What is your legacy at Ballard?
We had a tough few years of transition, as we embarked on some major restructuring. We've consolidated facilities; we've exited non-core businesses; we've reduced expenses by roughly $100 million a year. What I leave behind is a company that is leaner, stronger, more focused, and respected all around the world as the clear leader in fuel cell technology.

But why don't we have fuel cell-powered cars rolling off the assembly lines en masse?
It's a long process to get to commercial automotive fuel cells. When I was recruited, a lot of people thought we were right at the cusp, at the inflection point of the hockey stick. But when I got here, I realized that the industry was not going to develop that fast, that we were 10 years away from commercial production. So I had to redesign the company, to ensure our survival while we develop our technology.

Were you pushed out of the job?
It was a mutual decision. The company had to reduce expenses, including at the CEO level. My compensation was suitable when I was hired [Campbell received a combined salary and bonus of $1.1 million in 2004], but I made the company smaller. Having downsized the company it made sense to downsize the CEO.

What kind of CEO do you think should replace you?
The main challenge for the company now is executing a technology road map. So, what's important is not so much the CEO, but that we have a chief technology officer, Chris Guzy, whom I recruited from General Electric, and Charles Stone, who heads up research and development. These will be the key guys over the next five years.

Will the popularity of hybrid cars delay commercialization of the fuel cell?
No, I think it will help accelerate it. The architecture of the hybrid is the same as for the fuel cell. The only difference is that we take out the piston engine and put in the fuel cell. A lot of the core technologies needed to make fuel cells work are being developed today for hybrid applications. Also, it means the electrification of the automobile is becoming widely accepted. This is a fundamental transformation in the way cars are designed.

What role will Ballard have?
As the leader in this industry, Ballard is going to have a significant role. The ultimate strategy—how much is internal production and how much is licensing—may vary, but the Ballard technology will be the leading technology.

What could go wrong with this scenario?
Gas prices won't go down any time soon. It will be a sawtooth climb but, fundamentally, energy prices will continue to rise. I don't think much can go wrong.

Is getting costs down the key to making the technology widespread?
That is one of the big challenges, along with durability. The plastic membrane that makes up the heart of the fuel cell is a bit of a weak link. But there is a lot of learning going on in our team. To be honest, the only thing that could change the game is if someone invented a battery that had a range of 400 miles and could be recharged in five minutes. You wouldn't need a fuel cell. But people have been working on that for years, and while battery technology is improving, it's not going to happen.