NREL is a national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

This report is available at no cost from the National Renewable Energy

Laboratory (NREL) at www.nrel.gov/publications.

Contract No. DE-AC36-08GO28308

BC Transit Fuel Cell Bus 

Project: Evaluation Results 

Report

L. Eudy and M. Post

National Renewable Energy Laboratory

Technical Report

NREL/TP-5400-60603

February 2014
NREL is a national laboratory of the U.S. Department of Energy

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

This report is available at no cost from the National Renewable Energy

Laboratory (NREL) at www.nrel.gov/publications.

Contract No. DE-AC36-08GO28308

National Renewable Energy Laboratory

15013 Denver West Parkway

Golden, CO 80401

303-275-3000 • www.nrel.gov

BC Transit Fuel Cell Bus 

Project: Evaluation Results 

Report

L. Eudy and M. Post 

National Renewable Energy Laboratory

Prepared under Task No. WW4K.1000

Technical Report

NREL/TP-5400-60603

February 2014
NOTICE

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Cover Photos: (left to right) photo by Pat Corkery, NREL 16416, photo from SunEdison, NREL 17423, photo by Pat Corkery, NREL 

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Printed on paper containing at least 50% wastepaper, including 10% post consumer waste. 
iii

Acknowledgments

This evaluation at BC Transit would not have been possible without the support and cooperation 

of many people. The authors thank the following individuals:

California Air Resources Board

Lesley Stern

Gerhard Achtelik

DOE’s National Renewable Energy Laboratory 

Sam Sprik

BC Transit

Mike Frost 

Aaron Lamb 

Steve Brydon 

Todd Thompson 

Whistler Transit

Juan Carlos Gomez

Todd Peterson 

Ballard Power Systems

Byron Somerville 

Jeff Grant

New Flyer

Chris Stoddart

Air Liquide

Bruno Forget 

Reid Rothwell & Associates

Bruce Rothwell

Unless otherwise noted, all photos by L. Eudy, NREL

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
iv

Acronyms and Abbreviations

CARB California Air Resources Board

CAD Canadian dollar 

DGE diesel gallon equivalent 

DOE U.S. Department of Energy 

FCEB fuel cell electric bus

FCPP fuel cell power plant

ft feet

FTA Federal Transit Administration

GVWR gross vehicle weight rating 

hp horsepower 

HVAC heating, ventilation, and air conditioning

in. inches 

kg kilograms 

kW kilowatts

kWh kilowatt hour 

lb pounds 

MBRC miles between roadcalls

mi/DGE miles per diesel gallon equivalent 

mpg miles per gallon

mph miles per hour 

NFCBP National Fuel Cell Bus Program

NREL National Renewable Energy Laboratory 

PMI preventive maintenance inspection

psi pounds per square inch 

RC roadcall 

SI International System of Units

USD U.S. dollar 

ZEBA Zero Emission Bay Area

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
v 

Definition of Terms

Availability: The percentage of days the buses are actually available compared to the days that 

the buses are planned for operation. 

Balance of plant: The components of the fuel cell system—such as air compressor, fans, and 

pumps—that support the operation of the fuel cell stack. 

Fast-fill: Completion of a full fill of a hydrogen-fueled bus in 10 minutes or less. 

Miles between roadcall (MBRC): A measure of reliability calculated by dividing the number of 

miles traveled by the number of roadcalls. MBRC in the report are categorized as follows: 

• MBRC – bus: Includes all chargeable roadcalls. Includes propulsion-related issues 

as well as problems with bus-related systems such as brakes, suspension, steering, 

windows, doors, and tires. 

• MBRC – propulsion-related: Includes roadcalls that are attributed to the 

propulsion system. Propulsion-related roadcalls can be caused by issues with the 

power system (fuel cell), batteries, and hybrid systems. 

• MBRC – fuel-cell-related: Includes roadcalls attributed to the fuel cell power 

plant and balance of plant only. 

Revenue service: The time when a vehicle is available to the general public with an expectation 

of carrying fare-paying passengers. Vehicles operated in a fare-free service are also considered 

revenue service.

Roadcall: A failure of an in-service bus that causes the bus to be replaced on route or causes a 

significant delay in schedule. The analysis includes chargeable roadcalls that affect the operation 

of the bus or may cause a safety hazard. Non-chargeable roadcalls can be passenger incidents 

that require the bus to be cleaned before going back into service, or problems with an accessory 

such as a farebox or radio. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
vi 

Executive Summary

British Columbia Transit (BC Transit) has been leading a demonstration of fuel cell electric 

buses (FCEB) in Whistler, Canada, since early 2010. This 20-bus demonstration was introduced 

during the 2010 Winter Olympic Games and is the world’s largest FCEB fleet in a single 

location. The demonstration in Whistler is a true test for the technology because the FCEBs form 

the backbone of the fleet—20 out of 23 buses (plus three additional buses required during peak 

season to meet mid-day fueling needs). The Whistler resort area has a particularly challenging 

duty cycle for buses with wide temperature differences between the seasons, steep grades, and 

heavy passenger loads during peak season. 

BC Transit is collaborating with the California Air Resources Board (CARB) and the U.S. 

Department of Energy’s (DOE) National Renewable Energy Laboratory (NREL) to evaluate the 

buses in revenue service. CARB has enlisted NREL to conduct a third-party evaluation of the BC 

Transit fleet to aid in understanding the status of the technology in transit. CARB staff has been 

gathering data on zero-emission buses to assess the status of the technologies as directed by the 

Board during the July 2009 hearing. While the BC Transit fleet is located outside of the United 

States, the operation of transit fleets within Canada is similar to that of fleets in the United 

States. The bus is designed for the North American market, and future models could be built to 

meet ‘Buy America’ requirements for U.S. transit agencies. This report covers two years of 

revenue service data on the buses from April 2011 through March 2013. 

The FCEBs are 42-foot, low-floor buses built by New Flyer with a hybrid electric propulsion 

system that includes a Ballard Power Systems fuel cell and lithium phosphate batteries. The 

primary goal of the project was to integrate hydrogen fuel cell buses into the regular service of 

an urban transit system and to monitor the fleet’s operations, maintenance, and fueling over a 

sustained period. 

Fueling a 20-bus FCEB fleet requires a station capable of dispensing a significant amount of 

hydrogen—up to 800 kg per day when the entire fleet is operating. The hydrogen station at 

Whistler is a liquid hydrogen storage and gaseous dispensing station and is designed to fast-fill

(10 minutes or less) up to 20 buses per day.

In 2012, NREL developed a guideline for evaluating the technology readiness level (TRL) for 

FCEBs. TRLs go from concept design at TRL 1 up to full commercialization and deployment at 

TRL 9. Using this guide, the BC Transit buses are considered to be at TRL 7: full-scale 

validation in a relevant environment. Table ES-1 provides a summary of the data included in this 

evaluation report in international (SI) and U.S. units. During the two-year data period analyzed 

for the report, the FCEB fleet has accumulated more than 2.1 million kilometers and more than 

156,000 hours on the fuel cell power plants.1 Overall the FCEBs have an average fuel 

consumption of 15.48 kilograms of hydrogen per 100 kilometers. This equates to a fuel economy 

of 4.53 miles per diesel gallon equivalent (mi/DGE). The buses have an average availability of 

69%. 

 

1 Hours data include time accumulated on a total of 22 fuel cell power plants; two are used as spares.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
vii 

Table ES-1. Summary of Evaluation Results

Data Item SI units U.S. units

Number of buses 20 20

Data period 4/11–3/13 4/11–3/13

Number of months 24 24

Total distance traveled in period 2,122,451 km 1,318,830 mi

Average monthly distance per bus 4,422 km 2,748 mi

Total fuel cell operating hours 156,887 156,887

Availability (85% is target) 69 69

Fuel consumption/fuel economy 15.48 kg/100 km 4.01 mi/kg

Diesel equivalent fuel consumption/fuel 

economy

51.86 L/100 km 4.53 mi/DGE

Distance between roadcalls2—bus 2,451 km 1,523 mi

Distance between roadcalls—propulsionrelated 3,240 km 2,013 mi

Distance between roadcalls—fuel-cellrelated 13,433 km 8,347 mi

Total maintenance $1.03 CAD $1.60 USD

Maintenance—propulsion only $0.59 CAD $0.91 USD

From BC Transit’s perspective, there have been many achievements for the demonstration, 

including the following: 

• The project was delivered on-time and on-budget. 

• The FCEBs have accumulated more than 3 million kilometers in revenue service, 

operating up to 22 hours a day in a wide range of temperatures. 

• By operating the FCEBs, the agency has avoided more than 4,400 tons of CO2 compared 

to using diesel.

• The FCEBs have been incorporated into the fleet, fully maintained by Whistler Transit 

staff. 

The challenges and lessons learned so far include bus-related problems and programmatic issues, 

as well as market developments with manufacturers that affected the availability of parts. Busrelated challenges included issues with the air compressor, motor, and controller for the fuel cell; 

battery balance issues; and fuel cell balance of plant issues. Overall maintenance costs have been 

58% higher for the FCEBs than for conventional diesel buses. Corrective repairs for the 

propulsion system account for more than half the cost. 

BC Transit will continue to operate the FCEBs through the end of the planned demonstration 

period in March 2014. NREL will collect data through the end of this period and plans to publish 

a second report outlining the final performance results in mid-2014. 

 

2 A roadcall is a failure of an in-service bus that causes the bus to be replaced on route or causes a significant delay 

in schedule. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
viii

Table of Contents

Introduction ................................................................................................................................................. 1

California Fleet Rule for Transit Agencies and Zero-Emission Buses................................................... 1

BC Transit Profile .................................................................................................................................. 2

Description of the BC Transit Fuel Cell Bus Program........................................................................... 2

Bus Technology Descriptions ................................................................................................................... 4

FCEB Development Process—Technology Readiness Levels............................................................... 5

Fueling and Maintenance Facilities........................................................................................................... 8

Air Liquide Hydrogen Station................................................................................................................ 8

Maintenance Facilities.......................................................................................................................... 11

Implementation Experience ..................................................................................................................... 14

Pilot Bus Testing .................................................................................................................................. 14

Service Starts During the 2010 Winter Olympics................................................................................ 15

Whistler Transit Operations ................................................................................................................. 15

Summary of Achievements and Challenges to Date ............................................................................ 16

Evaluation Results.................................................................................................................................... 18

FCEB Route Assignments.................................................................................................................... 18

Bus Use and Availability...................................................................................................................... 18

Fuel Consumption, Fuel Economy, and Cost....................................................................................... 21

Maintenance Analysis .......................................................................................................................... 24

Total Maintenance Costs................................................................................................................ 24

Maintenance Costs Categorized by System................................................................................... 27

Propulsion-Related Maintenance Costs......................................................................................... 28

Roadcall Analysis................................................................................................................................. 31

What’s Next for BC Transit....................................................................................................................... 33

Contacts..................................................................................................................................................... 34

References and Related Reports............................................................................................................. 35

Appendix A: Fleet Summary Statistics—SI Units.................................................................................. 37

Appendix B: Fleet Summary Statistics—U.S. Units .............................................................................. 43

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
1 

Introduction

British Columbia Transit (BC Transit) has been leading a demonstration of fuel cell electric 

buses (FCEB) in Whistler, Canada, since early 2010. This 20-bus demonstration fleet was 

introduced during the 2010 Winter Olympic Games and is the world’s largest FCEB fleet in a 

single location.

BC Transit is collaborating with the California Air Resources Board (CARB) and the U.S. 

Department of Energy’s (DOE) National Renewable Energy Laboratory (NREL) to evaluate the 

buses in revenue service. NREL has been evaluating FCEBs under funding from DOE and the 

U.S. Department of Transportation’s Federal Transit Administration (FTA). NREL uses a 

standard data-collection and analysis protocol originally developed for DOE heavy-duty vehicle 

evaluations. This protocol was documented in a joint evaluation plan for transit bus evaluations.3

The objectives of these evaluations are to provide comprehensive, unbiased evaluation results of 

fuel cell bus development and performance compared to conventional baseline vehicles.

CARB has enlisted NREL to conduct a third-party evaluation of the BC Transit fleet. CARB 

staff has been gathering data on zero-emission buses to assess the status of the technologies as 

directed by the Board during the July 2009 hearing. While the BC Transit fleet is located outside 

of the United States, the operation of transit fleets within Canada is similar to that of fleets in the 

United States. The bus is designed for the North American market, and future models could be 

built to meet ‘Buy America’ requirements for U.S. transit agencies. This report covers two years 

of revenue service data on the buses from April 2011 through March 2013. A second report is 

planned to cover an additional year through the end of the demonstration (March 2014). 

California Fleet Rule for Transit Agencies and Zero-Emission Buses

In 2000, CARB established a new transit bus fleet rule that set more stringent emission standards 

for new urban bus engines, set fleet emission averages, and promoted advances in the cleanest 

technologies—specifically, zero-emission buses (ZBuses). All transit agencies with 200 or more 

urban buses were required to eventually procure ZBuses as 15% of all new bus purchases. ZBus 

technologies that qualify for this regulation would be those with zero tailpipe emissions. Current 

bus technologies that meet this requirement use an electric propulsion system—battery, trolley, 

or fuel cell. 

Several zero-emission bus demonstrations were required as part of the regulation. These 

demonstrations would begin the introduction of ZBuses and provide data to help determine the 

status of the technology. Once CARB staff had sufficient data and results on the ZBus 

demonstrations, they were to prepare a report to the Board with an assessment of the status of the 

technology and recommendations on how to move forward with the purchase requirements. 

All of the early demonstration programs in the state fielded FCEBs. At that time, battery electric 

buses were smaller vehicles that were plugged in for overnight charging. Transit agencies 

selected fuel cell technology because the manufacturers could integrate the system on full-size 

buses and there were fewer issues with limited range than with battery buses. The primary FCEB 

 

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

Transit Administration, NREL/MP-560-49342-1, November 2010, www.nrel.gov/hydrogen/pdfs/49342-1.pdf. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
2 

demonstration in the state is located at Alameda Contra Costa Transit (AC Transit) and is 

referred to as the Zero Emission Bay Area (ZEBA) project. The ZEBA project is operating 12 

buses and has partners from four Bay Area transit agencies that are subject to the ZBus 

regulation. This demonstration and smaller demonstration programs in California have taken 

more time than originally estimated, and delays have resulted in fewer data available for 

evaluation. In an effort to expand the data set, CARB has provided funding to NREL for the 

evaluation of the BC Transit fleet. The analysis of BC Transit’s ZBus fleet will add performance 

results of a second large scale demonstration and provide a much broader picture of the status of 

the technology. 

BC Transit Profile

BC Transit is the provincial Crown agency responsible for coordinating and providing public 

transportation throughout British Columbia, Canada, with the exception of the metro Vancouver 

area. Headquartered in Victoria, BC Transit provides service to more than 1.5 million residents 

in 130 communities around the province. Whistler Transit, funded by the Resort Municipality of 

Whistler and BC Transit, provides service to the Whistler/Blackcomb communities of British

Columbia. The Whistler resort area has a particularly challenging duty cycle for buses; extreme 

grades,4

 seasonal crush loading, cold temperatures, and wet conditions can cause high wear and 

tear on a transit bus. Figure 1 shows the service area of Whistler Transit. The fleet at Whistler 

consists of 23 buses: 20 FCEBs and 3 diesel buses. During the winter season, three more 

conventional buses are added to accommodate mid-day fueling requirements for the FCEBs 

during the peak season. Whistler Transit operates nine fixed routes, including a commuter 

service to a local community. The FCEBs are not used on the commuter route. 

Description of the BC Transit Fuel Cell Bus Program

The province of British Columbia is committed to sustainable solutions to reduce greenhouse gas 

emissions and has a goal of cutting greenhouse gas emissions by 33% by 2020. To demonstrate 

the potential of hydrogen technology as a zero-emission energy solution, the province initiated a 

demonstration program to deploy a fleet of FCEBs. The BC Transit FCEB program is a fiveyear, $89 million project funded by the Canadian federal government, the province of BC, and 

the Canadian Hydrogen and Fuel Cell Association. The funds cover the incremental cost (over 

conventional diesel) for the project through March 2014—both capital and operating costs for 

the buses and fueling station. The fleet was rolled out in February 2010 during the Winter 

Olympic Games.

The primary goal of the project is to integrate hydrogen fuel cell buses into the regular service of 

an urban transit system and to monitor the fleet’s operations, maintenance, and fueling over a 

sustained period. 

The demonstration in Whistler is a true test for the technology because the FCEBs form the 

backbone of the fleet. Other demonstrations have typically consisted of small numbers of FCEBs 

within much larger conventional fleets; when a demonstration bus is down, the agency has other 

buses sufficient to meet service requirements. The FCEBs in Whistler make up nearly 90% of the 

entire fleet—if too many are out of service, the agency must bring in contingency diesel buses to 

 

4 The maximum ascent grade for the fleet is 16.3%.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
3 

meet service requirements. As a result, the agency must be committed to making the technology 

work. 

In addition to the new buses, the project includes the largest hydrogen station in the world, built 

and operated under contract by Air Liquide. The project also covered the costs for upgrades to 

handle hydrogen-fueled buses safely in a new maintenance facility.

Figure 1. Map of Whistler Transit service area

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4 

Bus Technology Descriptions

The FCEBs in service primarily at Whistler Transit (Figure 2) are 42-foot, low-floor buses built 

by New Flyer with a hybrid electric propulsion system that includes a Ballard Power Systems 

fuel cell. Table 1 provides bus system descriptions for the BC Transit fuel cell buses. Whistler 

Transit provided data on the FCEBs as well as a selection of diesel buses operated from the same 

location. Figure 3 shows one of Whistler Transit’s diesel buses. The fuel cell and diesel buses are 

operated on different routes. Those routes and the implications for comparison are discussed later 

in this report.

Table 1. Fuel Cell Bus System Description

Vehicle System Fuel Cell

Number of buses 20

Bus manufacturer and model New Flyer H40LFR

Model year 2009

Length/width/height 12.5 m/2.59 m/3.35 m (42 ft/102 in./132 in.)

GVWR/curb weight 20,185 kg/15,422 kg (44,500 lb/34,000 lb)

Wheelbase 7.44 m (293 in.)

Passenger capacity 37 seats or 33 passengers with 2 wheelchair 

positions; 23 standees 

Fuel cell manufacturer and model Ballard FCvelocity-HD6 fuel cell power system

Rated power Fuel cell power system: 150 kW

Hybrid type Series, charge sustaining

Drive system Siemens ELFA, integrated by ISE

Propulsion motor 2-AC induction, 85 kW each

Energy storage

Battery: Valence, lithium phosphate, 

2 packs, 16 batteries each

Rated energy: 47 kWh

Accessories Electrical

Fuel storage Eight roof mounted, Dynetek, type 3 tanks; 

5,000 psi rated; 56 kg hydrogen (useful)

Range5 337–381 km (210–237 miles)

Bus purchase cost $2.1 million each

The FCEBs have a fuel cell-dominant hybrid-electric propulsion system in a series configuration. 

In a series configuration, the fuel cell power system is not mechanically coupled to the drive 

axle. The 150 kW fuel cell power system and the 47 kWh energy storage system work together 

to provide power to two 85 kW electric drive motors, which are coupled to the driveline through 

a combining gearbox. When the bus needs extra power, the fuel cell power system and energy 

storage system provide power to the drive motors. When the power requirements of the bus are 

low, the fuel cell power system provides power and recharges the energy storage system. 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. 

The power plant, which is the primary power source for the hybrid system, is Ballard Power 

Systems’150 kW FCvelocity-HD6. The energy storage system consists of two lithium phosphate 

 

5 Range calculations are based on the minimum and maximum monthly average fuel economy and useful fuel.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
5 

battery packs from Valence. The Whistler buses required a supplemental 20 kW heater to meet 

winter heating demands. 

Figure 2. One of Whistler Transit’s fuel cell buses

Figure 3. One of Whistler Transit’s diesel buses

FCEB Development Process—Technology Readiness Levels

In its 2012 annual status report,

6

 NREL introduced a guideline for assessing the technology 

readiness level (TRL) for FCEBs. This guideline was developed using a Technology Readiness 

Assessment Guide7 published by DOE in September 2011. Table 2 provides a TRL guide 

tailored for the commercialization of FCEBs. The technology demonstration/commissioning 

phase that includes TRLs 6 through 8 begins the iterative process to validate the design, analyze 

the results, and reconfigure or optimize the design as needed. The manufacturer typically works 

with a transit agency partner to conduct in-service tests on the bus. Updates to the design are 

made based on the performance results, and the buses go back into demonstration and through 

 

6 Fuel Cell Buses in U.S. Transit Fleets: Current Status 2012, NREL/TP-5600-56406. 7 DOE Technology Readiness Assessment Guide, G 143.3-4a, https://www.directives.doe.gov/directives/0413.3-

EGuide-04a/view. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
6 

the cycle until the design meets the performance requirements. This can be a time-consuming 

process as manufacturers work through technical difficulties. 

Table 2. Technology Readiness Levels for FCEB Commercialization

Relative Level of 

Technology 

Development

Technology 

Readiness 

Level

TRL Definition Description 

Deployment TRL 9

Actual system 

operated over the full 

range of expected 

conditions

The technology is in its final form. 

Deployment, marketing, and support begin 

for the first fully commercial products.

Technology 

Demonstration/ 

Commissioning

TRL 8

Actual system 

completed and 

qualified through test 

and demonstration

The last step in true system development. 

Demonstration of a limited production of 50 

to 100 buses at a small number of 

locations. Beginning the transition of all 

maintenance to transit staff.

TRL 7 Full-scale validation in 

relevant environment

A major step up from TRL 6 by adding 

larger numbers of buses and increasing the 

hours of service. Full-scale demonstration 

and reliability testing of 5 to 10 buses at 

several locations. Manufacturers begin to 

train larger numbers of transit staff in 

operation and maintenance.

TRL 6

Engineering/pilot-scale 

validation in relevant 

environment

First tests of prototype buses in actual 

transit service. Field testing and design 

shakedown of 1 to 2 prototypes. 

Manufacturers assist in operation and 

typically handle all maintenance. Begin to 

introduce transit staff to technology.

Technology 

Development

TRL 5

Laboratory scale, 

similar system 

validation in relevant 

environment

Integrated system is tested in a laboratory 

under simulated conditions based on early 

modeling. System is integrated into an 

early prototype or mule platform for some 

on-road testing.

TRL 4

Component and 

system validation in 

laboratory environment

Basic technological components are 

integrated into the system and begin 

laboratory testing and modeling of potential 

duty cycles.

Research to Prove 

Feasibility

TRL 3

Analytical and 

experimental critical 

function and/or proof of 

concept

Active research into components and 

system integration needs. Investigate what 

requirements might be met with existing 

commercial components.

TRL 2

Technology concept 

and/or application 

formulated

Research technology needed to meet 

market requirements. Define strategy for 

moving through development stages. Basic Technology 

Research TRL 1 Basic principles 

observed and reported

Scientific research and early development 

of FCEB concepts. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
7 

Figure 4 provides a graphic representation of this process. NREL considers the BC Transit

FCEBs to be at TRL 7 because the design of the bus was led by manufacturers experienced with 

FCEB development and the deployment includes the 20-bus BC Transit fleet. These buses 

represent a full-scale validation in a relevant environment.

Figure 4. Graphic representation of the commercialization process developed for FCEBs

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
8 

Fueling and Maintenance Facilities

As part of the program, Air Liquide built a hydrogen station in Whistler. As part of constructing 

a new maintenance facility, BC Transit included upgrading the building for safe use of 

hydrogen-fueled buses. This section describes the station and provides a summary of fueling data 

from April 2011 through March 2013. 

Air Liquide Hydrogen Station

Fueling a 20-bus FCEB fleet requires a station capable of dispensing a significant amount of 

hydrogen—up to 800 kg per day when the entire fleet is operating. BC Transit used a typical bid 

process to select the fuel supplier. The agency released a request for proposals that outlined the 

specific needs for the station. After reviewing the proposals, BC Transit contracted with Air 

Liquide to build, maintain, and operate a station for the demonstration. The buses are fueled by 

Whistler Transit staff. The station is a liquid hydrogen storage and gaseous dispensing station 

and is designed to fast-fill up to 20 buses per day. The station (shown in Figure 5) includes the 

following equipment: 

• Two liquid hydrogen storage tanks—approximately10,000 kg total

• Three liquid hydrogen pumps 

• Vaporizer 

• Dispenser with two hoses 

• High pressure gaseous storage bank

• Control system container 

• Remote monitoring. 

Figure 5. Air Liquide hydrogen station at Whistler Transit Centre

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9 

A liquid hydrogen station best fit the BC Transit requirements and required a footprint that was 

reasonable given the property limits of the facility. Obtaining liquid hydrogen provided a 

challenge because of the distance between Whistler and Air Liquide’s nearest production facility 

in Becancour, Quebec. At a distance of 4,650 kilometers (2,889 miles) it takes up to three days 

for a tanker to deliver hydrogen to the site. Because of the logistics, the station was designed 

with two liquid hydrogen tanks to ensure sufficient on-site hydrogen to fuel the buses. Also, two 

tanker trucks are used to allow a delivery each week. Figure 6 shows one of the tanker trucks 

ready to fill the station with liquid hydrogen. 

Figure 6. A delivery tanker fills the Whistler Transit station with liquid hydrogen. Photo courtesy of 

Air Liquide

The Quebec plant produces hydrogen using renewable methods—through electrolysis of water 

and using a chlor alkali waste recuperation process. Power for these processes comes from the 

local electric grid, which is 98% hydro-electric or other renewable sources. This was important 

for BC Transit in evaluating proposed fueling solutions for the fleet including full life cycle 

analysis of the greenhouse gases produced during hydrogen generation, delivery, and use. BC 

Transit used the model GHGenius,8 which was developed for Natural Resources Canada. Even 

with the logistics of trucking this hydrogen across Canada, the agency estimates it reduces 

greenhouse gas emissions by 62% compared to what it would have with a diesel fleet.

Construction on the station was completed in November 2009. BC Transit set the following 

goals for the station: 

• Achieve a full fill (~45 kg) in 10 minutes 

• Fill up to 18 buses sequentially 

• Demonstrate 100% reliability during the fueling window. 

 

8 www.ghgenius.ca/about.php 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
10 

The station cost reported by Air Liquide was approximately $6 million (CAD), not including the 

cost of land and civil work needed to prepare the site. This cost is likely more than that of a 

similar station because of the need for additional hydrogen storage specific to this site (to 

account for the logistics of transporting from Quebec). BC Transit’s original maintenance 

contract with Air Liquide was for five years to cover the planned demonstration. 

Figure 7 shows a basic schematic of the station and primary components. There are three liquid 

pumps, two of which are required for operation. The third pump builds in redundancy to avoid 

station downtime. 

Figure 7. Block diagram of the Air Liquide station. Diagram courtesy of Air Liquide

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
11 

The dispenser (see Figure 8) is equipped with two hoses. Hydrogen losses are inherent in any 

liquid hydrogen station (as with liquid natural gas) and come from boil-off, transfer between 

storage tanks, and the cooling process of the pumps during fueling. To minimize these losses, the 

station is configured to capture boil-off from the storage tanks in the gaseous buffer tanks. If the 

buffer is full, the excess hydrogen is vented. For this demonstration, the primary losses identified 

by Air Liquide are due to on-site storage tank boil-off and transfer from one tank to the other. 

Fuel losses during transport from Quebec also occurred but are considered minor compared to 

the on-site losses.

Figure 8. Hydrogen dispenser

Maintenance Facilities

When the project was being planned, BC Transit was in the process of expanding service in 

Whistler and required a larger facility. Senior Government funding for the FCEB project 

provided for the maintenance bays to be equipped for safe handling of hydrogen. In addition to 

increased air flow and hydrogen sensors, each maintenance bay is equipped with vent lines that 

are connected to a bus’s hydrogen system while it is parked inside. This cost was estimated at 

$680,000 (CAD). The capability to maintain hydrogen buses was built into the facility as it was 

constructed and this cost is not necessarily comparable to what would be required to upgrade an 

existing facility. Figure 9 shows the maintenance facility, which has six bays for maintaining the 

buses. Figure 10 shows the interior of the facility.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
12 

Figure 9. Whistler Transit maintenance facility

Figure 10. Maintenance facility. Photo courtesy of BC Transit

Figure 11 shows the outdoor bus storage area at the Whistler Transit Centre. The canopy is 

equipped to allow the buses to be plugged in during cold weather. This is to keep the fuel cells 

from freezing—it does not charge the batteries.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
13 

Figure 11. Bus storage area at Whistler Transit

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
14 

Implementation Experience

BC Transit used a standard procurement process to purchase the FCEBs. The agency released a 

request for proposals in February 2007 outlining bus specifications to meet the service 

requirements of Whistler. The FCEB project was planned in two phases: 

• Phase 1: Pre-production bus design, testing, and validation 

• Phase 2: Production buses final design, manufacture, and operation. 

After reviewing the proposals, BC Transit selected New Flyer Industries to supply the preproduction bus to be used to validate the design and operating performance. This pre-production 

bus—or pilot bus—would be the basis for the production buses. New Flyer subcontracted with 

ISE Corporation for hybrid system design and integration and with Ballard Power Systems for 

the fuel cell power system.

Pilot Bus Testing

The pilot bus was delivered to BC Transit in Victoria on September 22, 2008. ISE conducted the 

initial commissioning and testing of the bus in San Diego, California, prior to shipping the bus to 

Victoria. Once the bus was delivered to BC Transit, an evaluation team conducted a 30-day 

evaluation of the bus with a goal of determining whether the bus was suitable for full transit 

operations and to identify issues that would need to be modified for the production buses. During 

testing, the evaluation team operated the bus in two shifts per day, driving around Victoria on 

regular transit routes. The bus was loaded with sandbags and water jugs to simulate passenger 

loads. During each shift, a BC Transit driver would operate the bus, and a BC Transit engineer 

and at least one technician from one of the manufacturers would monitor the performance. The 

BC Transit engineer logged any faults that occurred. If possible, the manufacturer technician 

corrected the fault as it was encountered. During the evaluation, the bus was driven to Whistler, 

operated over some of the more demanding routes, and driven back to Victoria. 

The bus was driven an average of 309 kilometers (192 miles) per day during the test for a total of 

8,650 kilometers (5,375 miles) and more than 300 hours. The reported fuel consumption 

averaged 8.35 kilograms per 100 kilometers (kg/100 km), which equates to approximately 8.4 

miles per diesel gallon equivalent (mi/DGE). The pilot bus testing took place mostly in Victoria 

where conditions are not as harsh as that of the Whistler area. At the end of the 30-day test, BC 

Transit determined that the bus met the minimum performance criteria but identified a number of 

key issues to address for the production buses. 

The pilot bus was also tested in a cold chamber at specified ambient temperatures down to 

−20°C. The cold chamber is located in Ottawa, Ontario, at the National Research Council 

Canada’s Surface Transportation facilities.9 The tests were done to address potential noncompliance issues related to cold weather operating performance and to identify necessary 

design changes or other mitigating actions prior to building the production buses. Tests were 

conducted on the following systems: 

1. On-road emergency fuel cell module freeze protection system

 

9 http://www.nrc-cnrc.gc.ca/eng/solutions/facilities/surface_transportation/environmental_chamber.html. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
15 

2. Interior coach heating, dehumidification, and windshield defrosting 

3. Thermal management and operation of Valence batteries 

4. Thermal management of fuel cell module coolant loop and cold-start reliability. 

Once all testing on the pilot bus was completed, BC Transit outlined key issues that required 

modifications prior to building the production buses. 

Service Starts During the 2010 Winter Olympics

BC Transit planned to have the buses operating in time to be showcased at the 2010 Winter 

Olympic Games held in Vancouver and Whistler. Plans began well in advance of this event; 

however, new technology development can take significantly more time than procurement of a 

standard bus technology. The manufacturers worked through several issues and challenges to 

meet this deadline. The first bus was delivered in November 2009 and the final bus arrived in 

January 2010. The buses were successfully introduced during the Olympics through major 

support from the manufacturer partners.

One major challenge involved changes to the energy storage system. The original battery 

manufacturer was acquired by an automotive original equipment manufacturer that then 

discontinued its heavy duty product, forcing ISE to change vendors and modify the hybrid 

system to accommodate the new battery packs. Then in early 2010, ISE became insolvent and a 

portion of the company and technology was purchased by Bluways. Technical support for the 

hybrid system diminished significantly, and eventually New Flyer and Ballard stepped up their 

level of support for the fleet.

Whistler Transit Operations

After the Olympic debut, Whistler Transit placed the FCEBs into normal operation in the 

Whistler/Blackcomb service area. As mentioned previously, the FCEBs make up the majority of 

the fleet at Whistler and represent a true test of how the technology can be integrated into transit 

operations. At the beginning of the demonstration, the manufacturers provided training and 

support to Whistler Transit while staff became familiar with the operation and maintenance of 

the buses. Over time, the agency staff has assumed responsibility for the majority of maintenance 

on the buses with occasional support from Ballard and New Flyer.

As it serves a resort municipality, Whistler Transit’s service varies throughout the year with the 

heaviest use occurring during the peak of the winter season. During that time, the agency needs a 

maximum number of buses to meet service demands and brings in additional diesel buses to 

accommodate the need for mid-day fueling for some of the FCEBs. The duty cycle and 

conditions are challenging. Average temperature ranges from a low of −8°C (17.6°F) up to a 

high of 27°C (80.6°F) but the temperature can occasionally drop to −25°C (−13°F) and rise to 

35°C (95°F) for short durations. Heavy passenger loading with added weight from ski gear, cold 

temperatures, icy roads, melting snow, and high road grades tests the FCEBs in one of the 

harshest settings in the province. In summers the passenger loading drops, requiring fewer buses 

to meet service demands.

Early in the demonstration, the agency determined that the range of the FCEBs was not sufficient 

for all-day operation on the commuter route to the local community of Pemberton and the buses 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
16 

had difficulties with the long hilly terrain (insufficient power). As a result they were not able to 

meet the service schedule. For those reasons, the FCEBs are operated on all but the commuter 

runs. The buses leave the Transit Centre in the morning and some buses return for a mid-day 

fueling before operating on the afternoon shift. At the end of the day, the buses are fueled again 

and prepped for the next day’s service. 

Summary of Achievements and Challenges to Date

This section focuses on the achievements and challenges of BC Transit and its partners in 

implementing operation of the FCEB fleet. As with all new technology development, there have 

been many lessons learned that can be used by other agencies considering FCEB technology. 

From BC Transit’s perspective, there have been many achievements for the demonstration, 

including the following: 

• The project was delivered on-time and on-budget. 

• The FCEBs have accumulated more than 3 million kilometers in revenue service, 

operating up to 22 hours a day in a wide range of temperatures.

• By operating the FCEBs, the agency has avoided emitting more than 4,400 tons of CO2

compared to operating diesel buses. 

• The FCEBs form the backbone of the fleet—20 of 23 buses or 26 during peak season. 

• The FCEBs have been incorporated into the fleet and are fully supported by Whistler 

Transit staff.

• The hydrogen station has operated reliably with few issues, none of which resulted in 

downtime for the buses. 

• The station has dispensed more than 462,000 kilograms of fuel over 17,900 fills without a 

safety incident. 

• The FCEBs have been accepted by the drivers, passengers, and the local community. 

The challenges and lessons learned so far include bus-related problems and programmatic issues, 

as well as market developments that can cause a ripple effect for the entire fuel cell bus industry. 

The remainder of this section outlines some of the issues encountered during the demonstration. 

Bus range—While the original design included eight hydrogen tanks, the number of tanks on the 

production buses was reduced to six because of weight considerations. Once the buses went into 

service, BC Transit determined that the performance would not meet the service requirements. 

Early in the demonstration, the manufacturer added the two tanks back to each bus. In addition, 

Whistler Transit added a mid-day fueling to the operation to ensure that the buses could operate 

all day. This has required the agency to hire more staff to fuel the buses. This mid-day fueling 

was only required for a few specific routes.

Bus suspension—The buses have had issues with the suspension because of the weight and the 

difficult duty cycle. Components within the suspension, such as sway bars, have experienced 

higher wear and tear compared to similar components on conventional buses. To address the 

issue of early failures, Whistler Transit has added these components to its parts inventory and is 

integrating replacements into the normal preventive maintenance schedule.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
17 

Battery issues—The batteries have had issues that have been addressed with a routine procedure 

to balance the packs. Whistler Transit uses a Brusa charger for this procedure, which can take a 

few hours to a few days. This takes a bus out of service for the duration of the charging time and 

also takes up space in the facility.

Air compressor/motor/controller—The air compressor, motor, and controller assembly, which 

is part of the fuel cell balance of plant, has proved to be one of the biggest issues for the system. 

Ballard is currently testing another compressor and plans to handle this component as part of its 

system for future buses. 

Fuel cell lifetime—In its early experience with FCEB demonstrations, Ballard determined that it 

could lengthen the life of the fuel cell stack by periodically performing a dry-out procedure. For 

BC Transit, this required removing the module and shipping it to Ballard for the procedure. The 

demonstration project has two spare fuel cell modules, so this could be done without taking a bus 

out of service for an extended time. Currently, this procedure is done at Whistler Transit without 

removing the fuel cell from the bus. Ballard is working on a process to incorporate the dry-out 

process into the module operation so that it is transparent to the customer. 

Delivery schedule—Planning any new bus procurement can take more time than anticipated. 

This is especially true for advanced technology buses. BC Transit planned to roll out its FCEB 

fleet during the 2010 Olympics, and this was a date that could not be moved if the buses took 

longer to develop and build. The partners met the target; however, the buses had not been fully 

optimized. The demonstration was successful, but it took a significant number of technical staff 

from the manufacturers to ensure that all went as planned. Once the buses were delivered to 

Whistler for regular operations, it took additional time for the manufacturers to modify the buses. 

BC Transit estimates that the first year and a half of the demonstration was dedicated to 

addressing issues that might not have been necessary if the team had sufficient time to work out 

the bugs prior to launch. 

Changing market players—The current economic climate has resulted in changing players 

within the FCEB market. Over the years, several companies have left the market through 

restructuring or bankruptcy. The departure of ISE left the project team with insufficient support 

for the demonstration. The company’s demise affected other FCEB demonstrations as well. 

When the partners no longer provide technical support or produce parts needed for repair, this 

makes conducting long-term demonstrations a challenge.

Evolution of technology and components—As the technology development progresses, 

components and parts are modified for new designs. This evolution results in components that 

are now obsolete for current demonstrations. Replacement parts become hard to locate or may 

become obsolete because manufacturers have stopped producing the older designs. Obtaining 

replacement battery modules has proved to be challenging for BC Transit because the 

manufacturer’s new battery design is not the same size or does not have the same operating 

characteristics. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
18 

Evaluation Results

From the time the buses were deployed through March 2013, the FCEBs have operated more 

than 3 million kilometers and the fuel cell power plants have accumulated more than 157,000 

hours. The results presented in this section cover two years of FCEB operations from April 2011 

through March 2013. By this time period, the buses were fully integrated into the fleet and were 

operating in typical service at Whistler Transit. The time periods prior to this were considered 

developmental; the manufacturers were still making modifications to the buses’ systems to 

optimize performance. These early data are not included in the calculations presented in this 

report. 

FCEB Route Assignments

Whistler Transit operates the FCEB and diesel bus fleet on eight fixed routes in the 

Whistler/Blackcomb area. The diesel buses are used primarily as a fill-in when the FCEBs are 

out of service for maintenance. Because the diesel buses and FCEBs are not used in similar 

service, a direct comparison is not necessarily accurate—especially when comparing fuel 

economy. BC Transit has provided averages for diesel buses within its fleet that operate in a duty 

cycle more similar to that of the FCEBs. NREL has included those averages where appropriate 

for comparison to a baseline. 

Bus Use and Availability

Bus use and availability are indicators of reliability. Lower bus usage may indicate downtime for 

maintenance or purposeful reduction of planned work for the buses. This section summarizes bus 

usage and availability for the FCEBs. 

BC Transit and Whistler Transit provided bus odometer data from several sources including 

fueling records and maintenance work orders. Data from these sources were manually entered 

and are subject to human error. British Columbia’s carbon neutral regulation requires all public 

sector organizations (including BC Transit) to measure, reduce, and, where regulated, offset 

greenhouse gas (GHG) emissions from buildings, vehicle fleets, and paper use. BC Transit 

reports its annual carbon emissions to the Pacific Carbon Trust (PCT).10 The BC government set 

up the PCT as part of the Climate Action Plan to reduce GHG emissions in the province. The BC 

Transit Low Carbon and Electric Vehicle Offset Project—GHG Project Plan11 details offsets 

associated with the replacement of diesel buses in service on Whistler Transit routes with buses 

that use lower-GHG-emitting fuels (such as hydrogen). The Public Transit Offset Protocol and 

the Project Plan provide a route to quantifying, standardizing, and certifying emissions 

reductions enabled through fuel efficiency and fuel switching activities by Public Transit bodies. 

The resulting offsets may be sold as a commodity to create revenue for the Public Transit bodies, 

allowing them to make the decision to undertake a lower-GHG-emitting track, where business as 

usual would have maintained a higher-emissions status quo.

 

10 Pacific Carbon Trust website: http://www.pacificcarbontrust.com/. 11 The project plan and validation and verification reports are available at the Markit Environmental Registry:

http://mer.markit.com/br-reg/public/project.jsp?project_id=100000000000957.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
19 

During the reporting process, the data are validated using all sources within the agency. NREL’s 

analysis of the raw data was within 3% to 5% of the numbers reported to PCT. The analysis in 

this report uses the kilometers as reported to the PCT. 

Table 3 summarizes the average monthly distance traveled in kilometers and miles for the 

FCEBs for the two-year data period. During this period, the buses traveled more than 2.1 million 

kilometers (1.3 million miles) for a monthly average per bus of 4,422 kilometers (2,748 miles). 

Table 3. Average Monthly Distance Traveled (Evaluation Period)

Bus 

Total 

Kilometers

4/11–3/12

Total 

Kilometers

4/12–3/13

Total 

Kilometers

Total 

Miles Months 

Monthly 

Average 

Kilometers

Monthly 

Average 

Miles

1000 45,278 45,295 90,573 56,279 24 3,774 2,345

1001 45,611 50,460 96,071 59,696 24 4,003 2,487

1002 62,080 53,887 115,967 72,059 24 4,832 3,002

1003 47,530 56,787 104,317 64,820 24 4,347 2,701

1004 57,791 56,753 114,544 71,174 24 4,773 2,966

1005 61,342 48,887 110,229 68,493 24 4,593 2,854

1006 54,749 59,526 114,275 71,007 24 4,761 2,959

1007 61,551 40,100 101,651 63,163 24 4,235 2,632

1008 47,837 54,035 101,872 63,300 24 4,245 2,638

1009 55,345 67,942 123,287 76,607 24 5,137 3,192

1010 43,375 60,652 104,027 64,639 24 4,334 2,693

1011 51,046 59,455 110,501 68,662 24 4,604 2,861

1012 48,809 60,890 109,699 68,164 24 4,571 2,840

1013 49,109 55,026 104,135 64,706 24 4,339 2,696

1014 39,454 48,927 88,381 54,917 24 3,683 2,288

1015 55,787 52,470 108,257 67,268 24 4,511 2,803

1016 48,234 47,111 95,345 59,245 24 3,973 2,469

1017 54,320 55,146 109,466 68,019 24 4,561 2,834

1018 48,561 61,906 110,467 68,641 24 4,603 2,860

1019 46,238 63,149 109,387 67,970 24 4,558 2,832

Total 1,024,047 1,098,404 2,122,451 1,318,830 480 4,422 2,748

Figure 12 charts the average distance traveled by month for the fleet in kilometers and miles. The 

general target of 3,000 miles per month is included as a line on the chart (the target of 3,000 

miles per month is a general target for U.S transit buses and does not reflect a goal for BC 

Transit). The figure clearly shows the seasonal nature of the service in Whistler, with the highest 

monthly distance traveled during the winter months and the lower averages during the summer 

months. During peak season, the fleet’s monthly average mileage exceeds the target.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
20 

Figure 12. Average distance traveled by month

Another measure of reliability is availability—the percentage of days the buses are actually 

available for service out of days that the buses are planned for operation. For the BC Transit 

FCEB fleet, the buses are planned to operate every day, including weekends. To calculate daily 

availability, NREL used the daily bus allocation sheets provided by Whistler Transit. These daily 

allocation sheets provide a history of which buses were scheduled for service, which buses were 

available as spares, and which buses failed in service (roadcall). Because the daily allocation 

sheets have been filed as paper records, not all the sheets were available for analysis. Whistler 

Transit provided approximately 73% of the daily allocation sheets, which is considered to be a 

sufficient sample size to be representative of the total.

The data presented are based on availability for morning pull-out and don’t necessarily reflect 

all-day availability. Figure 13 shows the monthly availability for the FCEBs during the two-year 

period. The target of 85% is included as a dashed line. Average monthly availability ranged from 

a low of 58% up to a high of 80%. The overall average availability for the period was 69%. 

Overall availability for each bus varies from 54% up to 78%. 

The daily bus allocation sheets track available buses but do not indicate the reasons why a bus is 

not available. Because of this, a categorization of unavailability reasons is not possible. NREL 

has included a breakdown of labor hours by category later in the analysis to indicate the systems 

that are causing downtime. 

0

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Apr-11

May-11

Jun-11

Jul-11

Aug-11Sep-11

Oct-11

Nov-11Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Jul-12

Aug-12Sep-12

Oct-12

Nov-12Dec-12

Jan-13

Feb-13

Mar-13

Miles

Kilometers

Monthly km/ bus

Target 3,000 miles

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
21 

Figure 13. Average monthly availability for the FCEBs

Fuel Consumption, Fuel Economy, and Cost

BC Transit provided individual fueling records for all of the buses during the data period. NREL 

analyzed these records to determine fuel consumption for each bus and the fleet as a whole. BC 

Transit tracks fuel consumption as kilograms per 100 kilometers (kg/100 km). To compare the 

FCEB fleet to conventional diesel buses, we also have calculated fuel consumption in liters per 

100 kilometers. BC Transit reports that its diesel buses operating in similar service to the FCEBs 

in Whistler have an average fuel consumption of 55 L/100 km. Table 4 provides the calculated 

fuel consumption for each bus and the fleet as a whole in both units. For comparison to the 

FCEBs in the United States, the table also includes fuel economy in miles per kilogram and 

miles per diesel gallon equivalent.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Apr-11

May-11

Jun-11

Jul-11

Aug-11Sep-11

Oct-11

Nov-11Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Jul-12

Aug-12Sep-12

Oct-12

Nov-12Dec-12

Jan-13

Feb-13

Mar-13

Percent Availability

FCEBs Target 85%

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
22 

Table 4. Fuel Consumption and Fuel Economy (Evaluation Period)

Bus Kilograms 

per 100 km

Liters per 

100 km

Miles per 

kg Miles per DGE

1000 16.61 55.62 3.74 4.23

1001 15.62 52.31 3.98 4.50

1002 16.05 53.77 3.87 4.37

1003 15.05 50.40 4.13 4.67

1004 15.16 50.78 4.10 4.63

1005 15.33 51.35 4.05 4.58

1006 16.11 53.95 3.86 4.36

1007 15.28 51.18 4.07 4.60

1008 14.68 49.17 4.23 4.78

1009 15.37 51.48 4.04 4.57

1010 14.98 50.19 4.15 4.69

1011 15.27 51.16 4.07 4.60

1012 15.51 51.94 4.01 4.53

1013 15.46 51.78 4.02 4.54

1014 15.00 50.25 4.14 4.68

1015 15.01 50.27 4.14 4.68

1016 16.24 54.40 3.83 4.32

1017 15.99 53.55 3.89 4.39

1018 16.01 53.64 3.88 4.38

1019 14.95 50.07 4.16 4.70

Total 15.48 52.86 4.01 4.53

Diesel 

comparison 55.00 4.28

Figure 14 shows the monthly fuel consumption for the fleet in kg/100 km. Each year of the twoyear data period is presented as a separate line on the chart. The monthly mean ambient 

temperature for each year is included on the graph to show the seasonal variation. This seasonal 

variation results in a swing for fuel consumption from a low of around 13 kg/100 km in the 

summer months up to a high of 17.8 kg/100 km during the winter. The average fuel consumption 

during the entire period is 15.48 kg/100 km. (For a U.S. comparison, the fuel economy varies 

seasonally from a low of 3.5 mi/DGE up to 4.9 mi/DGE. The overall fleet average is 4.53 

mi/DGE.) This is higher than the fuel consumption measured for the pilot bus during its 30-day 

test period. As mentioned previously, the pilot bus was tested primarily in Victoria where the 

environmental conditions are not as harsh as that of Whistler. Also, the production buses were 

modified from the original design. Those modifications included the addition of a 20 kW heater 

and optimization of the control strategy between the energy storage system and the fuel cell. As a 

result of these changes, the production buses consume more fuel during operation than the pilot 

bus did. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
23 

Figure 14. Fuel consumption for the FCEBs in kg/100 km

Figure 15 presents the same information in diesel equivalent L/100 km. For comparison, the 

average diesel fuel consumption of 55 L/100 km is included as a black line on the chart. The 

FCEBs have fuel consumption that is 5% less than that of the diesel buses. Figure 16 presents the 

fuel economy in miles per diesel gallon equivalent. 

Figure 15. Fuel consumption for the FCEBs in L/100 km

Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar 0

2

4

6

8

10

12

14

16

18

Fuel Economy by Year - [kg/100km]

BCTransit Whistler

Fuel Consumption [kg/100km]

-5

0

5

10

15

20

Temperature [deg C]

Apr2011-Mar2012

Apr2012-Mar2013

Avg Temp Year1

Avg Temp Year2

Created: Oct-11-13 10:25 AM

Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar 0

10

20

30

40

50

60

Fuel Consumption by Year - [litersDE/100km]

BCTransit Whistler

Fuel Economy [litersDE/100km]

-5

0

5

10

15

20

Temperature [deg C]

Apr2011-Mar2012

Apr2012-Mar2013

Diesel Avg

Avg Temp Year1

Avg Temp Year2

Created: Oct-11-13 10:25 AM

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
24 

Figure 16. Fuel economy for the FCEBs in mi/DGE

The cost of dispensed hydrogen is $10.55 per kg, which excludes any capital or other costs that 

were paid by BC Transit at the beginning of the project. Based on $10.55 per kg, the hydrogen 

fuel cost per kilometer is $1.63 (CAD). This equates to $2.62 (USD) per mile. 

Maintenance Analysis

All work orders for the study buses were collected and analyzed for this evaluation. The 

maintenance labor costs are the actual costs for BC Transit. Labor hours reported are for 

Whistler Transit staff only—any labor hours by the manufacturers are not captured in the work 

orders and therefore are not included in the data analysis. It should be emphasized that the 

FCEBs were under warranty until February 2013 and for the data period presented in the report 

any high-cost parts are not included in the cost calculations. NREL expects the maintenance 

costs for materials will increase over the next year as the buses require replacement parts that are 

no longer covered under warranty. This section first covers total maintenance costs and then 

maintenance costs by bus system.

Total Maintenance Costs 

Total maintenance costs include the price of parts and labor rates for BC Transit. The labor hours 

are listed in the tables and can be used by other agencies to estimate the cost for their specific 

rates. Table 5 shows total maintenance costs for the fuel cell buses in cost per kilometer, $1.03, 

and cost per mile, $1.60. Scheduled and unscheduled maintenance costs are provided in Table 6. 

BC Transit reports that the average maintenance cost for diesel buses in similar service is $0.65 

per kilometer. Using this for comparison, the FCEBs in this demonstration have a total 

maintenance cost that is 58% higher than that of diesel buses. Figure 17 shows the monthly 

scheduled and unscheduled cost (CAD) per kilometer for the FCEBs during the data period. 

Figure 19 presents the same data in cost (USD) per mile.

Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar 0

1

2

3

4

5

Fuel Economy by Year - [miles/DGE]

BCTransit Whistler

Fuel Economy [miles/DGE]

25

30

35

40

45

50

55

60

65

Temperature [deg F]

Apr2011-Mar2012

Apr2012-Mar2013

Diesel Avg

Avg Temp Year1

Avg Temp Year2

Created: Oct-11-13 10:25 AM

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
25 

Table 5. Total Maintenance Costs (Evaluation Period)

Bus Kilometers Parts ($) Labor 

Hours 

Total Cost 

per km (CAD) Miles Total Cost per Mile (USD)

1000 90,573 21231.42 1595.4 1.23 56,279 1.92

1001 96,071 18965.77 1699.7 1.20 59,696 1.86

1002 115,967 21783.02 1877.78 1.06 72,059 1.65

1003 104,317 17,075.46 1761.79 1.14 64,820 1.78

1004 114,544 22,838.59 1532.51 0.97 71,174 1.52

1005 110,229 30,583.80 1595.79 1.06 68,493 1.65

1006 114,275 23,034.99 1615.85 1.01 71,007 1.58

1007 101,651 23,203.41 1560.21 1.12 63,163 1.74

1008 101,872 18,268.08 1988.25 1.13 63,300 1.75

1009 123,287 23,225.64 1603.82 0.85 76,607 1.33

1010 104,027 21,724.64 1809.73 1.13 64,639 1.76

1011 110,501 14,951.31 1499.87 0.89 68,662 1.38

1012 109,699 15617.49 1521.35 0.88 68,164 1.36

1013 104,135 13424.59 1608.3 0.93 64,706 1.44

1014 88,381 29504.7 1679.14 1.39 54,917 2.16

1015 108,257 17914.77 1471.75 0.93 67,268 1.44

1016 95,345 28767.28 1701.54 1.25 59,245 1.94

1017 109,466 14878.85 1314.32 0.83 68,019 1.30

1018 110,467 17866.44 1606.3 0.90 68,641 1.41

1019 109,387 12146.07 1377.98 0.81 67,970 1.25

Total 2,122,451 407,006 32,421 1.03 1,318,830 1.60

Table 6. Scheduled and Unscheduled Maintenance Costs (Evaluation Period)

Bus Kilometers

Scheduled 

Cost per km

(CAD)

Unscheduled 

Cost per km 

(CAD)

Miles

Scheduled 

Cost per 

Mile (USD)

Unscheduled 

Cost per Mile 

(USD)

1000 90,573 0.22 1.02 56,279 0.34 1.58

1001 96,071 0.24 0.95 59,696 0.38 1.48

1002 115,967 0.21 0.85 72,059 0.33 1.32

1003 104,317 0.21 0.93 64,820 0.33 1.44

1004 114,544 0.24 0.74 71,174 0.37 1.14

1005 110,229 0.19 0.87 68,493 0.30 1.35

1006 114,275 0.21 0.81 71,007 0.32 1.26

1007 101,651 0.23 0.88 63,163 0.37 1.38

1008 101,872 0.20 0.93 63,300 0.31 1.44

1009 123,287 0.18 0.67 76,607 0.29 1.04

1010 104,027 0.19 0.95 64,639 0.29 1.47

1011 110,501 0.18 0.70 68,662 0.29 1.09

1012 109,699 0.19 0.68 68,164 0.30 1.06

1013 104,135 0.19 0.73 64,706 0.30 1.14

1014 88,381 0.21 1.18 54,917 0.32 1.84

1015 108,257 0.21 0.72 67,268 0.33 1.12

1016 95,345 0.20 1.05 59,245 0.31 1.63

1017 109,466 0.21 0.62 68,019 0.33 0.96

1018 110,467 0.19 0.71 68,641 0.30 1.11

1019 109,387 0.22 0.59 67,970 0.34 0.91

Total 2,122,451 0.21 0.82 1,318,830 0.32 1.27

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
26 

Figure 17. Monthly scheduled and unscheduled costs (CAD) per kilometer for the FCEBs

Figure 18. Monthly scheduled and unscheduled costs (USD) per mile for the FCEBs

$0.00

$0.20

$0.40

$0.60

$0.80

$1.00

$1.20

$1.40

Apr-11

May-11

Jun-11

Jul-11

Aug-11Sep-11

Oct-11

Nov-11Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Jul-12

Aug-12Sep-12

Oct-12

Nov-12Dec-12

Jan-13

Feb-13

Mar-13

Cost (CAD) per kilometer

Unscheduled cost/km Scheduled cost/km Average diesel cost/km

$0.00

$0.50

$1.00

$1.50

$2.00

$2.50

Apr-11

May-11

Jun-11

Jul-11

Aug-11Sep-11

Oct-11

Nov-11Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Jul-12

Aug-12Sep-12

Oct-12

Nov-12Dec-12

Jan-13

Feb-13

Mar-13

Cost (USD) per mile

Unscheduled cost/mi Scheduled cost/mi

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
27 

Maintenance Costs Categorized by System

Table 8 shows maintenance costs itemized by vehicle system (without warranty costs). The 

vehicle systems shown in the table are as follows:

• Cab, body, and accessories—Includes body, glass, and paint repairs following 

accidents; cab and sheet metal repairs on seats and doors; and accessory repairs such as 

hubodometers and radios 

• Propulsion-related systems—Repairs for exhaust, fuel, engine, electric motors, fuel cell 

modules, propulsion control, non-lighting electrical (charging, cranking, and ignition), air 

intake, cooling, and transmission 

• Preventive maintenance inspections (PMI)—Labor for inspections during preventive 

maintenance

• Brakes

• Frame, steering, and suspension

• Heating, ventilation, and air conditioning (HVAC) 

• Lighting

• Air system, general

• Axles, wheels, and drive shaft

• Tires.

Table 7. Maintenance Cost by System (Evaluation Period)

System Cost per 

Kilometer (CAD)

Cost per 

Mile (USD)

Percent of 

Total (%)

Cab, body, and accessories 0.12 0.19 12.2

Propulsion-related 0.59 0.91 57.3

PMI 0.13 0.20 12.4

Brakes 0.03 0.05 3.4

Frame, steering, and suspension 0.05 0.07 4.5

HVAC 0.04 0.06 3.7

Lighting 0.02 0.03 1.6

Air, general 0.00 0.00 0.2

Axles, wheels, and drive shaft 0.02 0.03 2.1

Tires 0.03 0.04 2.6

Total 1.03 1.60 100

The propulsion system had the highest percentage of maintenance costs for the FCEBs at more

than 57% of the total costs. The categories of PMI and cab, body, and accessories had 

approximately the same percentage of maintenance costs at 12%. Figure 19 charts the monthly 

labor hours by system and clearly shows that throughout the data period the majority of labor 

was for the propulsion system. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
28 

Figure 19. Monthly labor hours by maintenance category

Propulsion-Related Maintenance Costs

Propulsion-related vehicle systems include the exhaust, fuel, power plant, electric propulsion

system components, air intake, cooling, non-lighting electrical, and transmission systems. These 

systems have been separated to highlight the maintenance costs most directly affected by the 

advanced propulsion system changes for the buses. 

Table 9 shows the propulsion-related system repairs by category for the FCEBs during the 

reporting period in CAD per kilometer and USD per mile. The first section of the table shows 

the total for all categories within the propulsion system. The cooling system and compressor are 

part of the fuel cell balance of plant but have been separated out in the table. The labor costs for 

the Brusa charging have also been separated out to give an indication of the added time needed 

for this activity. The three categories with the highest repair cost were electric motor and 

propulsion repairs; power plant system repairs; and cooling system repairs. Figure 20 shows the 

monthly labor costs for the propulsion system by category. 

As mentioned previously, the FCEBs have been under warranty for the data period in the report. 

This will change over the next year as the buses reach the end of the warranty period, and 

maintenance costs are expected to rise once this happens. NREL will document these costs in the 

next report. 

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Labor Hours

Tires

General air system

repairs

Axles, wheels, and

drive shaft

Lighting

HVAC

Frame, steering,

and suspension

Brakes

PMI

Propulsion-related

Cab, body, and

accessories

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
29 

Table 8. Propulsion-Related Maintenance Costs by System (Evaluation Period)

Maintenance System Costs Kilometers / CAD Miles / USD

Distance traveled 2,122,451 1,318,830

Total Propulsion-Related Systems (Roll-up)

Parts cost ($) 226,601.07 219,123.23

Labor hours 20,105.3 20,105.3

Total cost ($) 1,244,825.20 1,203,745.96

Total cost ($) per mile 0.59 0.91

Fuel System Repairs

Parts cost ($) 33,504.41 32,398.77

Labor hours 1,482.3 1,482.3

Total cost ($) 111,088.17 107,422.26

Total cost ($) per mile 0.05 0.08

Power Plant System Repairs

Parts cost ($) 19,488.65 18,845.53

Labor hours 4,804.1 4,804.1

Total cost ($) 276,065.65 266,955.49

Total cost ($) per mile 0.13 0.20

Electric Motor and Propulsion Repairs

Parts cost ($) 26,828.83 25,943.48

Labor hours 5,899.6 5,899.6

Total cost ($) 301,304.67 291,361.62

Total cost ($) per mile 0.14 0.22

Compressor Repairs

Parts cost ($) 317.61 307.13

Labor hours 953.2 953.2

Total cost ($) 45,210.79 43,718.83

Total cost ($) per mile 0.02 0.03

Non-Lighting Electrical System Repairs (General Electrical, 

Charging, Cranking, Ignition)

Parts cost ($) 46,496.78 44,962.39

Labor hours 2,210.3 2,210.3

Total cost ($) 142,482.80 137,780.87

Total cost ($) per mile 0.07 0.10

Air Intake System Repairs

Parts cost ($) 40,740.39 39,395.96

Labor hours 22.7 22.7

Total cost ($) 42,062.34 40,674.28

Total cost ($) per mile 0.02 0.03

Cooling System Repairs 

Parts cost ($) 59,224.39 57,269.98

Labor hours 2,699.7 2,699.7

Total cost ($) 210,038.54 203,107.27

Total cost ($) per mile 0.10 0.15

Brusa Charging

Parts cost ($) 0.00 0.00

Labor hours 2,033.4 2,033.4

Total cost ($) 116,572.23 112,725.35

Total cost ($) per mile 0.05 0.09

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
30 

Figure 20. Monthly propulsion-related labor hours by category

0

200

400

600

800

1,000

1,200

1,400

Apr-11

May-11

Jun-11

Jul-11

Aug-11

Sep-11

Oct-11

Nov-11Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Jul-12

Aug-12Sep-12

Oct-12

Nov-12Dec-12

Jan-13

Feb-13

Mar-13

Labor Hours

Remaining Hybrid

System

Fuel System

Brusa Charging

Cooling & Air

Intake

Eaton

Compressor

Fuel Cell System

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
31 

Roadcall Analysis

A roadcall or revenue vehicle system failure (as named in the National Transit Database12) is 

defined as a failure of an in-service bus that causes the bus to be replaced on route or causes a 

significant delay in schedule. If the problem with the bus can be repaired during a layover and 

the schedule is kept, this is not considered a roadcall. The analysis described here includes only 

roadcalls that were caused by “chargeable” failures. Chargeable roadcalls include systems that 

can physically disable the bus from operating on route, such as interlocks (doors, air system), 

engine, or things that are deemed to be safety issues if operation of the bus continues. They do 

not include roadcalls for things such as problems with radios or destination signs. 

Table 10 shows the mean distance between roadcall for the FCEBs categorized by total bus 

roadcalls, propulsion-related roadcalls, and fuel-cell-related roadcalls. The results are presented 

in kilometers as well as miles. Figure 21 presents these data graphically, charting the cumulative 

mean distance between roadcall for each category. BC Transit’s target of 5,000 kilometers 

between roadcall is included in the chart (orange dashed line). In the United States, DOE and 

FTA have set targets for miles between roadcall (MBRC) for FCEBs. These are also included on 

the graph for comparison. 

Table 9. Roadcalls and Mean Distance Between Roadcall (Evaluation Period)

Kilometers Miles

Mileage 2,122,451 1,318,830

All roadcalls 866 866

Bus mean distance between roadcall 2,451 1,523

Propulsion-related roadcalls 655 655

Propulsion mean distance between roadcall 3,240 2,013

Fuel-cell-related roadcalls 158 158

Fuel cell system mean distance between roadcall 13,433 8,347

 

12 National Transit Database website: www.ntdprogram.gov/ntdprogram/. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
32 

Figure 21. Cumulative distance between roadcall for the FCEBs

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

0

5,000

10,000

15,000

20,000

25,000

30,000

Apr-11

May-11

Jun-11

Jul-11

Aug-11Sep-11

Oct-11

Nov-11Dec-11

Jan-12

Feb-12

Mar-12

Apr-12

May-12

Jun-12

Jul-12

Aug-12Sep-12

Oct-12

Nov-12Dec-12

Jan-13

Feb-13

Mar-13

Miles

Kilometers

Bus Propulsion System FC System

FC System MBRC 2016 Target

Bus MBRC 2016 Target

Propulsion MBRC Target

BC Transit Bus Target 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
33 

What’s Next for BC Transit

BC Transit will continue to operate the FCEBs through the end of the planned demonstration 

period, which ends March 2014. After four years, this fleet remains the largest FCEB fleet in 

operation at a single location, making the demonstration a significant accomplishment in the 

development of the technology. The agency will be reviewing the final performance results and 

evaluating options for the buses over the next few months. 

From BC Transit’s perspective, FCEB development must address the following to make the 

technology feasible for transit operation: 

• Improve the reliability of systems and components 

• Lower the purchase and operational cost to levels approaching that of current technology

• Reduce the maintenance cost

• Establish a sustainable parts supply chain

• Lower the fuel consumption and the cost of hydrogen 

• Further reduce bus weight 

• Improve fueling times 

• Define the necessary requirements for hydrogen stations to service larger fleets 

• Improve diagnostics systems. 

NREL will continue to evaluate the buses and will collect data through the demonstration period. 

A second report outlining the final performance results is expected to be published in summer 

2014. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
34 

Contacts

NREL

15013 Denver West Parkway 

Golden, CO 80401 

Leslie Eudy, Senior Project Leader

Phone: 303-275-4412 

Email: leslie.eudy@nrel.gov 

California Air Resources Board

1001 I Street 

Sacramento, CA 95812 

Lesley Stern, Air Resources Engineer

Sustainable Transportation Technologies Branch, Mobile Source Control Division 

Phone: 916-323-2913 

Email: lstern@arb.ca.gov 

BC Transit

520 Gorge Road East 

Victoria, BC, Canada V8W 2P3 

Mike Frost, Director, Fleet Asset Management

Phone: 250-995-5722 

Ballard Power Systems

9000 Glenlyon Parkway 

Burnaby, BC, Canada 

Jeff Grant, Commercial Lead, North American Bus Market

Phone: 604-315-3578 

Email: jeff.grant@ballard.com 

New Flyer

711 Kernagham Avenue 

Winnipeg, Manitoba, Canada R2C 3T4 

Chris Stoddart, VP Engineering Services 

Phone: 204-224-1251 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
35 

References and Related Reports

All NREL hydrogen and fuel cell-related evaluation reports can be downloaded from the 

following website: www.nrel.gov/hydrogen/proj_fc_bus_eval.html.

AC Transit

Chandler, K.; Eudy, L. (2012). Zero Emission Bay Area (ZEBA) Fuel Cell Bus Demonstration: 

Second Results Report. NREL/TP-5600-55367. Golden, CO: National Renewable Energy 

Laboratory. 

Chandler, K.; Eudy, L. (2011). Zero Emission Bay Area (ZEBA) Fuel Cell Bus Demonstration: 

First Results Report. NREL/TP-5600-52015. Golden, CO: National Renewable Energy 

Laboratory. 

Eudy, L. (2010). Bay Area Transit Agencies Propel Fuel Cell Buses Toward Commercialization.

DOE/GO-102010-3067. Golden, CO: National Renewable Energy Laboratory. 

Chandler, K.; Eudy, L. (2010). National Fuel Cell Bus Program: Accelerated Testing Evaluation 

Report #2 and Appendices. FTA-CO-26-7004-2010.1. Golden, CO: National Renewable Energy 

Laboratory. 

Chandler, K.; Eudy, L. (2009). National Fuel Cell Bus Program: Accelerated Testing Evaluation 

Report and Appendices. FTA-CO-26-7004-2009.1. Golden, CO: National Renewable Energy 

Laboratory. 

General

Eudy, L.; Chandler, K.; Gikakis, C. (2012). Fuel Cell Buses in U.S. Transit Fleets: Current 

Status 2012. NREL/TP-5600-56406. Golden, CO: National Renewable Energy Laboratory. 

Chandler, K.; Eudy, L. (2012). FTA Fuel Cell Bus Program: Research Accomplishments through 

2011. FTA Report No. 0014. Washington, DC: Federal Transit Administration.

Eudy, L.; Chandler, K.; Gikakis, C. (2011). Fuel Cell Buses in U.S. Transit Fleets: Current 

Status 2011. NREL/TP-5600-52927. Golden, CO: National Renewable Energy Laboratory. 

Eudy, L. (2010). Fuel Cell Transit Bus Evaluations, Joint Evaluation Plan for the U.S. 

Department of Energy and the Federal Transit Administration. NREL/TP-560-49342. Golden, 

CO: National Renewable Energy Laboratory. 

BurbankBus

Eudy, L. (2010). Fuel Cell Bus Takes a Starring Role in the BurbankBus Fleet. DOE/GO102010-3035. Golden, CO: National Renewable Energy Laboratory. 

Connecticut Transit

Eudy, L. (2011). Connecticut Nutmeg Fuel Cell Bus Project: Demonstrating Advanced-Design 

Hybrid Fuel Cell Buses in Connecticut. DOT/FTA – NFCBP – FC3 – July 2011. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
36 

Chandler, K.; Eudy, L. (2010) Connecticut Transit (CTTRANSIT) Fuel Cell Transit Bus: Third 

Evaluation Report and Appendices. NREL/TP-560-47334-1, NREL/TP-560-47334-2. Golden, 

CO: National Renewable Energy Laboratory. 

San Francisco Municipal Transportation Agency 

Eudy, L. (2011). Compound Fuel Cell Hybrid Bus Hits the Streets of San Francisco: San 

Francisco Hosts National Fuel Cell Bus Program Demonstration. DOT/FTA – NFCBP – FC2 – 

July 2011. 

SunLine

Eudy, L.; Chandler, K. (2013). SunLine Transit Agency Advanced Technology Fuel Cell Bus 

Evaluation: Forth Results Report. NREL/TP-5600-57560. Golden, CO: National Renewable 

Energy Laboratory. 

Eudy, L.; Chandler, K. (2012). SunLine Transit Agency Advanced Technology Fuel Cell Bus 

Evaluation: Third Results Report. NREL/TP-5600-54427. Golden, CO: National Renewable 

Energy Laboratory. 

Eudy, L. (2012). American Fuel Cell Bus Project: Developing and Demonstrating the NextGeneration Fuel Cell Electric Bus Made in America. DOT/FTA – NFCBP – FC4 – March 2012. 

Eudy, L.; Chandler, K. (2011). SunLine Transit Agency Advanced Technology Fuel Cell Bus 

Evaluation: Second Results Report and Appendices. NREL/TP-5600-52349-1, NREL/TP-5600-

52349-2. Golden, CO: National Renewable Energy Laboratory. 

Eudy, L.; Chandler, K. (2011). SunLine Transit Agency, Advanced Technology Fuel Cell Bus 

Evaluation: First Results Report. NREL/TP-5600-50500. Golden, CO: National Renewable 

Energy Laboratory. 

Eudy, L.; Chandler, K. (2009). SunLine Transit Agency, Fuel Cell Transit Bus: Fifth Evaluation 

Report and Appendices. NREL/TP-560-46346-1, NREL/TP-560-46346-2. Golden, CO: National 

Renewable Energy Laboratory.

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
37 

Appendix A: Fleet Summary Statistics—SI Units

Fleet Summary Statistics: BC Transit FCEB 

Fleet Operations and Economics

 FCEB Year 1 FCEB Year 2 FCEB Total

Number of vehicles 20 20 20

Period used for fuel and oil op analysis 4/11–3/12 4/12–3/13 4/11–3/13

Total number of months in period 12 12 24

Fuel and oil analysis base fleet kilometers 962,253 1,097,634 2,059,887

Period used for maintenance op analysis 4/11–3/12 4/12–3/13 4/11–3/13

Total number of months in period 12 12 24

Maintenance analysis base fleet kilometers 1,024,047 1,098,404 2,122,451

Average monthly kilometers per vehicle 4,267 4,577 4,422

Availability 69% 69% 69%

Fleet fuel usage (H2 in kg/ diesel in 

gallons) 148,707.10 170,236.70 318,943.70

Roadcalls 412 454 866

RCs KBRC 2,486 2,419 2,451

Propulsion roadcalls 308 347 655

Propulsion KBRC 3,325 3,165 3,240

Fleet kg hydrogen/100 km (1.13 kg H2) 15.45 15.51 15.48

Rep. fleet fuel consumption (L/100 km) 51.76 51.95 51.86

Hydrogen cost per kg 10.55 10.55 10.55

Fuel cost per kilometer 1.63 1.64 1.63

Total scheduled repair cost per kilometer 0.24 0.18 0.21

Total unscheduled repair cost per kilometer 0.75 0.88 0.82

Total maintenance cost per kilometer 0.99 1.06 1.03

Total operating cost per kilometer 2.62 2.69 2.66

Maintenance Costs

 FCEB Year 1 FCEB Year 2 FCEB Total

Fleet mileage 1,024,047 1,098,404 2,122,451

Total parts cost 157,442.68 249,563.62 407,006.30

Total labor hours 18,473.12 13,914.48 32,387.60

Labor cost 855,066.48 912,893.22 1,767,959.70

Total maintenance cost 1,012,509.16 1,162,456.84 2,174,966.00

Total maintenance cost per bus 50,625.46 58,122.84 108,748.30

Total maintenance cost per kilometer 0.99 1.06 1.02

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
38 

Breakdown of Maintenance Costs by Vehicle System

 FCEB Year 1 FCEB Year 2 FCEB Total

Fleet mileage 1,024,047 1,098,404 2,122,451

Total Engine/Fuel-Related Systems (ATA VMRS 27, 30, 31, 32, 33, 41, 42, 43, 44, 45, 46, 65)

Parts cost 91,796.03 134,805.04 226,601.07

Labor hours 11,651.96 8,453.33 20,105.29

Labor cost 464,516.82 553,707.31 1,018,224.13

Total cost (for system) 556,312.85 688,512.35 1,244,825.20

Total cost (for system) per bus 27,815.64 34,425.62 62,241.26

Total cost (for system) per kilometer 0.54 0.63 0.59

Exhaust System Repairs (ATA VMRS 43)

Parts cost 0 0 0

Labor hours 0 0 0

Labor cost 0 0 0

Total cost (for system) 0.00 0.00 0.00

Total cost (for system) per bus 0.00 0.00 0.00

Total cost (for system) per kilometer 0.00 0.00 0.00

Fuel System Repairs (ATA VMRS 44)

Parts cost 13,679.26 19,825.15 33,504.41

Labor hours 910.1 572.2 1,482.3

Labor cost 40,204.24 37,379.52 77,583.76

Total cost (for system) 53,883.50 57,204.67 111,088.17

Total cost (for system) per bus 2,694.18 2,860.23 5,554.41

Total cost (for system) per kilometer 0.05 0.05 0.05

Power Plant (Engine) Repairs (ATA VMRS 45)

Parts cost 7179.81 12308.842 19,488.65

Labor hours 3032.86 1771.23 4,804.1

Labor cost 143,167.80 113,409.20 256,577.00

Total cost (for system) 150,347.61 125,718.04 276,065.65

Total cost (for system) per bus 7,517.38 6,285.90 13,803.28

Total cost (for system) per kilometer 0.15 0.11 0.13

Electric Propulsion Repairs (ATA VMRS 46)

Parts cost 8,529.89 18,298.94 26,828.83

Labor hours 3348.2 2551.43 5,899.6

Labor cost 108,543.96 165,931.88 274,475.84

Total cost (for system) 117,073.85 184,230.82 301,304.67

Total cost (for system) per bus 5,853.69 9,211.54 15,065.23

Total cost (for system) per kilometer 0.11 0.17 0.14

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
39 

Breakdown of Maintenance Costs by Vehicle System (continued) 

 FCEB Year 1 FCEB Year 2 FCEB Total

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

Ignition)

Parts cost 11,323.95 35,172.83 46,496.78

Labor hours 1352.22 858.04 2,210.3

Labor cost 35,935.46 60,050.56 95,986.02

Total cost (for system) 47,259.41 95,223.39 142,482.80

Total cost (for system) per bus 2,362.97 4,761.17 7,124.14

Total cost (for system) per kilometer 0.05 0.09 0.07

Air Intake System Repairs (ATA VMRS 41)

Parts cost 29,037.50 11,702.89 40,740.39

Labor hours 8.44 14.29 22.7

Labor cost 390.95 931 1,322.0

Total cost (for system) 29,428.45 12,633.89 42,062.34

Total cost (for system) per bus 1,471.42 631.69 2,103.12

Total cost (for system) per kilometer 0.03 0.01 0.02

Cooling System Repairs (ATA VMRS 42)

Parts cost 21842.21 37382.177 59,224.39

Labor hours 1306.53 1393.17 2,699.7

Labor cost 59,895.70 90,918.45 150,814.15

Total cost (for system) 81,737.91 128,300.63 210,038.54

Total cost (for system) per bus 4,086.90 6,415.03 10,501.93

Total cost (for system) per kilometer 0.08 0.12 0.10

Hydraulic System Repairs (ATA VMRS 65)

Parts cost 0 0 0.00

Labor hours 0 0 0.0

Labor cost 0 0 0.00

Total cost (for system) 0.00 0.00 0.00

Total cost (for system) per bus 0.00 0.00 0.00

Total cost (for system) per kilometer 0.00 0.00 0.00

General Air System Repairs (ATA VMRS 10)

Parts cost 2,382.51 18,718.36 21,100.87

Labor hours 249.26 196.68 445.9

Labor cost 12,688.91 12,998.21 25,687.12

Total cost (for system) 15,071.42 31,716.57 46,787.99

Total cost (for system) per bus 753.57 1,585.83 2,339.40

Total cost (for system) per kilometer 0.01 0.03 0.02

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
40 

Breakdown of Maintenance Costs by Vehicle System (continued) 

 FCEB Year 1 FCEB Year 2 FCEB Total

Brake System Repairs (ATA VMRS 13)

Parts cost 4616.92 6803.82 11,420.74

Labor hours 425.84 582.84 1,008.7

Labor cost 24,479.90 37,289.78 61,769.68

Total cost (for system) 29,096.82 44,093.60 73,190.42

Total cost (for system) per bus 1,454.84 2,204.68 3,659.52

Total cost (for system) per kilometer 0.03 0.04 0.03

Compressor Repairs 

Parts cost 203.41 114.2 317.61

Labor hours 638.64 314.55 953.2

Labor cost 24904.85 19988.33 44,893.18

Total cost (for system) 25,108.26 20,102.53 45,210.79

Total cost (for system) per bus 1,255.41 1,005.13 2,260.54

Total cost (for system) per kilometer 0.02 0.02 0.02

Inspections Only - no parts replacements (101)

Parts cost 0 0 0.00

Labor hours 2614.75 1713.63 4,328.4

Labor cost 156,939.12 113,659.32 270,598.44

Total cost (for system) 156,939.12 113,659.32 270,598.44

Total cost (for system) per bus 7,846.96 5,682.97 13,529.92

Total cost (for system) per kilometer 0.15 0.10 0.13

Cab, Body, and Accessories Systems Repairs (ATA VMRS 02-Cab and Sheet Metal, 50-

Accessories, 71-Body)

Parts cost 25,976.18 46,745.29 72,721.47

Labor hours 1,799.84 1,391.06 3,190.9

Labor cost 100,719.03 91,164.24 191,883.27

Total cost (for system) 126,695.21 137,909.53 264,604.74

Total cost (for system) per bus 6,334.76 6,895.48 13,230.24

Total cost (for system) per kilometer 0.12 0.13 0.12

HVAC System Repairs (ATA VMRS 01)

Parts cost 14943.56 15206.913 30,150.47

Labor hours 481.72 392.82 874.5

Labor cost 25344.98 26131.17 51,476.15

Total cost (for system) 40,288.54 41,338.08 81,626.62

Total cost (for system) per bus 2,014.43 2,066.90 4,081.33

Total cost (for system) per kilometer 0.04 0.04 0.04

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
41 

Breakdown of Maintenance Costs by Vehicle System (continued)

 FCEB Year 1 FCEB Year 2 FCEB Total

Lighting System Repairs (ATA VMRS 34)

Parts cost 7692.95 3322.302 11,015.25

Labor hours 241.28 163.33 404.6

Labor cost 13,413.74 10,585.95 23,999.69

Total cost (for system) 21,106.69 13,908.25 35,014.94

Total cost (for system) per bus 1,055.33 695.41 1,750.75

Total cost (for system) per kilometer 0.02 0.01 0.02

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

Suspension)

Parts cost 9,701.70 23,772.59 33,474.29

Labor hours 551.49 530.2 1,081.7

Labor cost 30,462.76 34,660.60 65,123.36

Total cost (for system) 40,164.46 58,433.19 98,597.65

Total cost (for system) per bus 2,008.22 2,921.66 4,929.88

Total cost (for system) per kilometer 0.04 0.05 0.05

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

24-Drive Shaft)

Parts cost 289.25 152.54 441.79

Labor hours 33.17 30.72 63.9

Labor cost 1,422.56 2,082.57 3,505.13

Total cost (for system) 1,711.81 2,235.11 3,946.92

Total cost (for system) per bus 85.59 111.76 197.35

Total cost (for system) per kilometer 0.00 0.00 0.00

Tire Repairs (ATA VMRS 17)

Parts cost 43.58 36.78 80.36

Labor hours 423.81 459.87 883.7

Labor cost 25078.66 30614.07 55,692.73

Total cost (for system) 25,122.24 30,650.85 55,773.09

Total cost (for system) per bus 1,256.11 1,532.54 2,788.65

Total cost (for system) per kilometer 0.02 0.03 0.03

Brusa Charges

Parts cost 0 0 0.00

Labor hours 1054.97 978.46 2,033.4

Labor cost 51473.86 65098.37 116,572.23

Total cost (for system) 51,473.86 65,098.37 116,572.23

Total cost (for system) per bus 2,573.69 3,254.92 5,828.61

Total cost (for system) per mile 0.05 0.06 0.05

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
42 

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). Category 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. 

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
43 

Appendix B: Fleet Summary Statistics—U.S. Units

Fleet Summary Statistics: BC Transit FCEB 

Fleet Operations and Economics

 FCEB Year 1 FCEB Year 2 FCEB Total

Number of vehicles 20 20 20

Period used for fuel and oil op analysis 4/11 - 3/12 4/12 - 3/13 4/11 - 3/13

Total number of months in period 12 12 24

Fuel and oil analysis base fleet miles 597,916 682,038 1,279,954

Period used for maintenance op analysis 4/11 - 3/12 4/12 - 3/13 4/11 - 3/13

Total number of months in period 12 12 24

Maintenance analysis base fleet miles 636,313 682,517 1,318,830

Average monthly miles per vehicle 2,651 2,844 2,748

Availability 69% 69% 69%

Fleet fuel usage (H2 in kg/ diesel in 

gallons) 148,707 170,237 318,944

Roadcalls 412 454 866

RCs MBRC 1,544 1,503 1,523

Propulsion roadcalls 308 347 655

Propulsion MBRC 2,066 1,967 2,013

Fleet mi/kg hydrogen (1.13 kg H2) 4.02 4.01 4.01

Rep. fleet fuel consumption (mi/DGE) 4.54 4.53 4.53

Hydrogen cost per kg 10.55 10.55 10.55

Fuel cost per mile 2.62 2.63 2.63

Total scheduled repair cost per mile 0.37 0.27 0.32

Total unscheduled repair cost per mile 1.17 1.37 1.27

Total maintenance cost per mile 1.54 1.65 1.60

Total operating cost per mile 4.17 4.28 4.23

Maintenance Costs

 FCEB Year 1 FCEB Year 2 FCEB Total

Fleet mileage 636,313 682,517 1,318,830

Total parts cost 152,247.07 241,328.02 393,575.10

Total labor hours 18,473.12 13,914.48 32,387.60

Labor cost 826,849.29 882,767.74 1,709,617.03

Total maintenance cost 979,096.36 1,124,095.77 2,103,192.13

Total maintenance cost per bus 48,954.82 56,204.79 105,159.61

Total maintenance cost per mile 1.54 1.65 1.59

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
44 

Breakdown of Maintenance Costs by Vehicle System 

 FCEB Year 1 FCEB Year 2 FCEB Total

Fleet mileage 636,313 682,517 1,318,830

Total Engine/Fuel-Related Systems (ATA VMRS 27, 30, 31, 32, 33, 41, 42, 43, 44, 45, 46, 65)

Parts cost 88,766.76 130,356.47 219,123.23

Labor hours 11,651.96 8,453.33 20,105.29

Labor cost 449,187.76 535,434.97 984,622.73

Total cost (for system) 537,954.53 665,791.44 1,203,745.96

Total cost (for system) per bus 26,897.73 33,289.57 60,187.30

Total cost (for system) per mile 0.85 0.98 0.91

Exhaust System Repairs (ATA VMRS 43)

Parts cost 0.00 0.00 0.00

Labor hours 0.00 0.00 0.00

Labor cost 0.00 0.00 0.00

Total cost (for system) 0.00 0.00 0.00

Total cost (for system) per bus 0.00 0.00 0.00

Total cost (for system) per mile 0.00 0.00 0.00

Fuel System Repairs (ATA VMRS 44)

Parts cost 13,227.84 19,170.92 32,398.77

Labor hours 910.1 572.2 1,482.3

Labor cost 38,877.50 36,146.00 75,023.50

Total cost (for system) 52,105.34 55,316.92 107,422.26

Total cost (for system) per bus 2,605.27 2,765.85 5,371.11

Total cost (for system) per mile 0.08 0.08 0.08

Power Plant (Engine) Repairs (ATA VMRS 45)

Parts cost 6,942.88 11,902.65 18,845.53

Labor hours 3,032.9 1,771.2 4,804.1

Labor cost 138,443.26 109,666.70 248,109.96

Total cost (for system) 145,386.14 121,569.35 266,955.49

Total cost (for system) per bus 7,269.31 6,078.47 13,347.77

Total cost (for system) per mile 0.23 0.18 0.20

Electric Propulsion Repairs (ATA VMRS 46)

Parts cost 8,248.40 17,695.08 25,943.48

Labor hours 3,348.2 2,551.4 5,899.6

Labor cost 104,962.01 160,456.13 265,418.14

Total cost (for system) 113,210.41 178,151.21 291,361.62

Total cost (for system) per bus 5,660.52 8,907.56 14,568.08

Total cost (for system) per mile 0.18 0.26 0.22

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
45 

Breakdown of Maintenance Costs by Vehicle System (continued)

 FCEB Year 1 FCEB Year 2 FCEB Total

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

Ignition)

Parts cost 10,950.26 34,012.13 44,962.39

Labor hours 1,352.2 858.0 2,210.3

Labor cost 34,749.59 58,068.89 92,818.48

Total cost (for system) 45,699.85 92,081.02 137,780.87

Total cost (for system) per bus 2,284.99 4,604.05 6,889.04

Total cost (for system) per mile 0.07 0.13 0.10

Air Intake System Repairs (ATA VMRS 41)

Parts cost 28,079.26 11,316.69 39,395.96

Labor hours 8.4 14.3 22.7

Labor cost 378.05 900.28 1,278.33

Total cost (for system) 28,457.31 12,216.97 40,674.28

Total cost (for system) per bus 1,422.87 610.85 2,033.71

Total cost (for system) per mile 0.04 0.02 0.03

Cooling System Repairs (ATA VMRS 42)

Parts cost 21,121.42 36,148.57 57,269.98

Labor hours 1,306.5 1,393.2 2,699.7

Labor cost 57,919.14 87,918.14 145,837.28

Total cost (for system) 79,040.56 124,066.71 203,107.27

Total cost (for system) per bus 3,952.03 6,203.34 10,155.36

Total cost (for system) per mile 0.12 0.18 0.15

Hydraulic System Repairs (ATA VMRS 65)

Parts cost 0.00 0.00 0.00

Labor hours 0.0 0.0 0.0

Labor cost 0.00 0.00 0.00

Total cost (for system) 0.00 0.00 0.00

Total cost (for system) per bus 0.00 0.00 0.00

Total cost (for system) per mile 0.00 0.00 0.00

General Air System Repairs (ATA VMRS 10)

Parts cost 2,303.89 18,100.65 20,404.54

Labor hours 249.3 196.7 445.9

Labor cost 12,270.18 12,569.27 24,839.45

Total cost (for system) 14,574.06 30,669.92 45,243.98

Total cost (for system) per bus 728.70 1,533.50 2,262.20

Total cost (for system) per mile 0.02 0.04 0.03

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
46 

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB Year 1 FCEB Year 2 FCEB Total

Brake System Repairs (ATA VMRS 13)

Parts cost 4,464.56 6,579.29 11,043.86

Labor hours 425.8 582.8 1,008.7

Labor cost 23,672.06 36,059.22 59,731.28

Total cost (for system) 28,136.62 42,638.51 70,775.14

Total cost (for system) per bus 1,406.83 2,131.93 3,538.76

Total cost (for system) per mile 0.04 0.06 0.05

Compressor Repairs 

Parts cost 196.70 110.43 307.13

Labor hours 638.6 314.6 953.2

Labor cost 24,082.99 19,328.72 43,411.71

Total cost (for system) 24,279.69 19,439.15 43,718.83

Total cost (for system) per bus 1,213.98 971.96 2,185.94

Total cost (for system) per mile 0.04 0.03 0.03

Inspections Only - no parts replacements (101)

Parts cost 0.00 0.00 0.00

Labor hours 2,614.8 1,713.6 4,328.4

Labor cost 151,760.13 109,908.56 261,668.69

Total cost (for system) 151,760.13 109,908.56 261,668.69

Total cost (for system) per bus 7,588.01 5,495.43 13,083.43

Total cost (for system) per mile 0.24 0.16 0.20

Cab, Body, and Accessories Systems Repairs (ATA VMRS 02-Cab and Sheet Metal, 50-Accessories, 

71-Body)

Parts cost 25,118.97 45,202.70 70,321.66

Labor hours 1,799.8 1,391.1 3,190.9

Labor cost 97,395.30 88,155.82 185,551.12

Total cost (for system) 122,514.27 133,358.52 255,872.79

Total cost (for system) per bus 6,125.71 6,667.93 12,793.64

Total cost (for system) per mile 0.19 0.20 0.19

HVAC System Repairs (ATA VMRS 01)

Parts cost 14,450.42 14,705.08 29,155.51

Labor hours 481.7 392.8 874.5

Labor cost 24,508.60 25,268.84 49,777.44

Total cost (for system) 38,959.02 39,973.93 78,932.94

Total cost (for system) per bus 1,947.95 1,998.70 3,946.65

Total cost (for system) per mile 0.06 0.06 0.06

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.
47 

Breakdown of Maintenance Costs by Vehicle System (continued)

 FCEB Year 1 FCEB Year 2 FCEB Total

Lighting System Repairs (ATA VMRS 34)

Parts cost 7,439.08 3,212.67 10,651.75

Labor hours 241.3 163.3 404.6

Labor cost 12,971.09 10,236.61 23,207.70

Total cost (for system) 20,410.17 13,449.28 33,859.45

Total cost (for system) per bus 1,020.51 672.46 1,692.97

Total cost (for system) per mile 0.03 0.02 0.03

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

Suspension)

Parts cost 9,381.54 22,988.09 32,369.63

Labor hours 551.5 530.2 1,081.7

Labor cost 29,457.49 33,516.80 62,974.29

Total cost (for system) 38,839.03 56,504.89 95,343.92

Total cost (for system) per bus 1,941.95 2,825.24 4,767.20

Total cost (for system) per mile 0.06 0.08 0.07

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

24-Drive Shaft)

Parts cost 279.70 147.51 427.21

Labor hours 33.2 30.7 63.9

Labor cost 1,375.62 2,013.85 3,389.46

Total cost (for system) 1,655.32 2,161.35 3,816.67

Total cost (for system) per bus 82.77 108.07 190.83

Total cost (for system) per mile 0.00 0.00 0.00

Tire Repairs (ATA VMRS 17)

Parts cost 42.14 35.57 77.71

Labor hours 423.8 459.9 883.7

Labor cost 24,251.06 29,603.81 53,854.87

Total cost (for system) 24,293.21 29,639.37 53,932.58

Total cost (for system) per bus 1,214.66 1,481.97 2,696.63

Total cost (for system) per mile 0.04 0.04 0.04

Brusa Charges

Parts cost 0.00 0.00 0.00

Labor hours 1,055.0 978.5 2,033.4

Labor cost 49,775.22 62,950.12 112,725.35

Total cost (for system) 49,775.22 62,950.12 112,725.35

Total cost (for system) per bus 2,488.76 3,147.51 5,636.27

Total cost (for system) per mile 0.08 0.09 0.09

This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications.