Fuel Cell Electric

Fact Sheet - DRAFT

Overview SunLine Transit Agency

- electric provide a zero emission solution without range limitations or • SunLine Transit was the st vehicle performance compromises 1 transit agency in the world to completely - More than 300 FCEBs have been deployed around the world and operated millions of convert to a CNG fleet miles in revenue service • Five FCEB’s are in - There are currently 27 FCEBs operating in the United States with more than 30 operation at SunLine additional buses planned for deployment in the next two years Transit. • To date, these FCEBs - The majority of these buses are in operation in , led by the AC Transit and have traveled 762,000 SunLine Transit fleets miles - Transit agencies in the EU are currently operating 87 FCEBs with another 163 planned to be inducted in service in 2016-20181 Alameda-Contra Costa Transit District - China operates 20 FCEBs and confirmed orders are in place to introduce more than 500 FCEBs in next two years. • AC Transit operates the largest fleet of fuel cell - Two OEMs supplying fuel cell electric buses are Industries & electric buses in North ElDorado National America with 13 buses in - These FCEBs meet FTA’s Buy America requirements and are currently being tested service at the Altoona Bus Research and Testing Center in Pennsylvania • To date, these FCEBs have traveled more than - and Hydrogenics are the primary suppliers of fuel cell systems 1.6 million miles and for transit buses carried more than 4 - Most of the hydrogen fuel used in transit bus applications is delivered from large-scale million passengers central production facilities, or produced renewably on-site • The fleet is averaging about 36,000 miles per - Fuel cell technology developed for the transit bus market has started to diffuse into month other heavy-duty applications like light rail, drayage trucks, and parcel delivery trucks • The lead fuel cell has more than 22,500 hours - GREET1_2013, 2015 Operational Data nearly the half-life of the GHG reductions bus

Modeling of greenhouse gas Orange County Transportation emissions of various Authority 2 propulsion technologies • In May 2016, OCTA's shows that FCEBs running first zero-emission fuel on hydrogen from steam- cell bus was unveiled - the 6th ElDorado FCEB methane reforming produce delivered in California approximately 1,400 grams • This bus was of CO2e per mile of revenue manufactured in service on a well-to-wheel Riverside, California basis compared to greater • OCTA has joined a consortium to expand its than 3,000 grams of CO2e per mile for a standard diesel bus or greater than 2,500 grams of fleet with 10 New Flyer

1 European Fuel Cell Consortium “JIVE” has received quotes for a 12 m (40’) fuel cell bus at €650k (approx. $725k) in quantity of 100 2 CaFCP analysis using GREET model with support and verification by Argonne National Laboratory and CARB

Fuel Cell Bus Fact Sheet - DRAFT 1

CO2e per mile for a standard CNG bus. FCEBs that run on hydrogen derived from renewable FCEBs in 2018 wind and solar power or biogas will offer an even greater reduction in GHG emissions.

Air quality FCEBs have zero tailpipe emissions. Thus, they produce no criteria pollutant emissions in the communities that they serve (e.g., nitrogen oxides, volatile organic compounds and particulate matter).

The US EPA estimates that 40 FCEBs will reduce fine particulate matter (PM2.5) by 1.5 tons per year compared to model year 2004 diesel buses generating upwards to $2.5 million in annual health benefits when operated in Alameda County. For Riverside County these benefits will be significantly lower due to the use of CNG as the fuel of choice.3,4

Performance

Zero-emission FCEBs offer the same full vehicle performance (e.g. air conditioning, gradeability, highway speeds, and range) over all types of transit routes compared to conventional buses.

FCEBs running on hydrogen are on average about two times more efficient than buses powered by combustion engines. By converting more of the fuel energy into motive power, fuel cell buses offer the potential to reduce overall fuel costs.

Range

Current FCEBs provide a range of 240 -310 miles per fill allowing a one-to-one replacement for conventional diesel or CNG buses. FCEBs fall within the “low emissions and high range” zone identified in the table below.

Source: Urban buses: alternative powertrains for Europe report

3 US EPA Diesel Emissions Quantifier - https://www.epa.gov/cleandiesel/diesel-emissions-quantifier-deq 4 Monetary health benefit values are based on avoided incidences of the following health effects: premature mortality, bronchitis, respiratory symptoms, asthma exacerbation, nonfatal heart attacks, hospital admissions, emergency room visits, lost work days and restricted-activity days.

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Costs

Capital - the capital costs of fuel cell electric buses in California have been reduced by more than 60% over the last decade from $3.2 million in 2008 to $1.3 million in 2016.

Fuel - a kilogram of hydrogen contains the same energy content as a gallon of gasoline5. The fuel cell system however, converts that energy twice as efficiently as an internal combustion engine. The current cost for hydrogen fuel at the three transit fueling sites in California ranges from $5.00 -$8.00/kilogram depending on the station load, utility costs, etc. This translates into a cost of $0.71 -$1.14/mile. With a higher fuel throughput in the future, it is reasonable to expect an even lower fuel price.

Maintenance - costs for new FCEBs under warranty have proven to be roughly equivalent to conventional buses operational in California’s Coachella Valley and Bay Area. In the long term however, there is significant potential for operational cost savings related to preventive maintenance and part replacement, because fuel cell systems are solid-state devices, without the many moving parts of conventional engines, and the electric propulsion systems on the buses are far more durable and easier to maintain than conventional systems.

Scalability

Hydrogen is already produced on an industrial scale for use in the chemical and oil and gas industries. Like CNG, the cost and footprint for a large commercial station does not scale linearly, so moving from 40 to 400 FCEBs does not entail a 10x investment in the required hydrogen infrastructure, but mainly upgrades to the compression and storage equipment along with a commensurate increase in the number of dispensers. Hydrogen typically does not require vast upgrades to the electrical or gas utilities to scale up to a commercial level.

Disadvantaged Communities

FCEBs serve riders of necessity in disadvantaged communities throughout California. This interaction between Californians and clean transit technology is important in establishing a link between the State’s investments and a broad demographic of riders.

5 http://hydrogen.pnl.gov/hydrogen-data/energy-equivalency-fuels-lhv

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