Prius, a 2001 model, has reached
over 400,000km.
At the “Electric Mobility in Canada”
lunch the president of EDTA, Bryan Wynne
(bwynne@elect ricdrive.org), spoke and drew us
all together.
Diving deeply into the exposition in quest of
fuel cell stories, I found one immediately. You
may be aware that one can buy a quiet submarine
with a “fuel cell range extender” from
Germany or Italy (http://cns.miis.edu/research/sub-marines/italy/export.htm).
Danny Epp (depp@itiselectric.com) worked
on the discontinued Ballard submarine project
and today was standing with two Dynasty low-speed
vehicles. He is now the general manager of Dynasty’s
Hybrid Division and is putting together a project
to extend the range of the Dynasty vehicle with
a small fuel cell. He is presently analyzing the
Nexa® power module from Ballard for this application.
If funding is attained, the first deployment of
this technology would likely be on the UBC campus
where a couple of Dynasty electric vehicles already
operate. If Epp could do this for an underwater
application then, we will see reliable progress
close to an already existing hydrogen fueling
station: part of the Hydrogen Highway™ in
BC.
At the Ballard stand, Emerson Gallagher
(emerson. gallagher@ballard.com) showed me the
scale of a vehicle fuel cell stack. The Nexa®
that Danny Epp may use is smaller, but as you
will find at the end of the article, that Cellex
has identified a market which will mean it will
be available in significant volumes in the next
two years.
Opposite the Ballard stand I met Mike McAuley
of UQM (mmcauley@uqm.com), which is supplying
Ballard with efficient brushless DC motors for
their air compressors. McAuley spoke of the growth
in orders for their smaller motors. The conversation
reminded me that a key need of all electric drive
vehicles is the need to efficiently power ancillaries
related to steering brakes, air conditioning and
power steering.
Right next door I met Ashley Ainsworth
of Electrovaya (aainsworth@electrovaya.com) which
is under contract to NASA to supply a Li-ion battery
for the international space station. They also
have an agreement with Microsoft to develop a
battery capable of powering a laptop from 8 to
16 hours. The company is one of those who were
announced at the conference as players in the
Hybrid Consortium (www.hybridconsortium.org.)
which consists of component suppliers who are
pursuing the quest for “plug-in hybrids”
i.e., hybrids which can also accept wall electricity
in the way that most developmental hybrids did
until Toyota broke away from the herd with the
Prius. Hybrids today stay away from damaging deep-discharge
cycles as they had to get to market with a reasonable
cost. Li-ion promises to better able undergo deep
discharge without damage.
Another member of the Hybrid Consortium was present
in Ken Fielding, the CEO of Delta-Q (kfielding@delta-q.com),
which specializes in battery charging. Delta-Q
hopes for a piece of the action in the plug-in
hybrid world.
Bypassing the Toyota and Lexus stands I reached
the eP-ICEBEAR which does the same job as a Zamboni®,
and is billed as the “world’s first
fuel cell powered ice refinisher”. This machine
(pictured on January’s cover) is a fuel cell
hybrid from Resurfice Corp. (www.Resurfice.com),
represented by Rick Schlupp. The fuel cell
is a 2-5 kW unit from Nuvera claiming an efficiency
of 52% DC efficiency at the beginning of life
and usefully designed to operate at -20°C.
Nuvera was represented by Gus Block, (block.g@nuvera.com).
Bruce Wood of ePower Synergies Inc. (BEWood@ePowerSynergies.com),
who did the electrical integration, rode in the
seat. Dynetek of Calgary provided the hydrogen
tanks for this vehicle as they do for many of
the hydrogen and natural gas vehicles around the
world.
Is there a market and is this an application for
a fuel cell? There is certainly a demand for cleaner
machines. The Winter Olympics in 2006 in Turin
will use a pure electric Zamboni as did the Winter
Olympics in Squaw Valley, California, in 1960,
the first Olympics to use Frank Zamboni’s
electric machine3.
Indoor air quality concerns mean there is a move
away from natural gas machines here in BC. Indeed,
earlier this month5
the Delta council approved spending $190,000 on
the first of six new battery-powered machines
that are planned before 2012.
Here we have an interesting case to study. There
has been a reliable clean electric ice resurfacer
since Zamboni introduced one and they are sweeping
to success2.
Rinks in this province are switching to them.
If we go back to the numbers Richard Gilbert gave
us in the “Electric Mobility” seminar,
we may double the use of electricity if we use
a fuel cell. This change is inevitably not good
for climate change emissions.
This application would make sense if the hydrogen
refueling system and fuel cell allowed a reduction
in overall cost of the operation. We will put
this discussion “on ice” until we hear
the presentations on fuel cell commercialization
right at the end of the meeting!
Johnson Controls and Saft have announced a joint
venture to work together on batteries for hybrid
vehicles. I found only NiMH literature at the
stand.
Right next door Cobasys (www.cobasys.com)
was displaying an open liquid cooled NiMHax(R)
336-70 battery that has seen service on 14,001lb
GVW hybrid trucks. And this battery was right
beside its next application, the chassis of a
series hybrid shuttle bus shown by Azure Dynamics
and manned by Mark Federle (mfederle@ azuredynamics.com).
On the second day I arrived in time to hear news
of the buzz of the opening session where, in a
question to John Tak of Fuel Cells Canada
(jtak@fuelcellscanada.ca), Ed Innes of
Manitoba Hydro (jeinnes@hydro.mb.ca) suggested
that it was more efficient to put electricity
straight into a car than to pass through hydrogen
on the way.
I started in a session on military needs but had
the luck to move to a session where I hoped to
find some of the plug-in buzz in a presentation
by Toyota’s Mary Nickerson who talked
primarily on market perception of the hybrid.
Nickerson joined Dawn Soulis, who had spoken
for Toyota the day before, in showing that hybridization
could apply to all fuels.
Then the buzz happened again! At the end of this
Toyota presentation a questioner gave his name
as Ed Schreyer, Canada’s former Governor
General. Schreyer has been an electric vehicle
champion since he was the Premier of Manitoba.
I’ve only seen him once before and that,
strangely, was in December 1983 at an electric
vehicle and battery conference in Ottawa. He asked
why it was that Toyota wants to stop its development
halfway up the hill and not go on to plug-in hybrids.
Mary Nickerson replied that Toyota is focused
on well-to-wheel energy use and is studying plug-in
hybrids.
Stephen Brydon (Stephen.Brydon@gov.bc.ca)
was speaking for the BC government in another
session and I wondered if he would also give more
information on the Whistler fuel cell bus plan
that Aaron Lamb had described. Brydon reminded
the audience that while transportation emissions
made up 25% of total GHG in Canada, in British
Columbia the number was 40%. This leads to a strong
focus on transportation. For example, the BC government
has more hybrids than any other provincial government.
BC also has the largest hybrid incentives in place
in Canada (www.rev.gov.bc.ca/ctb/publications/bulletins/sst_085.pdf).
BC Transit had begun to evaluate hybrid buses
and was the first bus property in Canada to have
them in operation with six buses for Kelowna.
These are New Flyer Buses with the GM Hybrid System.
There were five Ford hybrid fuel cell vehicles
in operation already in BC (www.vfcvp.gc.ca).
Brydon also briefly touched on the BC Transit
offer to purchase 20 fuel cell buses for revenue
service in Whistler from 2009 onwards. This was
in the context of an overall plan described at
www.hydrogeneconomy.gc.ca.
I caught the end of a presentation by John
Neufeld of Transport Canada (NEUFELJ@tc.gc.ca)
as he was showing a film of the crash testing
of low-speed vehicles into a solid wall at 50km/hr.
The film and the accelerations recorded on the
dummies in the vehicles vividly showed that further
work was needed, and the implication was that
these vehicles should be separated from other
traffic, as indeed they are in gated communities.
At lunch I met Roger Ludwick, R&D planning
officer at Manitoba Hydro, (rlludwick@hydro.mb.ca)
who gave me some of the background on the interest
they have in plug-in hybrids. His budget is supporting
a project to demonstrate a Prius hybrid with an
extra battery. Ludwick confirmed there was stronger
interest in Manitoba for the direct use of electricity
for vehicles than hydrogen. Manitoba Hydro is
one of the first Canadian utilities to introduce
a plug-in hybrid vehicle into its fleet. The vehicle
is a Toyota Prius which is being modified to allow
a plug-in capability for a 30-mile electric range.
The project is to research the operational impacts
that a PHEV would impose on the Manitoba Hydro
electric system and to evaluate the vehicle operation
in Manitoba’s harsh weather conditions. A
lithium-ion battery pack will be installed in
the Prius after removing the original battery
system. Appropriate elect- ronics also will be
installed in the car to manage the electric driving
mode and kick-in of the gasoline mode. Conversion
to PHEV will be completed early in 2006.
In the afternoon I attended a session entitled
“Hybrid Technology Advances: Components’
Suppliers’ Perspective” by Menahem
Anderman (menahem@advanceautobat.com). He
gave an overview of progress and interestingly
differentiated between micro hybrids and medium
hybrids by saying the former needed less than
5 seconds of charge and the latter needed more
than 10 seconds, thereby necessitating a battery.
Gitanjali Dasgupta (gdasgupta@electrovaya.com)
then added to my knowledge of the work at Electrovaya
with slides supplemented by interactive markings
aided by the laptop using a Scribbler® Battery
described at www.electrovaya.com.
Marc Wiseman described the global perspective
of Ricardo (www.ricardo.com)
and, as we have come to expect, stressed the continuing
low-cost improvements in the efficiency of engines
and, in the context of hybrid electric systems,
asked how one gets to less than 100 parts per
million failures.
V. Evan House of AltairNano (ehouse@altairnano.com)
described a team of people who were formerly part
of GM/Delphi. They are operating in Reno, Nevada
and Anderson, Indiana. As well as their understanding
of pack development, they are doing ground work
on new chemistries. One example is a lithium titanate
spinel that is safe up to 350°C. It can be
recharged in less than 10 minutes and will have
a longer battery life. Besides being inherently
safe it is a green design and added promise to
the Li-ion thrust of the conference.
Before the evening reception there was a panel
of speakers who were organized by Bob Stempel,
the chairman of ECD and former CEO of GM. In this
session there was a flurry of interest in the
Toyota presentation by Trent Boman of Toyota
(trent_boman@toyota.com) who, in the question
period, backed up his slides to one on the relative
emissions of tonnes of carbon dioxide over 150,000
km ( the lifetime of the vehicle). It showed that
a hybrid emitted 29.7 tonnes and hydrogen from
natural gas produced 35.6 tonnes. If the hydrogen
were produced with the U.S. power mix, then 93.7
tonnes of carbon dioxide would result.
Elizabeth Munger of Honda (emunger@ earthlink.net)
went the other way and presented hydrogen as the
ultimate goal. This may well have triggered Gordon
Dower of The Ridek Corp. (dower@whidbey.com)
to cite Joseph J. Jerome’s “The
Hype about Hydrogen” that claims electric
vehicles are more efficient than hydrogen vehicles.
The meeting adjourned to the reception. I did
have a brief chat with Paul Scott of ISE
Corp. (pscott@isecorp.com) on his view of the
debates on hydrogen and hybrids. Scott has put
together a number of hydrogen vehicles and is
fairly positive about the reliability of hydrogen
buses from the work he has done in California.
On the third morning I was mostly in meetings
in the solutions for heavy-duty vehicles.
Mitch Jackson of FedEx spoke of leading
beneficial climate change impact from hybridization
of medium-duty trucks where all fleets in the
U.S. total 772,000 vehicles between 14,001 and
19,500lbs GVW. While long-term technology goals
are needed, there are near-term solutions at hand.
It is fuel economy that is first in his mind.
FedEx has, of course, just received the prestigious
BlueSky Award for its work in introducing commercial
delivery vehicle hybrids (www.fedex.com/us/about/news/pressreleases/bluesky.html?link=4)
.
The next speaker was Bobby Maher of Maxwell
who addressed the use of ultracapacitors with
fuel cells for fork trucks, mentioning their work
with both General Hydrogen and Hydrogenics in
this respect. They could deliver 40kW using a
fuel cell of only 14kW peak power.
Then David Deacon (ddeacon@azuredynamics.com)
showed the commonality of components between combustion
and fuel cell hybrids and plug-in hybrids and
stressed that the commercial hybrid vehicle market
was capable of reducing costs for all future options.
Within three years in the courier delivery market
paybacks of between 2.2 years and 3.5 years were
within sight. But the key was for government to
help the early adopters such as FedEx and Purolator
who had taken the lead.
Serge Viola of Purolator (sviola@purolator.com)
concluded the session. In Canada, Purolator has
the largest share of the courier market. He had
analyzed his fleet and found that there were about
3000 trucks with 14,001lb GVW that were suitable
for hybridization. Currently he was operating
hybrid trucks in the center of Toronto and had
ordered 115 further vehicles from Azure. Some
would be deployed in Toronto but other centers
such as Montreal, Ottawa and Vancouver would also
have trucks.Viola spoke then of his hydrogen fuel
cell project with a Hydrogenics fuel cell. The
next generation would be with a fuel cell, a battery,
and possibly also ultracapacitors. He was also
looking at a hydraulic hybrid.
At the break I spoke to Maja Veljkovic
(Maja.Veljkovic@nrc-cnrc.gc.ca) director general,
National Research Council of Canada’s Institute
for Fuel Cell Innovation who support not only
fuel cell activities (including, of course, SOFC
as well as PEM) across Canada but related technologies.
Recently the NRC environmental chamber we spoke
of in an earlier issue has been testing hybrid
trucks between -400C and +400C.
Velijkovic headed in to speak on her hydrogen
fueling station in the “Fueling and Infrastructure
“ meeting. I went into “Accelerating
Commercial Fleet Adoption” and heard Dennis
Rogoza (DRogoza@FleetChallenge.ca) and Windell
Mitchell (windell.mitchell@metrokc.gov) of
the King County Department of Transportation discuss
the key issues that face fleets looking to make
changes.
Rogoza spoke of the need to ensure that vehicles
met the performance specifications of the user.
Cost, of course, is a major factor. Mitchell outlined
a list of strategies for successfully expanding
the hybrid electric vehicle market. He also presented
a list of decision-making criteria for evaluating
the purchase of hybrid electric vehicles. In 2003
King County was selected to be the lead public
agency in the U.S. to solicit a national contract
that all local governments could use to purchase
hybrid electric vehicles. The goal was to purchase
30,000 hybrid vehicles over a three-year period.
Honda’s Elizabeth Munger kindly hosted
all at an excellent lunch. Afterwards I bumped
into a smiling Andy Frank, director, Future
Automotive Technology at UCDavis (aafrank@ucdavis.edu).
Frank is the famed champion of “plug-in hybrids“which
we have heard Toyota say at this meeting they
are exploring and in which Manitoba Hydro is showing
great enthusiasm.
The final technical session I attended was on
“Commercialization: Progress and Challenges”
where all the presentations were fuel cell related.
Stephen Kukucha showed there was now good
durability, low temperature start capability and
falling costs. There are now 39 Ballard-powered
buses in revenue service with over 90% availability
with some fuel cells having operated for 3000
or more hours.
Ron Harmer, vice president, technical services
of BC Transit covered the ground of the Whistler
bus program that we had heard from Aaron Lamb.
It’s good to hear things twice! As I listened
to Harmer I realized that the specification of
500km per day we saw earlier would be a real challenge
for a Li-ion electric bus, even a plug-in version
to match ZEV capability.
Perhaps a plug-in hybrid might suffice? Let’s
quickly examine whether this makes sense. The
target in this field is to be able to match the
curb weight of an equivalent natural gas bus and
with the same number of passengers New Flyer sells
one with CW: 27,300lb. (12,380kg) and GVWR: 38,670lb.
(17,540kg).
If, say, the bus is half loaded with passengers
to 15,000 kg, then, at 0.2 Wh/kg.km5, the lower
boundary of a number of electric vehicles explored
by Elton Cairns in the past, we would need
300kWh of battery for every 100km range. Even
at the 20Wh/kg targeted by Electrovaya the battery
would weigh in at a challenging 1,500kg. Clearly,
deep-cycled plug-in hybrids would not be a shoo-in
for this duty cycle. The competition here then
is with natural gas and hybrid buses with small
batteries. That latter can provide short ZEV capability
and silence where needed.
Whistler’s renewable energy will give a better
GHG result than we heard from Trent Boman
of Toyota. Potentially then the FCHEV bus project
for Whistler stands up to sustainability scrutiny.
Ron Harmer identified that a Request for
Interest for the buses would be posted the following
week at www.bcbid.gov.bc.ca/open.dll/welcome.
Julie Doherty, manager of government relations
at Methanex (jdoherty@methanex.com) described
the progress with the direct methanol fuel cell
(DMFC) and particularly spoke of its use for laptops
which allows one to operate for 10-12 hours on
a cartridge. The product was now passing through
the approval process for use on planes. Doherty
was followed by Michael Tosca of United
Technology Corp. One unique challenge UTC has
is to make the fuel cell revenues they have visible
inside a $37 billion corporation and Tosca was
optimistic.
Kevin Harris of Hydrogenics (kharris@hydro
genics.com) said that for the last three years
costs had fallen by 50% per year and the complexity
of systems is being reduced. Durability is rising
to thousands of hours and for stationary applications
tens of thousands were being achieved. Useful
incentives were appearing in the U.S. and $1000/kW
was now available. He identified they are selling
products to and support military and pre-commercial
markets with new emphasis and clear priority on
three target commercial markets – datacentre
backup, telecom backup, and material handling.
There is continued development on a single common
PEMFC technology platform now supplemented with
separate product development teams dedicated to
each market.
The final presentation was a last-minute entry
in the Thursday afternoon session. Adrian Corless
of Cellex (Acorless@cellexpower.com) said one
warehouse running on hydrogen fork trucks could
use up to 500kg of hydrogen per day. There are
6000 centres that have this kind of volume. Beta
sales are 2006, volume sales are 2008. The fork
trucks would use Ballard Nexa® fuel cell stacks.
The fork truck fuel cell business case works because
the vehicles are preferred in continuous use and
sit idle for battery charging. Reduced capital
costs pay for the switch to fuel cells and this
market tolerates much higher fuel cell prices
than would the light vehicle market. The ice-cleaning
machine is less of a good example; it field tests
Nuvera cell stacks, but ice cleaning machines
are not in continuous operation and normally rest
for longer than they are used. But there are exceptions
in multi-rink facilities as necessarily happens
at the Olympics.
Hydrogenics and General Hydrogen (www.generalhydrogen.com)
are tackling the fork truck market also, and it’s
becoming clear that these companies have the potential
to roar along with Cellex.
The technical sessions were over. The final session
was to be the closing ceremony and for that Brian
Wynne needed BC Minister of the Environment
Barry Penner to arrive. Unfortunately,
the Minister had started a long day at the COP11
Climate Change Conference in Montreal and arrived
a little later than expected. Wynne joined the
CEO of Azure Dynamics, D. Campbell Deacon
(cdeacon @azuredynamics.com), to welcome Penner
at the first hybrid electric shuttle bus to appear
in BC. Then the EDTA conference came to an orderly
close after Wynne presented the E-Visionary Award
to Environment Minister Penner to recognize British
Columbia’s leadership in alternative energy
technology.
Were there other companies that roared besides
the fork truck fuel cell suppliers? The small
plug-in hybrid roar from Manitoba fitted the admissions
from Toyota that hydrogen is not the best option
for GHG in the average world of the U.S. light
vehicle and that they are looking at plug-in hybrids.
This endorsed the new small Li-ion battery companies
here such as AltairNano and Electrovaya whose
products may contest the indoor applications for
fuel cells.
But there were larger company lions roaring! BC
Transit is pursuing a case in Whistler where fuel
cell buses are a viable option and Methanex is
making DMFC happen. Ballard has a solid position
in buses and is feeding cell stacks to both Cellex
and General Hydrogen. Hydrogenics parallels in
both buses and fork trucks.
Toyota, of course, was roaring. In our report
of EVS 20 in December 2003, when a Toyota speaker
was asked who made the Li-ion battery he was testing,
he had said, “We do.” With the potential
increase in cycle life, power and energy density
it is likely that Toyota will be well positioned
if plug-in hybrids are economically viable.
Readers will no doubt recall that the combined
global hydrogen by-product from the production
of chlorine and sodium chlorate works out to be
1,607,000 annual tonnes of hydrogen. The fork
truck market and perhaps the ice rinks can use
this GHG-free hydrogen. Do your own calculation
on whether there is enough left over for cars
to reverse the numbers presented by Toyota’s
Trent Boman.
As one would expect, the fuel cell and battery
business is made up of niches, and the fork truck
opportunity is a large niche! Indeed, Cellex gave
the number for this market as greater than $6
billion.
Once again good dialogue and discussion led to
progress and the conference was a successful conclusion
to 2005.
Footnotes
1. http://www.mapleleafweb.com/features/economy/us-canada/sleeping-elephant.html.
2. http://en.wikipedia
.org /wiki/Iran_hostage_crisis
3. http://www.zamboni.com/news/news.html
4. “In the world of Zambonis, natural gas
is out, battery power is in.” Vancouver
Sun December 10th
5. Cairns, E.J., Hietbrink, E. H., “Electrochemical
Power for Transportation”, Comprehensive
Treaty on Electrochemistry, Volume 3, edited,
Bockris, J. O’M, Conway, B.E., Yeager, E.,
White, E., Plenum, 1981
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