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National Fuel Cell Bus Program: Accelerated Testing Report, AC Transit Appendices 

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Kevin Chandler*, Leslie Eudy,** 

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iv

Contents

Introduction to the Appendices ................................................................................................... v

Appendix A: NREL Transit Bus Evaluation Activities ............................................................. 1

Overall Evaluation Objectives .................................................................................................... 3

Appendix B: Transit Agency Descriptions ................................................................................. 5

AC Transit: Host Site Profile ..................................................................................................... 5

AC Transit Fuel Cell Bus Program ............................................................................................. 5

Golden Gate Transit Profile ........................................................................................................ 8

GGT Ride for the Environment .................................................................................................. 9

Appendix C: Evaluation Bus Technology Descriptions .......................................................... 11

Fuel Cell Bus Propulsion System Description .......................................................................... 12

Appendix D: Evaluation Infrastructure Description............................................................... 14

Oakland Energy Station ............................................................................................................ 14

Maintenance Facility Modifications ......................................................................................... 16

Appendix E: Fleet Summary Statistics ..................................................................................... 19

Appendix F: Fleet Summary Statistics—SI Units.................................................................... 25
v

Introduction to the Appendices

The National Renewable Energy Laboratory (NREL) has reported evaluation results for fuel cell 

buses since 2003.1 These reports include background on the transit agency, the buses, 

infrastructure, and overall experience operating fuel cell buses. Several reports are planned for 

each evaluation site. The first data report typically includes extensive background material plus 

an analysis of the first round of data. Update reports follow the initial publication, focusing on 

the newest data analysis and lessons learned since the previous report. The authors would like to 

provide more focus on the newer data without depriving new readers of the background and 

context on the transit agency and the technology. These appendices, referenced in the main 

report, are designed to provide the full background for the evaluation. They will be updated as 

new information is collected but will contain the original background material from the first 

report. Both parts can be downloaded separately. The report, National Fuel Cell Bus Program: 

Accelerated Testing Evaluation Report #2 is available at 

www.nrel.gov/hydrogen/proj_fc_bus_eval.html, along with all other NREL publications on 

hydrogen and fuel cell buses. 

 

1 Note that to save space, fuel cell bus has been abbreviated to FCB in the tables in these appendices.
1

Appendix A: NREL Transit Bus Evaluation Activities

Under funding from the U.S. Department of Energy (DOE) and in coordination with the Federal 

Transit Administration (FTA), the National Renewable Energy Laboratory (NREL) has been 

evaluating alternative fuel transit buses since the early 1990s. In 1996, DOE and NREL 

completed an evaluation of transit buses running on six different alternative fuels at eight transit 

agencies. As part of this alternative fuel transit bus evaluation, NREL and Battelle (NREL’s 

contractor for this effort) developed a customized data collection and evaluation protocol. This 

protocol has evolved over time but is still based on the original effort. 

NREL first began evaluating hydrogen-fueled transit buses in 2000 with SunLine Transit 

Agency. Since that time, NREL has published reports on fuel cell bus performance and fleet 

experience for several transit agencies in the United States. These evaluations were funded under 

the Technology Validation activity within DOE’s Fuel Cell Technologies Program,1

Although DOE has not funded the direct development of fuel cell buses, it has provided funding 

to NREL to conduct data collection, analysis, and reporting of existing fuel cell bus project 

evaluation results under its Technology Validation activity. Three hydrogen transit bus 

evaluations are currently active and six were completed in the last few years. 

 which is 

focused on addressing the technical challenges and accelerating the development and successful 

market introduction of fuel cells and related technologies. NREL supports DOE’s Technology 

Validation activity by evaluating fuel cell vehicles in parallel with hydrogen infrastructure to 

determine the current status of the technology and to assess the progress toward technology 

readiness.

In 2006, FTA initiated its newest development program, the National Fuel Cell Bus Program 

(NFCBP).2

The FTA is collaborating with DOE and NREL to ensure that data are collected on all fuel cell 

bus demonstrations under the program. FTA has tasked NREL with evaluating the fuel cell bus 

demonstrations for the NFCBP. NREL uses the standard data collection and analysis protocol 

established for DOE heavy-duty vehicle evaluations. In May 2008, NREL published Hydrogen 

and Fuel Cell Transit Bus Evaluations: Joint Evaluation Plan for the U.S. Department of Energy 

and the Federal Transit Administration, which outlines the methodology for these evaluations.

The NFCBP was established as part of the Safe, Accountable, Flexible, Efficient 

Transportation Equity Act: A Legacy for Users (SAFETEA-LU) transportation authorization. 

The NFCBP program designated $49 million in funding from 2006 through 2009 to help develop 

commercially viable fuel cell buses and technologies. The FTA competitively selected three 

nonprofit organizations—the Center for Transportation and the Environment (CTE), the 

Northeast Advanced Vehicle Consortium (NAVC), and CALSTART—to administer projects 

under the program. The FTA selected 14 separate projects in all, including 8 planned 

demonstration projects. 

3

 

1 DOE Fuel Cell Technologies Program Web site: 

Table A-1 provides an overview of all the fuel cell bus evaluation projects planned under both 

www1.eere.energy.gov/hydrogenandfuelcells/ 2 FTA Bus Research and Testing Web site: http://www.fta.dot.gov/assistance/technology/research_4578.html 3 Hydrogen and Fuel Cell Transit Bus Evaluations: Joint Evaluation Plan for the U.S. Department of Energy and 

the Federal Transit Administration. NREL/MP-560-42781. Golden, CO: NREL, May 2008. Available online at 

http://www.nrel.gov/hydrogen/pdfs/42781-1.pdf
2

DOE and FTA funding. This overview is the estimated timing for NREL’s data collection and 

evaluation and does not reflect the early design, development, and construction phase for the 

buses. The plans for upcoming evaluations are subject to change as each project progresses. The 

projects are separated by funding agency; however, for the NFCBP evaluation sites, any detailed 

data collection and analysis of the fuel cell system or infrastructure will be funded by DOE. 

Table A-2 provides more details and status for the evaluation sites funded solely by DOE. 

Additional details on the eight NFCBP demonstrations sites funded by FTA are listed in Table 

A-3. FTA is also considering additional funding for one or two sites beyond the NFCBP sites, 

but this funding has not been determined. 

Table A-1. Summary of NREL Hydrogen Bus Evaluations for DOE and FTA4

2009 2010 2011 2012

NREL Hydrogen Bus Evaluations for DOE and FTA

Site/Location State Eval. 

Funding DOE Technology Validation FTA National Fuel Cell Bus Program

AC Transit/SF Bay Area

SunLine/Thousand Palms

SunLine/Thousand Palms

CTTRANSIT/Hartford

City of Burbank/Burbank

CTTRANSIT/Hartford

USC, CMRTA/Columbia

UT/Austin

AC Transit/Oakland

SunLine/Thousand Palms

Logan Airport/Boston

Albany/NY

SFMTA/San Francisco

CA

CA

CA

CA

CT

CT

SC, 

TX

MA

NY

CA

CA

CA

New York

New England Southeast

Southern California

Demonstration sites color coded by geographic area: Northern California

1 2 3 4 1 2 3 4 1 2 3 4 1 2 3 4

CA ZEB Advanced Demo

FCB

FCB Demo

Accelerated Test

Burbank FCB

Advanced FCB Project

American FCB Demo

Nutmeg Hybrid FCB Demo

MA H2 FCB Demo

Light-wt FCB

FC APU Hybrid

Hybrid FCB

South

 

4 For a current version of the summary table, see http://www.nrel.gov/hydrogen/proj_fc_bus_eval.html. 
3

Table A-2. DOE/NREL Heavy Vehicle Fuel Cell/Hydrogen Evaluations

Fleet Vehicle/Technology Number Evaluation Status

City of Burbank, CA

Proterra battery-dominant, plug-in 

hybrid bus using two Hydrogenics fuel 

cells

1 Evaluation began in April 2010

Bay Area Transit Consortia led by 

AC Transit (Oakland, CA) Van Hool/UTC Power fuel cell hybrid 12 Evaluation to begin in 1st Quarter 2010

SunLine Transit Agency 

(Thousand Palms, CA)

Advanced FCB: New Flyer/ISE hybrid 

system/Ballard fuel cell 1 Evaluation began in May 2010

Completed Evaluations

Connecticut Transit (Hartford, 

CT)

Van Hool/UTC Power fuel cell hybrid 

transit bus integrated by ISE 

Corporation (ISE Corp.) 

1 

Complete; reported in Oct. 

2008, May 2009, and Jan. 

2010 

SunLine Transit Agency 

(Thousand Palms, CA)

Van Hool/UTC Power fuel cell hybrid 

transit bus integrated by ISE Corp. 1 

Extended testing with updated 

fuel cell system—complete; 

reported in Jan. and Aug. 2009

SunLine Transit Agency 

(Thousand Palms, CA)

New Flyer/ISE Corp. hydrogen internal 

combustion engine transit bus 1 Complete; results reported in 

Feb. 2007, Sept. 2007, and 

June 2008 Van Hool/UTC Power fuel cell hybrid 

transit bus integrated by ISE Corp. 1 

Alameda-Contra Costa Transit 

District (AC Transit; Oakland, CA)

Van Hool/UTC Power fuel cell hybrid 

transit bus integrated by ISE Corp. 3 

Complete; results reported in 

March 2007, Oct. 2007, and 

July 2008

Santa Clara VTAa (San Jose, CA) 

and San Mateo (San Carlos, CA) Gillig/Ballard fuel cell transit bus 3 Complete and reported in 2006

SunLine Transit Agency 

(Thousand Palms, CA)

ThunderPower hybrid fuel cell transit 

bus; ISE Corp./ UTC Power 1 Complete and reported in 2003

a

VTA = Valley Transportation Authority

Overall Evaluation Objectives

The objectives of the DOE and FTA evaluations are comprehensive, unbiased results of fuel cell 

and hydrogen bus development and performance compared with conventional baseline vehicles 

when available and appropriate. Baseline vehicles are typically diesel buses or occasionally 

compressed natural gas (CNG) buses. These evaluations also include information on the 

development and performance of hydrogen infrastructure and descriptions of the facility 

modifications required for safe operation of hydrogen-fueled vehicles. 

The DOE and FTA demonstration and evaluation programs have two major goals: 

• Supply credible data analysis results to the transit bus and fuel cell industries that go 

beyond “proof of concept” for fuel cell transit buses and infrastructure. 

• Produce results focused on performance and use, including progress over time and 

experience from integrating vehicle systems, operations, and facilities for the fuel cell 

transit buses and supporting infrastructure. 

DOE and FTA have both cited the lack of data and analysis results in real-world service as a 

challenge to moving the technology forward. These evaluations have proved useful for a variety 

of groups, including transit operators considering the technology for future procurements, 

manufacturers needing to understand the status of the technology for transit applications, and 

government agencies making policy decisions or determining future research needs.
4

Table A-3. Summary of FTA NFCBP Demonstration Projects

Project Description

Dual Variable Output Fuel Cell Hybrid 

Bus Validation and Testing 

(CTE)

Proterra will develop a battery-dominant, 35-ft plug-in hybrid 

fuel cell bus (Hydrogenics) that will be demonstrated in 

Columbia, SC, followed by Austin, TX

Nutmeg/Connecticut Fuel Cell Bus 

Program 

(NAVC)

UTC Power and NAVC are leading a team to develop and 

demonstrate advanced version hybrid 40-ft fuel cell buses; 

enhanced UTC Power 120-kW proton exchange membrane 

(PEM) fuel cell with upgraded seals, catalysts, bipolar plates, 

balance of plant 

Lightweight Fuel Cell Hybrid Bus 

(NAVC)

GE-led team to develop an advanced propulsion system 

integrated with a lightweight bus platform for field evaluation 

focused on advanced battery technologies for lower cost 

Massachusetts Hydrogen Fuel Cell 

Powered Bus Fleet

(NAVC)

Advanced bus development and in-service demonstration; 

integrate Nuvera 82-kW fuel cell with drive system from ISE 

Corp. and advanced energy storage; demonstration effort 

includes Nuvera’s PowerTap fueling infrastructure

NY Hydrogen Powered FCB Program 

(NAVC)

The project team led by the New York Power Authority will 

develop and demonstrate two 40-ft buses for operation in 

upstate New York for up to 2 years 

American Advanced Fuel Cell Bus 

Program 

(CALSTART)

A team led by SunLine will design and demonstrate a 40-ft 

fuel cell bus with design improvements that meets FTA “Buy 

America” requirements; revenue service evaluation in hot 

desert climate; ElDorado bus, BAE hybrid system, Ballard fuel 

cells 

Compound Fuel Cell Hybrid Bus for 

2010 

(CALSTART)

A team led by BAE will develop a 40-ft hybrid bus with fuel cell 

auxiliary power unit (Hydrogenics, 16-kW PEM) coupled with a 

diesel engine; demonstrate for 1 year at San Francisco MTA; 

BAE Systems drive, electrically driven accessories, advanced 

energy storage (lithium Ion)

AC Transit HyRoad: Commercialization 

of Fuel Cells for Public Transit 

(CALSTART)

Accelerated testing of existing fuel cell buses; team is Van 

Hool (bus chassis), ISE (hybrid drive system), and UTC Power 

(fuel cell system)
5

Appendix B: Transit Agency Descriptions

AC Transit: Host Site Profile

AC Transit6

Golden Gate Transit

provides public transit service in the East Bay of the San Francisco, California, area 

including Oakland, California. AC Transit was created in 1956, but public transit in Oakland 

dates as far back as 1869. The district is governed by a seven-member board of directors elected 

by East Bay voters. Five of these board members represent geographic wards; two are elected at 

large. The AC Transit service area of 364 square 

miles includes 13 cities and adjacent 

unincorporated areas in Alameda and Contra 

Costa counties. AC Transit operates 538 transit 

buses in peak service (682 active buses in the fleet 

including paratransit) on more than 105 fixed 

routes and also provides school bus service. In 

fiscal year 2006, annual ridership exceeded 67 

million. Since 2000, AC Transit has operated 

HyRoad, a fuel cell demonstration program the 

transit agency developed. With a goal of 

demonstrating the viability of an emissions-free 

transit system, the HyRoad Program includes 

operating fuel cell buses and passenger cars; onsite hydrogen production, fueling, and vehicle 

maintenance; and public education and safety 

training. 

7

AC Transit Fuel Cell Bus Program

(GGT) is a participant in the AC Transit fuel cell bus demonstration. GGT 

is part of the Golden Gate Bridge, Highway, and Transportation District (The District), which is 

headquartered in San Francisco, California, and serves the North Bay area. The District includes 

GGT as well as the operation of the Golden Gate Bridge and the Golden Gate Ferry. GGT, which 

operates from San Rafael, California, a central location in its operating area, started fixed-route 

service in 1972 based on transportation planning aimed at reducing traffic congestion on the 

Golden Gate Bridge. GGT’s current bus fleet totals 204 buses. During fiscal year 2008, the fleet 

operated more than 5.2 million miles. Figure B-1 shows the AC Transit and GGT operating 

areas.

AC Transit’s interest in fuel cell buses started in October 1999, following a successful 1-week 

demonstration of the Ballard P4 ZEbus on scheduled routes in the AC Transit service area. This 

demonstration preceded Ballard operating the bus for a 1-year test at SunLine in 2000. Soon 

after, the California Air Resources Board (CARB) established a new fleet rule in February 2000 

to significantly reduce emissions of existing and new transit buses in California. The rule set 

more stringent emissions standards for new urban bus engines and promoted advancement of the 

cleanest propulsion technologies—specifically, zero-emission buses (ZEBs). This ruling required 

transit agencies to choose a compliance path—alternative fuel or diesel. 

 

6

AC Transit Web site: www.actransit.org 7

Golden Gate Transit Web site: www.goldengate.org
6

The deadline for choosing one of these compliance paths was later in 2000. AC Transit and GGT 

chose the diesel path. AC Transit reported that it did not choose the alternative fuel path because 

of concerns about reliability and capital costs for operating on an alternative fuel such as CNG. 

Fleets choosing the diesel path were required to reduce their average emissions through methods 

such as purchasing the cleanest diesel engines and retrofitting existing diesel engines with 

emissions control devices such as diesel particulate filters (DPFs). All California transit agencies 

with 200 or more buses (including AC Transit and GGT) choosing the diesel path were required 

to demonstrate and eventually procure ZEBs at a rate of 15% of all new bus purchases starting in 

model year 2011.

Figure B-1. AC Transit and GGT operating area in California
7

AC Transit and GGT agreed in 2001 to partner in the staff training and operation of fuel cell 

buses to meet the CARB requirements. AC Transit attempted to purchase fuel cell buses in 2000 

and early 2001. The agency received only one bid, which was eventually withdrawn by the 

vendor. AC Transit set out in 2001 to learn all that it could about fuel cell buses, including 

operating the Ballard P4/ZEbus for 1 week for testing, joining the California Fuel Cell 

Partnership (CaFCP), and operating the ISE/UTC Power ThunderPower 30-ft fuel cell bus 

during part of 2003 and 2004. 

During 2001 and 2002, AC Transit was looking for a new bus design to purchase for its planned 

bus rapid transit (BRT) project. AC Transit’s next large purchase of diesel buses (approximately 

190 buses) was from Van Hool through its distributor in the United States, ABC Companies. 

These new buses featured three doors for quick loading and unloading for the Rapid BRT 

service, which started in June 2003 with the San Pablo Rapid service. 

At the end of 2001, AC Transit started discussions with ISE Corp. about developing a new fuel 

cell bus design. In April 2002, negotiations were started for a sole source contract with ISE and 

UTC Power with plans to use the same Van Hool bus chassis as was used for the diesel buses; 

however, this project stalled during most of 2002. After a major meeting of the project partners 

coinciding with an American Public Transportation Association (APTA) meeting in Las Vegas 

in September 2002, the project was re-energized. The contract for the new fuel cell buses was 

revised in April 2003, and the project was back on track. This order included three new Van 

Hool fuel cell buses for AC Transit and one new Van Hool fuel cell bus for SunLine. Rather than 

using a standard diesel chassis, as was originally planned, Van Hool designed and constructed an 

entirely new chassis (based on the existing A330 bus design) that could accommodate fuel cell 

and hybrid system components more effectively. 

This new contract had several changes, and the delays required that the CARB deadline for 

demonstrating fuel cell buses be postponed. The first fuel cell bus was delivered to AC Transit in 

October 2005, and the other two AC Transit buses arrived in December 2005. The on-site 

hydrogen fueling station from Chevron was commissioned on March 13, 2006, and the three fuel 

cell buses went into service on March 20, 2006. 

The HyRoad—Once the fuel cell buses were on order and being manufactured, AC Transit got 

to work putting together its hydrogen future and vision for its hydrogen fuel cell program. This 

comprehensive fuel cell program (HyRoad) aims to demonstrate the viability of an emissionsfree transit system and features:

• Three zero-emission hybrid-electric, hydrogen fuel cell buses 

• A fleet of fuel cell passenger vehicles (part of DOE’s Controlled Hydrogen Fleet and 

Infrastructure Demonstration and Validation Project)

• On-site hydrogen production and fueling 

• On-site fleet maintenance

• Ongoing, outside evaluation (this report and future reports) 

• Public education and safety training 
8

The partners for the fuel cell bus program at AC Transit include the following:

• Van Hool Bus—manufacturer of the bus bodies and chassis 

• UTC Power—maker of the fuel cell power systems

• ISE Corporation—integrator of the fuel cell power systems and hybrid-electric drive 

systems

• Chevron Technology Ventures (a division of Chevron USA)—builder of the hydrogen 

fueling station at AC Transit’s East Oakland Division.

Funding for this project included more than $21 million from public agencies and private sector 

companies, as follows:

• State of California—$8 million

• CARB—$2.8 million 

• Bay Area Air Quality Management District (BAAQMD)—$1 million

• FTA—$1 million

• California Energy Commission—$1 million

• DOE—$700,000 plus partial funding for the hydrogen station construction and operating 

expenses

• AC Transit matching funds—$1.2 million 

• CALSTART—$200,000 

• Chevron Technology Ventures—$2 million (matching funds) plus additional funding for 

capital and operating expenses

• Miscellaneous contributions of more than $3 million 

AC Transit has operated the three fuel cell buses in revenue service since March of 2006. Under 

funding from DOE, NREL has tracked the performance of the buses in comparison with diesel 

buses in similar service. The results of the evaluation have been documented in four reports 

covering the data period from April 2006 through February 2010.8 

Golden Gate Transit Profile

GGT is one of three divisions operated by the District, as described earlier. The mission of the 

District is “to provide safe and reliable operation, maintenance and enhancement of the Golden 

Gate Bridge and to provide transportation services, as resources allow, for customers within the 

U.S. Highway 101 Golden Gate Corridor.”9

 

8 All NREL fuel cell bus evaluation reports are available on the Web at 

 The transit system has grown to the extent that more 

than 9 million customers rode the transit system in fiscal year 2008; more than 7 million of those 

customers were bus passengers. GGT operates 204 buses in various types of bus service, 

including intercounty, commuter express, and local. GGT operates primarily in Marin and 

www.nrel.gov/hydrogen/proj_fc_bus_eval.html. 9

 Golden Gate Transit Web site: http://goldengate.org 
9

Sonoma counties across the Bay northward from San Francisco. The service area covers 256 

square miles. One of GGT’s diesel buses is shown in Figure B-2. 

The District is unique among Bay Area transit operations because it receives no support from 

local sales tax measures or dedicated general funds. The District does not have the authority to 

levy taxes and relies on surplus bridge toll revenue as its only local support for the District’s 

transbay transit services. Currently, GGT bus and ferry operations are funded approximately 

50% by surplus Golden Gate Bridge tolls and 30% by transit fares. The remaining funds are 

covered by other sources, including federal, state, and local subsidies, and from advertising and 

property equipment rental revenues. 

Figure B-2 GGT diesel bus (Photo credit: L. Eudy, NREL)

GGT Ride for the Environment

In response to the CARB Transit Rule established in late 2000, GGT selected the clean diesel 

path to meet emissions-reduction requirements. Those regulations called for an 85% reduction in 

particulate matter (PM) from a 2002 baseline by 2007. Since that time, GGT has taken 

aggressive steps not only to meet, but to exceed those regulations. GGT has employed a variety 

of improvements to its diesel fleet, including the following: 

• Purchasing new buses with the cleanest available technology to replace older buses

• Replacing seven standard diesel buses with diesel-electric hybrid buses (Figure B-3)

• Switching to low-sulfur diesel fuel for the entire fleet

• Repowering older buses with low-emission engines

• Retrofitting buses with diesel-particulate filters

• Investigating new oil-filtration technologies to extend the oil change interval and reduce 

overall oil use.
10

GGT also has a rigorous inspection schedule to ensure that the fleet operates at optimal levels 

with the lowest emissions. These steps enabled GGT to achieve a 97% reduction in PM levels 

from 1992 levels. 

Figure B-3 GGT diesel hybrid bus (Photo credit: L. Eudy, NREL)

The agency is also looking toward the future of bus technologies by partnering with AC Transit 

to demonstrate fuel cell buses. This partnership was initiated in 2003 when the two agencies 

signed an agreement outlining the collaboration. Under the agreement, AC Transit would provide 

access to training on the fuel cell bus and infrastructure, share information and lessons learned on 

the project, and periodically make available one of the three fuel cell buses for temporary 

demonstration in GGT’s service. In response, GGT would provide funds to AC Transit for 

general support of the project, pay all direct costs associated with the bus while operating in its 

service, and actively participate in the information sharing and any data-collection activities. 

Working with AC Transit was extremely important to GGT because it provided the opportunity 

for hands-on experience with the technology without making the early investment in hydrogen 

infrastructure. 

Early in the project, GGT’s participation focused on learning what they could about the 

technology to prepare for eventual operation. AC Transit provided space for GGT personnel in 

training classes on general hydrogen awareness, specifics on operating and maintaining the 

buses, and hydrogen safety. GGT staff also participated in weekly conference calls on the 

project’s progress and plans. All of this helped prepare the agency for finally operating a fuel cell 

bus. 
11

Appendix C: Evaluation Bus Technology Descriptions

Table C-1 provides bus system descriptions for the fuel cell and diesel buses that were studied in 

this evaluation. The prototype fuel cell bus in service at AC Transit (Figure C-1) was developed 

in collaboration between ISE Corporation,1 UTC Power,2

 and Van Hool.3

The Van Hool diesel buses were ordered in 2002 with delivery in 2005. To provide a baseline, 

six of the diesel Van Hool buses were selected from the 21 buses of that type operating from the 

East Oakland Division. These six diesel buses are operated alongside the fuel cell buses. The 

diesel buses, one of which is pictured in Figure C-2, cost $323,000 each. 

AC Transit unveiled 

its hydrogen fuel station and hydrogen fuel cell buses on March 13, 2006. The buses started in 

passenger service on March 20, 2006. The purchase, manufacturing, and packaging of the Van 

Hool fuel cell buses took about two years and cost approximately $3.2 million each. 

The diesel and fuel cell buses at AC Transit are the same bus model, but the diesel buses are 

slightly older. The fuel cell bus is a little more than 8,000 lb heavier than the diesel bus, and this 

added weight results in a reduced passenger capacity. The price of the fuel cell bus is essentially 

ten times more than the diesel bus. 

Table C-1. Fuel Cell and Diesel Bus System Descriptions

Vehicle System Operation from East Oakland Division

Fuel Cell Bus Diesel Bus

Number of Buses 3 6

Bus Manufacturer and Model Van Hool A330 Low Floor Van Hool A330 Low Floor

Model Year 2005 2003

Length/Width/Height 40 ft/102 in./139 in. 40 ft/102 in./121 in.

GVWR/Curb Weight 43,240 lb/36,000 lb 40,800 lb/27,800 lb

Wheelbase 228 in. 235 in.

Passenger Capacity 30 seated or 26 seated and 2 

wheelchairs; 15 standing

32 seated or 28 seated and 2 

wheelchairs; 53 standing

Engine Manufacturer and 

Model

UTC Power PureMotion4

Cummins ISL 120 

Fuel Cell Power System

Rated Power

Fuel cell power system: 120 kW

Two Electric Drive Motors: 

170 kW total (continuous)

280 hp @ 2200 rpm

Accessories Electrical Mechanical

Emissions Equipment None Diesel Oxidation Catalyst

Transmission/Retarder Gearbox/Flenders

Regenerative braking

Voith

Integrated retarder

Fuel Capacity 50 kg hydrogen 92 gal

Bus Purchase Cost $3.2 million $323,000

 

1 ISE Corporation Web site: www.isecorp.com 2 UTC Power Web site: www.utcpower.com 3 Van Hool Web site: www.abc-companies.com/sales_vh.htm 4 PureMotion is a registered trademark of UTC Power.
12

Figure C-1. AC Transit fuel cell bus (Photo credit: L. Eudy, NREL)

Figure C-2. Diesel bus at AC Transit (Photo credit: L. Eudy, NREL)

Table C-2 provides a description of some of the electric propulsion systems for the fuel cell 

buses. Note that the diesel buses are not a hybrid configuration and do not have regenerative 

braking or energy storage for the drive system. 

Table C-2. Additional Electric Propulsion System Descriptions

Propulsion Systems Fuel Cell Bus

Manufacturer/Integrator ISE Corporation

Hybrid Type Series, charge sustaining

Drive System Siemens ELFA/ISE

Propulsion Motor 2-AC induction, 85 kW each

Energy Storage Battery: 3 modules/216 cells; sodium/nickel chloride ZEBRA; 53 kWh capacity

Fuel Storage Eight, roof mounted, SCI, type 3 tanks; 5,000 psi rated

Regenerative Braking Yes

Fuel Cell Bus Propulsion System Description

The fuel cell buses use the PureMotion 120 Fuel Cell Power System manufactured by UTC 

Power in a hybrid electric drive system designed by ISE. The Van Hool A330 transit bus chassis 

was redesigned to integrate the fuel cell system. The bus has a low floor from front to back and 

three doors for easy passenger boarding. 

ISE’s hybrid system is a series configuration—the fuel cell power system is not mechanically 

coupled to the drive axle. The fuel cell power system and energy storage system work together to 
13

provide power to two electric drive motors, which are coupled to the driveline through a 

combining gearbox. The hybrid system is also capable of regenerative braking, which captures 

the energy typically expended during braking and uses it to recharge the energy storage system. 

Each component of the propulsion system is controlled through an ISE-developed operating 

system. 

The primary power source for this hybrid system is UTC Power’s PureMotion 120 Fuel Cell 

Power System, which produces 120 kW from its PEM fuel cell stacks. UTC Power’s fuel cells 

operate at near-ambient pressure, which eliminates the need for a compressor. This configuration 

not only increases the efficiency of the system, but also results in very quiet operation. The 

energy storage system consists of three ZEBRA (sodium/nickel chloride) batteries.5

 

5 Web site: http://www.cebi.com/cebi/content/index_en.html?a=5&b=9&c=19&d=72 
14

Appendix D: Evaluation Infrastructure Description

AC Transit operates its bus fleet from four divisions—Richmond, Emeryville, East Oakland, and 

Hayward. To demonstrate fuel cell buses, the fleet needed to install hydrogen fueling 

infrastructure at one of these bus operating divisions. As a diesel-path fleet, AC Transit had no 

prior experience with gaseous fuels. Joining the CaFCP provided an opportunity for the fleet to 

accelerate the learning curve and gain valuable hydrogen fuel experience before the buses were 

delivered. AC Transit’s first hydrogen-related project was in partnership with the CaFCP and 

was a demonstration of an electrolyzer and hydrogen dispenser at the Richmond Division. This 

station was mainly intended as a satellite station for light-duty fuel cell vehicles (FCVs) being 

tested by the automotive partners of the CaFCP. AC Transit also used this station to fill the 

ThunderPower fuel cell bus during its demonstration. The project provided AC Transit with 

valuable experience as it began development for its larger-scale hydrogen station.

Oakland Energy Station

AC Transit selected the East Oakland Division as the site for demonstrating its fleet of fuel cell 

buses. This selection was due to its location in a light industrial area and because space was 

available for the added fueling infrastructure. AC Transit operates more than 200 vehicles from 

this division, including the three fuel cell buses, twenty-one 40-ft diesel Van Hool buses, 41 

paratransit shuttles, and six University of California, Berkeley (UC Berkeley) vans. Of the buses 

at the site, 138 are required for peak service. 

In March 2004, AC Transit partnered with Chevron Technology Ventures to design and build a 

hydrogen energy station at the East Oakland Division.6

As the fuel cell bus demonstration plans began to solidify, the project partners decided it would 

be cost effective to combine the needs for both demonstrations into one station. Construction on 

the station began in June 2005 and was completed by November. The station was operational by 

mid-December. On March 13, 2006, AC Transit and local officials formally inaugurated the 

Chevron–AC Transit Hydrogen Energy Station, kicking off the demonstration project. All of the 

HyRoad project partners participated in the event, which included facility tours and a ribboncutting ceremony. 

Plans for a station were already in 

process as part of the DOE light-duty FCV demonstration. Chevron leads one of the teams 

demonstrating FCVs and hydrogen infrastructure for the DOE project. AC Transit serves as one 

of the demonstration sites, operating a small fleet of Hyundai/Kia FCVs. 

The station design includes two reformers that are capable of producing a total of 150 kg of 

hydrogen per day. One of the reformers is a standard design and is the primary production 

reformer for hydrogen at the station. The second reformer is an advanced technology design that 

Chevron used to investigate ways to further refine production methods and increase efficiency. 

The purified hydrogen is compressed to 6,250 psi and stored in a series of cascade pressure 

vessels. Total storage capacity at the station is 366 kg of hydrogen. The station is equipped with 

two dispensers that supply the compressed hydrogen to the buses and light-duty vehicles. The 

 

6 Information on the Chevron–AC Transit Hydrogen Energy Station was provided in part by Chevron Technology 

Ventures, a division of Chevron USA.
15

system connections monitor the tank-fill status and provide an appropriate fill at 5,000 psi. The 

dispensing system is designed to enable simultaneous fills for two buses (or light-duty FCVs). 

Figure D-1 shows the hydrogen fueling dispensers at the station. AC Transit’s agreement with 

Chevron includes all operation and maintenance of the station for two years. 

Figure D-1. Dispenser at Chevron—AC Transit Energy Station (Photo credit: L. Eudy, NREL)

The design of the station includes various safety devices to alert AC Transit and Chevron of any 

potential problems. These devices include hydrogen detectors, flame sensors, emergency stop 

buttons, and alarm indicator lights (Figure D-2). The alarm indicators reflect the condition of the 

station as follows:

• Green light—normal operating conditions 

• Yellow light—a problem is occurring or has occurred 

• Red light—hazardous condition exists, evacuation from area required 

• Strobe and siren—fire condition, fire department notified 
16

Figure D-2. Condition indicator lights (left) and hydrogen flame sensor (right) 

at the Chevron–AC Transit Hydrogen Energy Station (Photo credit: L. Eudy, NREL)

Maintenance Facility Modifications

AC Transit chose to modify an existing facility to enable staff to maintain the hydrogen-fueled 

buses safely. The required modifications (~$1.5 million) were completed, and the maintenance 

bay was cleared for use in January 2006. The selected bay was isolated from the rest of the 

facility by a firewall. There is space for servicing two buses at a time. Figure D-3 shows the bay 

with and without a fuel cell bus. 

Figure D-3. Modified maintenance bay at AC Transit East Oakland Division (Photo credit: L. Eudy, 

NREL)
17

The detection system in the maintenance bay is configured to trigger specific actions if a leak or 

fire is detected. At 20% lower flammability limit (LFL), the garage doors automatically open, 

ventilation fans are turned on, the heating system is shut down, and the magnetic doors release. If 

a leak is detected at 40% LFL or a fire is detected, the fire department is automatically notified, 

all electrical power to the bay is disconnected (except for ventilation and emergency equipment), 

and a fire alarm is activated to signal evacuation of the building. These safety measures are all in 

place to ensure maximum protection for staff and facilities in case of a hydrogen-related 

incident. None has been recorded to date. 

Other safety features include the following: 

• Two-hour firewall

• Ignition-free space heating system

• Antistatic, nonskid, grounded floor covering 

• High-speed roll-up doors 

• Magnetic door release

• Audiovisual strobe alarms 

• Three-fan ventilation system capable of providing up to four to six air exchanges per hour 

• Class 1 Division 2 electrical classification 

Because the specially equipped maintenance bay is co-located with the rest of the maintenance 

building, maintenance staff is required to depressurize the buses prior to entering the facility. To 

accomplish this depressurization, the hydrogen in the tanks is vented down to 600 psi. The 

hydrogen removed from the vehicle is ultimately vented to the atmosphere in a controlled and 

safe manner. This decision to lower the fuel pressure in the vehicle was made early in the design 

process to reduce the overall cost of the facility modifications. The safety requirements for a 

facility capable of maintaining buses with full hydrogen tanks are more costly. Although 

capturing the vented hydrogen for future use is possible, early investigation showed it was not 

cost-effective using available methods. For a fleet of only three buses, the amount of hydrogen 

vented was deemed not significant enough to warrant the cost of the equipment to capture and 

reuse the fuel. 

In preparation for full-day fuel cell bus operation, AC Transit upgraded its electrical access for 

charging the ZEBRA batteries overnight to allow faster charging. These upgrades were 

completed in June 2007. Each fuel cell bus is plugged into a charge station (shown in Figure D4) overnight to balance the charge between batteries, top off the charge, and provide heat for the 

batteries and freeze protection for the fuel cell when temperatures are 2°C or less.
18

Figure D-4. Fuel cell bus/battery charging station at AC Transit (Photo credit: L. Eudy, NREL)
19

Appendix E: Fleet Summary Statistics

Fleet Summary Statistics: Alameda-Contra Costa Transit District (AC Transit)

Fuel Cell Bus and Diesel Study Groups and Evaluation Periods

Fleet Operations and Economics

Fuel Cell Fuel Cell Fuel Cell Diesel

All Revenue Accel Test Clean Point

Number of Vehicles 3 3 3 6

Period Used for Fuel and Oil Op Analysis 3/06–02/10 11/07–02/10 Thru 2/10 01/07–2/07

Total Number of Months in Period 47 28 ~25 12

Fuel and Oil Analysis Base Fleet Mileage 220,314 160,116 155,666 264,575

Period Used for Maintenance Op Analysis 3/06–2/10 11/07–02/10 Thru 2/10 01/07–2/07

Total Number of Months in Period 47 28 ~25 12

Maintenance Analysis Base Fleet Mileage 224,871 164,673 160,027 266,514

Average Monthly Mileage per Vehicle 1,595 1,960 2,101 3,702

Availability 61% 62% 66% N/A

Fleet Fuel Usage in Diesel gal/H2 kg 36,368 26,685 25,918 62,976

Roadcalls (RCs) 186 139 134 62

All MBRC 1,209 1,185 1,194 4,299

Propulsion RCs 147 107 104 25

Propulsion MBRC 1,530 1,539 1,539 10,661

Fleet Miles/kg Hydrogen 6.06 6.00 6.01

(1.13 kg H2/gal Diesel Fuel) 

Representative Fleet mpg (energy equiv.) 6.85 6.78 6.79 4.20

Hydrogen Cost per kg 8.00 8.00 8.00

Diesel Cost per Gallon 2.29

Fuel Cost per Mile 1.32 1.33 1.33 0.55

Total Scheduled Repair Cost per Mile 0.13 0.11 0.10 0.09

Total Unscheduled Repair Cost per Mile 0.57 0.64 0.64 0.40

Total Maintenance Cost per Mile 0.70 0.75 0.74 0.49

Total Operating Cost per Mile 2.02 2.08 2.07 1.04

Maintenance Costs

Fuel Cell Fuel Cell Fuel Cell Diesel

All Revenue Accel Test Clean Point

Fleet Mileage 224,871 164,673 160,027 266,514

Total Parts Cost 64,376.76 53,664.12 52,999.35 86,635.00

Total Labor Hours 1,851.4 1,377.9 1,311.6 877.0

Average Labor Cost (@ $50.00 per hour) 92,568.50 68,895.00 65,580.00 43,850.00

Total Maintenance Cost 156,945.26 122,559.12 118,579.35 130,485.00

Total Maintenance Cost per Bus 52,315.09 40,853.04 39,526.45 21,747.50

Total Maintenance Cost per Mile 0.70 0.75 0.74 0.49
20

Breakdown of Maintenance Costs by Vehicle System

Fuel Cell

All Revenue

Fuel Cell

Accel Test

Fuel Cell

Clean Point Diesel

Fleet Mileage 224,871 164,673 160,027 266,514

Total Propulsion-Related Systems (ATA VMRS 27, 30, 31, 32, 33, 41, 42, 43, 44, 45, 65)

Parts Cost 4,122.66 3,455.34 2,898.40 18,794.62

Labor Hours 687.2 592.0 542.0 173.1

Average Labor Cost 34,361.00 29,598.50 27,098.50 8,653.50

Total Cost (for system) 38,483.66 33,053.84 29,996.90 27,448.12

Total Cost (for system) per Bus 12,827.89 11,017.95 9,998.97 4,574.69

Total Cost (for system) per Mile 0.17 0.20 0.19 0.10

Exhaust System Repairs (ATA VMRS 43)

Parts Cost 0.00 0.00 0.00 5,091.03

Labor Hours 8.0 8.0 8.0 28.0

Average Labor Cost 400.00 400.00 400.00 1,400.00

Total Cost (for system) 400.00 400.00 400.00 6,491.03

Total Cost (for system) per Bus 133.33 133.33 133.33 1,081.84

Total Cost (for system) per Mile 0.00 0.00 0.00 0.02

 

Fuel System Repairs (ATA VMRS 44)

Parts Cost 0.00 0.00 0.00 2,561.24

Labor Hours 15.4 4.0 4.0 17.8

Average Labor Cost 770.50 200.00 200.00 890.00

Total Cost (for system) 770.50 200.00 200.00 3,451.24

Total Cost (for system) per Bus 256.83 66.67 66.67 575.21

Total Cost (for system) per Mile 0.00 0.00 0.00 0.01

 

Powerplant (Engine) Repairs (ATA VMRS 45)

Parts Cost 387.84 261.16 261.16 3,549.02

Labor Hours 72.5 57.5 57.5 56.4

Average Labor Cost 3,623.00 2,875.00 2,875.00 2,819.50

Total Cost (for system) 4,010.84 3,136.16 3,136.16 6,368.52

Total Cost (for system) per Bus 1,336.95 1,045.39 1,045.39 1,061.42

Total Cost (for system) per Mile 0.02 0.02 0.02 0.02

 

Electric Propulsion Repairs (ATA VMRS 46)

Parts Cost 476.93 238.54 28.82 0.00

Labor Hours 384.4 320.5 318.5 0.0

Average Labor Cost 19,217.50 16,023.50 15,923.50 0.00

Total Cost (for system) 19,694.43 16,262.04 15,952.32 0.00

Total Cost (for system) per Bus 6,564.81 5,420.68 5,317.44 0.00

Total Cost (for system) per Mile 0.09 0.10 0.10 0.00
21

Breakdown of Maintenance Costs by Vehicle System (continued)

Fuel Cell

All Revenue

Fuel Cell

Accel Test

Fuel Cell

Clean Point Diesel

Electrical System Repairs (ATA VMRS 30-Electrical General, 31-Charging, 32-Cranking, 33-

Ignition)

Parts Cost 1,720.15 1,720.15 1,499.95 1,809.52

Labor Hours 139.0 137.0 137.0 33.4

Average Labor Cost 6,950.00 6,850.00 6,850.00 1,669.00

Total Cost (for system) 8,670.15 8,570.15 8,349.95 3,478.52

Total Cost (for system) per Bus 2,890.05 2,856.72 2,783.32 579.75

Total Cost (for system) per Mile 0.04 0.05 0.05 0.01

 

Air Intake System Repairs (ATA VMRS 41)

Parts Cost 1,433.75 1,139.30 1,041.15 959.66

Labor Hours 0.00 0.0 0.0 0.0

Average Labor Cost 0.00 0.00 0.00 0.00

Total Cost (for system) 1,433.75 1,139.30 1,041.15 959.66

Total Cost (for system) per Bus 477.92 379.77 347.05 159.94

Total Cost (for system) per Mile 0.01 0.01 0.01 0.00

 

Cooling System Repairs (ATA VMRS 42)

Parts Cost 104.00 96.20 67.32 4,372.69

Labor Hours 66.0 65.0 17.0 35.0

Average Labor Cost 3,300.00 3,250.00 850.00 1,750.00

Total Cost (for system) 3,404.00 3,346.20 917.32 6,122.69

Total Cost (for system) per Bus 1,134.67 1,115.40 305.77 1,020.45

Total Cost (for system) per Mile 0.02 0.02 0.01 0.02

 

General Air System Repairs (ATA VMRS 10)

Parts Cost 603.64 591.30 591.30 340.34

Labor Hours 9.0 9.0 9.0 13.2

Average Labor Cost 450.00 450.00 450.00 660.00

Total Cost (for system) 1,053.64 1,041.30 1,041.30 1,000.34

Total Cost (for system) per Bus 351.21 347.10 347.10 166.72

Total Cost (for system) per Mile 0.00 0.01 0.01 0.00

 

Brake System Repairs (ATA VMRS 13)

Parts Cost 33,129.13 29,030.18 29,027.80 25,031.61

Labor Hours 113.0 111.0 111.0 112.2

Average Labor Cost 5,650.00 5,550.00 5,550.00 5,609.50

Total Cost (for system) 38,779.13 34,580.18 34,577.80 30,641.11

Total Cost (for system) per Bus 12,926.38 11,526.73 11,525.93 5,106.85

Total Cost (for system) per Mile 0.17 0.21 0.22 0.12
22

Breakdown of Maintenance Costs by Vehicle System (continued)

Fuel Cell

All Revenue

Fuel Cell

Accel Test

Fuel Cell

Clean Point Diesel

Transmission Repairs (ATA VMRS 27)

Parts Cost 0.00 0.00 0.00 451.46

Labor Hours 2.0 0.0 0.0 2.5

Average Labor Cost 100.00 0.00 0.00 125.00

Total Cost (for system) 100.00 0.00 0.00 576.46

Total Cost (for system) per Bus 33.33 0.00 0.00 96.08

Total Cost (for system) per Mile 0.00 0.00 0.00 0.00

Inspections Only—No Parts Replacements (101)

Parts Cost 0.00 0.00 0.00 0.00

Labor Hours 451.6 324.8 308.8 381.3

Average Labor Cost 22,579.00 16,241.50 15,441.50 19,066.50

Total Cost (for system) 22,579.00 16,241.50 15,441.50 19,066.50

Total Cost (for system) per Bus 7,526.33 5,413.83 5,147.17 3,177.75

Total Cost (for system) per Mile 0.10 0.10 0.10 0.07

 

HVAC System Repairs (ATA VMRS 01)

Parts Cost 3.52 3.52 3.52 1,000.46

Labor Hours 28.3 19.2 19.2 9.5

Average Labor Cost 1,412.50 957.50 957.50 475.00

Total Cost (for system) 1,416.02 961.02 961.02 1,475.46

Total Cost (for system) per Bus 472.01 320.34 320.34 245.91

Total Cost (for system) per Mile 0.01 0.01 0.01 0.01

Cab, Body, and Accessories Systems Repairs

(ATA VMRS 02-Cab and Sheet Metal, 50-Accessories, 71-Body)

Parts Cost 19,255.07 13,914.96 13,809.50 36,342.22

Labor Hours 488.2 254.9 254.6 117.7

Average Labor Cost 24,410.50 12,746.00 12,731.00 5,882.50

Total Cost (for system) 43,665.57 26,660.96 26,540.50 42,224.72

Total Cost (for system) per Bus 14,555.19 8,886.99 8,846.83 7,037.45

Total Cost (for system) per Mile 0.19 0.16 0.17 0.16

 

Lighting System Repairs (ATA VMRS 34)

Parts Cost 855.96 589.55 589.55 608.70

Labor Hours 10.6 9.0 9.0 15.2

Average Labor Cost 530.5 450.00 450.00 759.50

Total Cost (for system) 1,386.46 1,039.55 1,039.55 1,368.20

Total Cost (for system) per Bus 462.15 346.52 346.52 228.03

Total Cost (for system) per Mile 0.01 0.01 0.01 0.01

 
23

Breakdown of Maintenance Costs by Vehicle System (continued)

Fuel Cell

All Revenue

Fuel Cell

Accel Test

Fuel Cell

Clean Point Diesel

Frame, Steering, and Suspension Repairs (ATA VMRS 14-Frame, 15-Steering, 16-Suspension)

Parts Cost 4,355.72 4,216.83 4,216.83 2,506.26

Labor Hours 58.5 53.0 53.0 41.2

Average Labor Cost 2,925.00 2,650.00 2,650.00 2,061.50

Total Cost (for system) 7,280.72 6,866.83 6,866.83 4,567.76

Total Cost (for system) per Bus 2,426.91 2,288.94 2,288.94 761.29

Total Cost (for system) per Mile 0.03 0.04 0.04 0.02

 

Axle, Wheel, and Drive Shaft Repairs (ATA VMRS 11-Front Axle, 18-Wheels, 22-Rear Axle, 24-

Drive Shaft)

Parts Cost 2,051.06 1,862.44 1,862.44 2,010.78

Labor Hours 5.0 5.0 5.0 8.5

Average Labor Cost 250.00 250.00 250.00 425.00

Total Cost (for system) 2,301.06 2,112.44 2,112.44 2,435.78

Total Cost (for system) per Bus 767.02 704.15 704.15 405.96

Total Cost (for system) per Mile 0.01 0.01 0.01 0.01

Tire Repairs (ATA VMRS 17)

Parts Cost 0.00 0.00 0.00 0.00

Labor Hours 0.0 0.0 0.0 4.1

Average Labor Cost 0.00 0.00 0.00 204.50

Total Cost (for system) 0.00 0.00 0.00 204.50

Total Cost (for system) per Bus 0.00 0.00 0.00 34.08

Total Cost (for system) per Mile 0.00 0.00 0.00 0.00
24

Notes

1. To compare the hydrogen fuel dispensed and fuel economy to diesel, the hydrogen dispensed 

was also converted into diesel energy equivalent gallons. Actual energy content will vary by 

locations, but the general energy conversions are as follows:

Lower heating value (LHV) for hydrogen = 51,532 Btu/lb

LHV for diesel = 128,400 Btu/lb

1 kg = 2.205 * lb

51,532 Btu/lb * 2.205 lb/kg = 113,628 Btu/kg

Diesel/hydrogen = 128,400 Btu/gal /113,628 Btu/kg = 1.13 kg/diesel gal

2. The propulsion-related systems were chosen to include only those systems of the vehicles that 

could be affected directly by the selection of a fuel/advanced technology.

3. ATA VMRS coding is based on parts that were replaced. If there was no part replaced in a given 

repair, then the code was chosen by the system being worked on.

4. In general, inspections (with no part replacements) were included only in the overall totals (not by

system). 101 was created to track labor costs for PM inspections.

5. ATA VMRS 02-Cab and Sheet Metal represents seats, doors, etc.; ATA VMRS 50-Accessories 

represents things like fire extinguishers, test kits, etc.; ATA VMRS 71-Body represents mostly 

windows and windshields.

6. Average labor cost is assumed to be $50 per hour.

7. Warranty costs are not included.
25

Appendix F: Fleet Summary Statistics—SI Units

Fleet Summary Statistics: Alameda-Contra Costa Transit District (AC Transit)

Fuel Cell Bus and Diesel Study Groups and Evaluation Periods

Fleet Operations and Economics

Fuel Cell Fuel Cell Fuel Cell Diesel

All Revenue Accel Test Clean Point

Number of Vehicles 3 3 3 6

Period Used for Fuel and Oil Op Analysis 3/20/06-02/10 11/07–02/10 Thru 2/10 01/07-12/07

Total Number of Months in Period 47 28 ~25 12

Fuel and Oil Analysis Base Fleet Kilometers 354,551 257,675 250,513 425,781

Period Used for Maintenance Op Analysis 3/20/06-2/10 11/07-2/10 Thru 2/10 1/07-12/07

Total Number of Months in Period 47 28 ~25 12

Maintenance Analysis Base Fleet Kilometers 361,885 265,008 257,531 428,901

Average Monthly Kilometers per Vehicle 2,567 3,155 3,381 5,957

Availability 61% 62% 66% N/A

Fleet Fuel Usage in Diesel L/H2 kg 36,368 26,685 25,918 238,364

Roadcalls 186 139 134 62

Kilometers Between Roadcalls (KBRC) 1,946 1,907 1,922 6,918

Propulsion Roadcalls 147 107 104 25

Propulsion KBRCs 2,462 2,477 2,476 17,156

Fleet kg Hydrogen/100 km 10.26 10.36 10.35

Representative Fleet mpg (L/100 km) 34.36 34.69 34.65 55.98

Hydrogen Cost per kg 8.00 8.00 8.00

Diesel Cost per Liter 0.61

Fuel Cost per Kilometer 0.82 0.83 0.83 0.34

Total Scheduled Repair Cost per Kilometer 0.08 0.07 0.06 0.05

Total Unscheduled Repair Cost per Kilometer 0.35 0.39 0.40 0.25

Total Maintenance Cost per Kilometer 0.43 0.46 0.46 0.30

Total Operating Cost per Kilometer 1.25 1.29 1.29 0.64

Maintenance Costs

Fuel Cell Fuel Cell Fuel Cell Diesel

All Revenue Accel Test Clean Point

Fleet Kilometers 361,885 265,008 257,531 428,901

Total Parts Cost 64,376.76 53,664.12 52,999.35 86,635.00

Total Labor Hours 1,851.4 1,377.9 1,311.6 877.0

Average Labor Cost (@$50.00 per hour) 92,570.00 68,895.00 65,580.00 43,850.00

Total Maintenance Cost 156,946.76 122,559.12 118,579.35 130,485.00

Total Maintenance Cost per Bus 52,315.59 40,853.04 39,526.45 21,747.50

Total Maintenance Cost per Kilometer 0.43 0.46 0.46 0.30