vt h2 dev_plan_041012

HYDROGEN AND FUEL CELL INDUSTRY DEVELOPMENT PLAN

FINAL – APRIL 10, 2012

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VERMONT

Hydrogen and Fuel Cell Development Plan – “Roadmap” Collaborative

Participants

Clean Energy States Alliance

Anne Margolis – Project Director

Valerie Stori – Assistant Project Director

Project Management and Plan Development

Northeast Electrochemical Energy Storage Cluster:

Joel M. Rinebold – Program Director

Paul Aresta – Project Manager

Alexander C. Barton – Energy Specialist

Adam J. Brzozowski – Energy Specialist

Thomas Wolak – Energy Intern

Nathan Bruce – GIS Mapping Intern

Agencies

United States Department of Energy

United States Small Business Administration

Burlington skyline – “Burlington Waterfront from Spirit of Ethan Allen”, Panoramio,

http://www.panoramio.com/photo/3160072, October, 2011

Skiing – “A Great Weekend Needs more Than Snow at Okemo”, The New York Times,

http://travel.nytimes.com/2007/03/02/travel/escapes/02ski.1.html?pagewanted=all, October 2011

Mount Washington Hotel – “Strategic HR New England”, Law Publishers, http://www.mainehr.com/StrategicHRNE/,

September, 2011

University of Vermont – “RCGRD”, Research Center for Groundwater Remediation Design,

http://www.rcgrd.uvm.edu/rcgrd_bottom.html, October, 2011

Welding – “MIG Welding”, Gooden’s Portable Welding, http://joeystechservice.com/goodenswelding/WeldingTechniques.php,

October, 2011

Blueprint construction – “Contruction1”, The MoHawk Construction Group LLC., http://mohawkcg.com/, October, 2011

http://www.panoramio.com/photo/3160072

http://travel.nytimes.com/2007/03/02/travel/escapes/02ski.1.html?pagewanted=all

http://www.mainehr.com/StrategicHRNE/

http://www.rcgrd.uvm.edu/rcgrd_bottom.html



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EXECUTIVE SUMMARY

There is the potential to generate approximately 94,600 megawatt hours (MWh) of electricity from

hydrogen fuel cell technologies at potential host sites in the State of Vermont, annually through the

development of 12 – 16 megawatts (MW) of fuel cell generation capacity. The state and federal

government have incentives to facilitate the development and use of renewable energy. The decision on

whether or not to deploy hydrogen or fuel cell technology at a given location depends largely on the

economic value, compared to other conventional or alternative/renewable technologies. Consequently,

while many sites may be technically viable for the application of fuel cell technology, this plan provides

focus for fuel cell applications that are both technically and economically viable.

Approximately two-thirds of the Vermont’s total energy usage is for heating and transportation, and

nearly all of the fuel dollars spent in those sectors are for fossil fuels and flow out of state. In 2010,

Vermonters paid over $600 million ($300 million more than a decade ago) to import fossil fuels for use in

homes, businesses, and other buildings. Drivers also purchased approximately $1 billion per year in

gasoline and diesel for transportation. Combustion of transportation fuels accounts for 47 percent of

Vermont’s GHG emission. Even though total emissions within the state have steadily been reduced by

approximately three percent per year, (since 2004) trends indicate Vermont is still well behind its goals of

achieving GHG emission levels 25 percent below 1990 levels by 2012 and 50 percent below 1990 levels

by 2028.1

Favorable locations for the development of renewable energy generation through fuel cell technology

include energy intensive commercial buildings (education, food sales, food services, inpatient healthcare,

lodging, and public order and safety), energy intensive industries, wastewater treatment plants, landfills,

wireless telecommunications sites, federal/state-owned buildings, and airport facilities with a substantial

amount of air traffic.

Currently, Vermont has at least 5 companies that are part of the growing hydrogen and fuel cell industry

supply chain in the Northeast region. Based on a recent study, these companies making up the Vermont

hydrogen and fuel cell industry are estimated to have realized over $2.5 million in revenue and

investment, contributed approximately $142,000 in state and local tax revenue, and generated over

$3.3 million in gross state product from their participation in this regional energy cluster in 2010.

Hydrogen and fuel cell projects are becoming increasingly popular throughout the Northeast region.

These technologies are viable solutions that can meet the demand for renewable energy in Vermont. In

addition, the deployment of hydrogen and fuel cell technology would reduce the dependence on oil,

improve environmental performance, and increase the number of jobs within the state. This plan provides

links to relevant information to help assess, plan, and initiate hydrogen or fuel cell projects to help meet

the energy, economic, and environmental goals of the State.

Developing policies and incentives that support hydrogen and fuel cell technology will increase

deployment at sites that would benefit from on-site generation. Increased demand for hydrogen and fuel

cell technology will increase production and create jobs throughout the supply chain. As deployment

increases, manufacturing costs will decline and hydrogen and fuel cell technology will be in a position to

then compete in a global market without incentives. These policies and incentives can be coordinated

regionally to maintain the regional economic cluster as a global exporter for long-term growth and

economic development.

1 Vermont.gov, “Volume 1 – Vermont’s Energy Future”, http://www.vtenergyplan.vermont.gov/, December 2011

http://www.vtenergyplan.vermont.gov/



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TABLE OF CONTENTS

EXECUTIVE SUMMARY ......................................................................................................................2

INTRODUCTION ..................................................................................................................................5

ECONOMIC IMPACT ...........................................................................................................................7

POTENTIAL STATIONARY TARGETS ...................................................................................................8

Education ............................................................................................................................................ 10

Food Sales ........................................................................................................................................... 11

Food Service ....................................................................................................................................... 11

Inpatient Healthcare ............................................................................................................................ 12

Lodging ............................................................................................................................................... 13

Public Order and Safety ...................................................................................................................... 13

Energy Intensive Industries ..................................................................................................................... 14

Government Owned Buildings................................................................................................................ 15

Wireless Telecommunication Sites ......................................................................................................... 15

Landfill Methane Outreach Program (LMOP) ........................................................................................ 16

Airports ................................................................................................................................................... 17

Military ................................................................................................................................................... 18

POTENTIAL TRANSPORTATION TARGETS ......................................................................................... 19

Alternative Fueling Stations................................................................................................................ 20

Bus Transit .......................................................................................................................................... 21

Material Handling ............................................................................................................................... 21

Ground Support Equipment ................................................................................................................ 22

CONCLUSION ................................................................................................................................... 23

APPENDICES .................................................................................................................................... 25



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Index of Tables

Table 1 - Vermont Economic Data 2011 ...................................................................................................... 7

Table 2 - Education Data Breakdown ......................................................................................................... 11

Table 3 - Food Sales Data Breakdown........................................................................................................ 11

Table 4 - Food Services Data Breakdown .................................................................................................. 12

Table 5 - Inpatient Healthcare Data Breakdown ......................................................................................... 12

Table 6 - Lodging Data Breakdown ............................................................................................................ 13

Table 7 - Public Order and Safety Data Breakdown ................................................................................... 14

Table 8 - 2002 Data for the Energy Intensive Industry by Sector .............................................................. 14

Table 9 - energy Intensive Industry Data Breakdown ................................................................................ 15

Table 10 - Government Owned Building Data Breakdown ........................................................................ 15

Table 11 - Wireless Telecommunication Data Breakdown ........................................................................ 15

Table 12 - Wastewater Treatment Plant Data Breakdown .......................................................................... 16

Table 13 - Landfill Data Breakdown .......................................................................................................... 16

Table 14 – Vermont Top Airports' Enplanement Count ............................................................................. 17

Table 15 - Airport Data Breakdown ........................................................................................................... 17

Table 16 - Average Energy Efficiency of Conventional and Fuel Cell Vehicles (mpge) ........................... 19

Table 17 –Summary of Potential Fuel Cell Applications ........................................................................... 23

Index of Figures

Figure 1 - Energy Consumption by Sector .................................................................................................... 8

Figure 2 - Electric Power Generation by Primary Energy Source ................................................................ 8

Figure 3 – Vermont Electrical Consumption per Sector ............................................................................. 10

Figure 4 - U.S. Lodging, Energy Consumption .......................................................................................... 13



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INTRODUCTION

A Hydrogen and Fuel Cell Industry Development Plan was created for each state in the Northeast region

(Vermont, Maine, New Hampshire, Massachusetts, Rhode Island, Connecticut, New York, and New

Jersey), with support from the United States (U.S.) Department of Energy (DOE), to increase awareness

and facilitate the deployment of hydrogen and fuel cell technology. The intent of this guidance document

is to make available information regarding the economic value and deployment opportunities for

hydrogen and fuel cell technology.2

A fuel cell is a device that uses hydrogen (or a hydrogen-rich fuel such as natural gas) and oxygen to

create an electric current. The amount of power produced by a fuel cell depends on several factors,

including fuel cell type, stack size, operating temperature, and the pressure at which the gases are

supplied to the cell. Fuel cells are classified primarily by the type of electrolyte they employ, which

determines the type of chemical reactions that take place in the cell, the temperature range in which the

cell operates, the fuel required, and other factors. These characteristics, in turn, affect the applications for

which these cells are most suitable. There are several types of fuel cells currently in use or under

development, each with its own advantages, limitations, and potential applications. These technologies

and applications are identified in Appendix VI.

Fuel cells have the potential to replace the internal combustion engine (ICE) in vehicles and provide

power for stationary and portable power applications. Fuel cells are in commercial service as distributed

power plants in stationary applications throughout the world, providing thermal power and electricity to

power homes and businesses. Fuel cells are also used in transportation applications, such as automobiles,

trucks, buses, and other equipment. Fuel cells for portable applications, which are currently in

development, and can provide power for laptop computers and cell phones.

Fuel cells are cleaner and more efficient than traditional combustion-based engines and power plants;

therefore, less energy is needed to provide the same amount of power. Typically, stationary fuel cell

power plants are fueled with natural gas or other hydrogen rich fuel. Natural gas is widely available

throughout the northeast, is relatively inexpensive, and is primarily a domestic energy supply.

Consequently, natural gas shows the greatest potential to serve as a transitional fuel for the near future

hydrogen economy. 3

Stationary fuel cells use a fuel reformer to reform the natural gas to near pure

hydrogen for the fuel cell stack. Because hydrogen can be produced using a wide variety of resources

found here in the U.S., including natural gas, biomass material, and through electrolysis using electricity

produced from indigenous sources, energy provided from a fuel cell can be considered renewable and will

reduce dependence on imported fuel. 4,5

When pure hydrogen is used to power a fuel cell, the only by-

products are water and heat; no pollutants or greenhouse gases (GHG) are produced.

2 Key stakeholders are identified in Appendix III

3 EIA,”Commercial Sector Energy Price Estimates, 2009”,

http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/sum_pr_com.html, August 2011 4 Electrolysis is the process of using an electric current to split water molecules into hydrogen and oxygen. 5 U.S. Department of Energy (DOE), http://www1.eere.energy.gov/hydrogenandfuelcells/education/, August 2011

http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/sum_pr_com.html

http://www1.eere.energy.gov/hydrogenandfuelcells/education/



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DRIVERS

The Northeast hydrogen and fuel cell industry, while still emerging, currently has an economic impact of

over $1 billion of total revenue and investment. Vermont benefits from secondary impacts of indirect and

induced employment and revenue.6 Furthermore, Vermont has a definitive and attractive economic

development opportunity to greatly increase its economic participation in the hydrogen and fuel cell

industry within the Northeast region and worldwide. An economic “SWOT” assessment for Vermont is

provided in Appendix VII.

Industries in the Northeast, including those in Vermont, are facing increased pressure to reduce costs, fuel

consumption, and emissions that may be contributing to climate change. Currently, Vermont’s businesses

pay $0.144 per kWh for electricity on average; this is the fifth highest cost of electricity in the U.S.7

Vermont’s relative proximity to major load centers, the high cost of electricity, concerns over regional air

quality, available federal tax incentives, and legislative mandates in Vermont and neighboring states have

resulted in increased interest in the development of efficient renewable energy. Incentives designed to

assist individuals and organizations in energy conservation and the development of renewable energy are

currently offered within the state. Appendix IV contains an outline of Vermont’s incentives and

renewable energy programs. Some specific factors that are driving the market for hydrogen and fuel cell

technology in Vermont include the following:

Net Metering – Net metering is generally available to systems up to 500 kW in capacity that

generate electricity using eligible renewable-energy resources, and to micro-combined heat and

power (CHP) systems up to 20 kW. Renewable energy facilities established on military property

for on-site military consumption may net meter for facilities up to 2.2 MWs - promotes stationary

power applications.8

Vermont's Sustainably Priced Energy Enterprise Development (SPEED) Program was created by

legislation in 2005 to promote renewable energy development. The SPEED program itself is not a

renewable portfolio goal or standard. The Program goal is to be at 20 percent Class I renewables

by 2017. - promotes stationary power applications.9

Vermont is one of the states in the ten-state region that is part of the Regional Greenhouse Gas

Initiative (RGGI); the nation’s first mandatory market-based program to reduce emissions of

carbon dioxide (CO2). RGGI's goals are to stabilize and cap emissions at 188 million tons

annually from 2009-2014 and to reduce CO2-emissions by 2.5 percent per year from 2015-2018.10

– promotes stationary power and transportation applications.

6 Vermont does not have any original equipment manufacturers (OEM) of hydrogen/fuel cell systems so it has no “direct”

economic impact. 7 EIA, Average Retail Price of Electricity to Ultimate Customers by End-Use Sector, by State,

http://www.eia.gov/cneaf/electricity/epm/table5_6_a.html 8 DSIRE, “Vermont – Net Metering,”

http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=VT02R&re=1&ee=1, August 2011 9 DSIRE, “Sustainably Priced Energy Enterprise Development (SPEED) Goals”,

http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=VT04R&re=1&ee=1, August, 2011 10

Seacoastonline.come, “RGGI: Quietly setting a standard”,

http://www.seacoastonline.com/apps/pbcs.dll/article?AID=/20090920/NEWS/909200341/-1/NEWSMAP, September 20, 2009

http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=VT02R&re=1&ee=1

http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=VT04R&re=1&ee=1



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ECONOMIC IMPACT

The hydrogen and fuel cell industry has direct, indirect, and induced impacts on local and regional

economies. 11

A new hydrogen and/or fuel cell project directly affects the area’s economy through the

purchase of goods and services, generation of land use revenue, taxes or payments in lieu of taxes, and

employment. Secondary effects include both indirect and induced economic effects resulting from the

circulation of the initial spending through the local economy, economic diversification, changes in

property values, and the use of indigenous resources.

Vermont is home to at least five companies that are part of the growing hydrogen and fuel cell industry

supply chain in the Northeast region. Appendix V lists the hydrogen and fuel cell industry supply chain

companies in Vermont. Realizing over $2.5 million in revenue and investment from their participation in

this regional cluster in 2010, these companies include manufacturing, parts distributing, supplying of

industrial gas, engineering based research and development (R&D), coating applications, and managing

of venture capital funds. 12

Furthermore, the hydrogen and fuel cell industry is estimated to have

contributed approximately $142,000 in state and local tax revenue, and over $3.3 million in gross state

product. Table 1 shows Vermont’s impact in the Northeast region’s hydrogen and fuel cell industry as of

April 2011.

Table 1 - Vermont Economic Data 2011

Vermont Economic Data

Supply Chain Members 5

Indirect Rev ($M) 2.51

Indirect Jobs 9

Indirect Labor Income ($M) .622

Induced Revenue ($M) .832

Induced Jobs 7

Induced Labor Income ($M) .252

Total Revenue ($M) 3.3

Total Jobs 16

Total Labor Income ($M) .878

In addition, there are over 118,000 people employed across 3,500 companies within the Northeast

registered as part of the motor vehicle industry. Approximately 1,270 of these individuals and 70 of these

companies are located in Vermont. If newer/emerging hydrogen and fuel cell technology were to gain

momentum within the transportation sector, the estimated employment rate for the hydrogen and fuel cell

industry could grow significantly in the region.13

11

Indirect impacts are the estimated output (i.e., revenue), employment and labor income in other business (i.e., not-OEMs) that

are associated with the purchases made by hydrogen and fuel cell OEMs, as well as other companies in the sector’s supply chain.

Induced impacts are the estimated output, employment and labor income in other businesses (i.e., non-OEMs) that are associated

with the purchases by workers related to the hydrogen and fuel cell industry. 12

Northeast Electrochemical Energy Storage Cluster Supply Chain Database Search, http://neesc.org/resources/?type=1, August

8, 2011 13 NAICS Codes: Motor Vehicle – 33611, Motor Vehicle Parts – 3363

http://neesc.org/resources/?type=1



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Residential

31%

Commercial

20%

Industrial

15%

Transportation

34%

POTENTIAL STATIONARY TARGETS

In 2009, Vermont consumed the equivalent of 46.26 million megawatt-hours of energy amongst the

transportation, residential, industrial, and commercial sectors.14

Electricity consumption in Vermont was

approximately 5.5 million MWh, and is forecasted to grow at a rate of .6 annually over the next decade.

Figure 1 illustrates the percent of total energy consumed by each sector in Vermont. A more detailed

breakout of energy use is provided in Appendix II.

This demand represents approximately four percent of the population in New England and five percent of

the region’s total electricity consumption. The State relies on both in-state resources and imports of

power over the region’s transmission system to serve electricity to customers. Net electrical demand in

Vermont was 627 MW in 2009 and is projected to increase by approximately 30 MW by 2015. The

state’s overall electricity demand is forecasted to grow at a rate of .6 percent (1.3 percent peak summer

demand growth) annually over the next decade. Demand for new electric capacity as well as a

replacement of older less efficient base-load generation facilities is expected. With approximately 1,125

MW in total capacity of generation plants, Vermont represents four percent of the total capacity in New

England. 15

Figure 2 shows the primary energy sources for electricity consumed in Vermont for 2009. 16

14

U.S. Energy Information Administration (EIA), “State Energy Data System”,

“http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/rank_use.html”, August 2011 15 ISO New England, “Vermont 2011 State Profile”, www.iso-ne.com/nwsiss/grid_mkts/key_facts/me_01-2011_profile.pdf,

January, 2011 16

EIA, “1990 - 20010 Retail Sales of Electricity by State by Sector by Provider (EIA-861)”,

http://www.eia.gov/cneaf/electricity/epa/epa_sprdshts.html, January 4, 2011

Figure 1 - Energy Consumption by Sector Figure 2 - Electric Power Generation by Primary

Energy Source

Petroleum

0.1%

Natural Gas

0.1%

Nuclear

72.2%

Hydroelectric

20.3%

Other

Renewables

7.3%

http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/rank_use.html

http://www.eia.gov/cneaf/electricity/epa/epa_sprdshts.html



9

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Fuel cell systems have many advantages over other conventional technologies, including:

High fuel-to-electricity efficiency (> 40 percent) utilizing hydrocarbon fuels;

Overall system efficiency of 85 to 93 percent;

Reduction of noise pollution;

Reduction of air pollution;

Enhancement of reliability (Hurricane Irene); Often do not require new transmission;

Siting is not controversial; and

If near point of use, waste heat can be captured and used. Combined heat and power (CHP)

systems are more efficient and can reduce facility energy costs over applications that use separate

heat and central station power systems.17

Fuel cells can be deployed as a CHP technology that provides both power and thermal energy, and can

nearly double energy efficiency at a customer site, typically from 35 to 50 percent. The value of CHP

includes reduced transmission and distribution costs, reduced fuel use and associated emissions.18

Based

on the targets identified within this plan, there is the potential to develop at least approximately 12 MWs

of stationary fuel cell generation capacity in Vermont, which would provide the following benefits,

annually:

Production of approximately 94,600 MWh of electricity

Production of approximately 254,800 MMBTUs of thermal energy

Reduction of CO2 emissions of approximately 17,000 tons (electric generation only)19

For the purpose of this plan, potential applications have been explored with a focus on fuel cells that have

a capacity between 300 kW to 400 kW. However, smaller fuel cells are potentially viable for specific

applications. Facilities that have electrical and thermal requirements that closely match the output of the

fuel cells potentially provide the best opportunity for the application of a fuel cell. Facilities that may be

good candidates for the application of a fuel cell include commercial buildings with potentially high

electricity consumption, selected government buildings, public works facilities, and energy intensive

industries.

Commercial building types with high electricity consumption have been identified as potential locations

for on-site generation and CHP application based on data from the Energy Information Administration’s

(EIA) Commercial Building Energy Consumption Survey (CBECS). These selected building types

making up the CBECS subcategory within the commercial industry include:

Education

Food Sales

Food Services

Inpatient Healthcare

Lodging

Public Order & Safety20

17 FuelCell2000, “Fuel Cell Basics”, www.fuelcells.org/basics/apps.html, July, 2011 18 “Distributed Generation Market Potential: 2004 Update Connecticut and Southwest Connecticut”, ISE, Joel M. Rinebold,

ECSU, March 15, 2004 19 Replacement of conventional fossil fuel generating capacity with methane fuel cells could reduce carbon dioxide (CO2)

emissions by between approximately 100 and 600 lb/MWh: U.S. Environmental Protection Agency (EPA); eGRID2010 Version

1.1 Year 2007 GHG Annual Output Emission Rates, Annual non-baseload output emission rates (NPCC New England); FuelCell

Energy; DFC 300 Product sheet, http://www.fuelcellenergy.com/files/FCE%20300%20Product%20Sheet-lo-rez%20FINAL.pdf,

UTC Power, PureCell Model 400 System Performance Characteristics, http://www.utcpower.com/products/purecell400

http://www.fuelcells.org/basics/apps.html

http://www.fuelcellenergy.com/files/FCE%20300%20Product%20Sheet-lo-rez%20FINAL.pdf

http://www.utcpower.com/products/purecell400



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VERMONT

The commercial building types identified above represent top principal building activity classifications

that reported the highest value for electricity consumption on a per building basis and have a potentially

high load factor for the application of CHP. Appendix II further defines Vermont’s estimated electrical

consumption per each sector. As illustrated in Figure 3, these selected building types within the

commercial sector are estimated to account for approximately 15 percent of Vermont’s total electrical

consumption. Graphical representation of potential targets analyzed are depicted in Appendix I.

Figure 3 – Vermont Electrical Consumption per Sector

Education

There are approximately 124 non-public schools and 393 public schools (62 of which are considered high

schools) in Vermont.21,22

High schools operate for a longer period of time daily due to extracurricular

after school activities, such as clubs and athletics. Furthermore, two of these schools have swimming

pools, which may make these sites especially attractive because it would increase the utilization of both

the electrical and thermal output offered by a fuel cell. There are also 33 colleges and universities in

Vermont. Colleges and universities have facilities for students, faculty, administration, and maintenance

crews that typically include dormitories, cafeterias, gyms, libraries, and athletic departments – some with

swimming pools. Of these 95 locations (62 high schools and 33 colleges), 21 are located in communities

serviced by natural gas (Appendix I – Figure 1: Education).

Educational establishments in other states such as Connecticut and New York have shown interest in fuel

cell technology. Examples of existing or planned fuel cell applications include South Windsor High

School (CT), Liverpool High School (NY), Rochester Institute of Technology, Yale University,

University of Connecticut, and the State University of New York College of Environmental Science and

Forestry.

20

As defined by CBECS, Public Order & Safety facilities are: buildings used for the preservation of law and order or public

safety. Although these sites are usually described as government facilities they are referred to as commercial buildings because

their similarities in energy usage with the other building sites making up the CBECS data. 21 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 22 Public schools are classified as magnets, charters, alternative schools and special facilities

http://www.eia.gov/emeu/cbecs/building_types.html



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Table 2 - Education Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

550

(3)

21

(1)

7

(1)

2.1

(1)

16,556

(1)

44,592

(1)

1,838

(1)

Food Sales

There are over 800 businesses in Vermont known to be engaged in the retail sale of food. Food sales

establishments are potentially good candidates for fuel cells based on their electrical demand and thermal

requirements for heating and refrigeration. Approximately 18 of these sites are considered larger food

sales businesses with approximately 60 or more employees at their site. 23

Of these 18 large food sales

businesses, eight are located in communities serviced by natural gas (Appendix I – Figure 2: Food

Sales).24

The application of a large fuel cell (>300 kW) at a small convenience store may not be

economically viable based on the electric demand and operational requirements; however, a smaller fuel

cell may be appropriate.

Popular grocery chains such as Price Chopper, Supervalu, Wholefoods, and Stop and Shop have shown

interest in powering their stores with fuel cells in Massachusetts, Connecticut, and New York.25

Whole

Foods Market of Glastonbury, CT, has a 200 kW fuel cell that provides 50 percent of its power. In the

wake of Hurricane Irene the power supplied by the fuel cell was enough to keep the freezers and

refrigerators operating during the power outage, minimizing loss of product.26

Table 3 - Food Sales Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

800

(2)

8

(1)

8

(1)

2.4

(1)

18,922

(1)

50,962

(1)

2,100

(1)

Food Service

There are over 1,000 businesses in Vermont that can be classified as food service establishments used for

the preparation and sale of food and beverages for consumption.27

Approximately one of these sites is

considered a larger restaurant business with approximately 130 or more employees at its site and is

located in a community serviced by natural gas (Appendix I – Figure 3: Food Services).28

The application

of a large fuel cell (>300 kW) at smaller restaurants with less than 130 workers may not be economically

viable based on the electric demand and operational requirements; however, a smaller fuel cell ( 5 kW)

may be appropriate to meet hot water and space heating requirements. A significant portion (18 percent)

23

On average, food sale facilities consume 43,000 kWh of electricity per worker on an annual basis. When compared to current

fuel cell technology (>300 kW), which satisfies annual electricity consumption loads between 2,628,000 – 3,504,000 kWh,

calculations show food sales facilities employing more than 61 workers may represent favorable opportunities for the application

of a larger fuel cell. 24 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 25 Clean Energy States Alliance (CESA), “Fuel Cells for Supermarkets – Cleaner Energy with Fuel Cell Combined Heat and

Power Systems”, Benny Smith, www.cleanenergystates.org/assets/Uploads/BlakeFuelCellsSupermarketsFB.pdf 26

Hartford Business.com; “Distributed generation kept lights on after Irene”, http://www.hartfordbusiness.com/news20290.html,

September 2011 27 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 28

On average, food service facilities consume 20,300 kWh of electricity per worker on an annual basis. Current fuel cell

technology (>300 kW) can satisfy annual electricity consumption loads between 2,628,000 – 3,504,000 kWh. Calculations show

food service facilities employing more than 130 workers may represent favorable opportunities for the application of a larger fuel

cell.


http://www.cleanenergystates.org/assets/Uploads/BlakeFuelCellsSupermarketsFB.pdf

http://www.hartfordbusiness.com/news20290.html




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of the energy consumed in a commercial food service operation can be attributed to the domestic hot

water heating load.29

In other parts of the U.S., popular chains, such as McDonalds, are beginning to show

an interest in the smaller sized fuel cell units for the provision of electricity and thermal energy, including

domestic water heating at food service establishments.30

Table 4 - Food Services Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

1,000

(2)

1

(1)

1

(1)

0.3

(1)

2,365

(1)

6,370

(1)

263

(1)

Inpatient Healthcare

There are over 71 inpatient healthcare facilities in Vermont; 17 of which are classified as hospitals.31

Of

these 17 locations, two are located in communities serviced by natural gas and contain 100 or more beds

onsite (Appendix I – Figure 4: Inpatient Healthcare). Hospitals represent an excellent opportunity for the

application of fuel cells because they require a high availability factor of electricity for lifesaving medical

devices and operate 24/7 with a relatively flat load curve. Furthermore, medical equipment, patient

rooms, sterilized/operating rooms, data centers, and kitchen areas within these facilities are often required

to be in operational conditions at all times which maximizes the use of electricity and thermal energy

from a fuel cell. Nationally, hospital energy costs have increased 56 percent from $3.89 per square foot

in 2003 to $6.07 per square foot for 2010, partially due to the increased cost of energy.32

Examples of

healthcare facilities with planned or operational fuel cells include St. Francis, Stamford, and Waterbury

Hospitals in Connecticut, and North Central Bronx Hospital in New York.

Table 5 - Inpatient Healthcare Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

550

(3)

21

(1)

7

(1)

2.1

(1)

16,556

(1)

44,592

(1)

1,838

(1)

29

“Case Studies in Restaurant Water Heating”, Fisher, Donald, http://eec.ucdavis.edu/ACEEE/2008/data/papers/9_243.pdf, 2008 30

Sustainable business Oregon, “ClearEdge sustains brisk growth”,

http://www.sustainablebusinessoregon.com/articles/2010/01/clearedge_sustains_brisk_growth.html, May 8, 2011 31 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 32

BetterBricks, “http://www.betterbricks.com/graphics/assets/documents/BB_Article_EthicalandBusinessCase.pdf”, Page 1,

August 2011

http://eec.ucdavis.edu/ACEEE/2008/data/papers/9_243.pdf

http://www.sustainablebusinessoregon.com/articles/2010/01/clearedge_sustains_brisk_growth.html


http://www.betterbricks.com/graphics/assets/documents/BB_Article_EthicalandBusinessCase.pdf



13

VERMONT

Office

Equipment, 4% Ventilation, 4%

Refrigeration, 3%

Lighting, 11%

Cooling, 13%

Space Heating ,

33%

Water Heating ,

18%

Cooking, 5% Other, 9%

Lodging

There are over 451 establishments specializing in

travel/lodging accommodations that include hotels,

motels, or inns in Vermont. Approximately 24 of

these establishments have 150 or more rooms onsite,

and can be classified as “larger sized” lodging that

may have additional attributes, such as heated pools,

exercise facilities, and/or restaurants. 33

Of these 24

locations, three employ more than 94 workers and

are located in communities serviced by natural gas.

34 As shown in Figure 4, more than 60 percent of

total energy use at a typical lodging facility is due to

lighting, space heating, and water heating. 35

The

application of a large fuel cell (>300 kW) at

hotel/resort facilities with less than 94 employees

may not be economically viable based on the

electrical demand and operational requirement;

however, a smaller fuel cell ( 5 kW) may be

appropriate. Popular hotel chains such as the Hilton

and Starwood Hotels have shown interest in

powering their establishments with fuel cells in New

Jersey and New York

Vermont also has 39 facilities identified as

convalescent homes, two of which have bed capacities greater than, or equal to 150 units, and are located

in communities serviced by natural gas (Appendix I – Figure 5: Lodging).

Table 6 - Lodging Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

490

(6)

9

(1)

9

(1)

2.7

(1)

21,287

(1)

57,332

(1)

2,363

(1)

Public Order and Safety

There are approximately 91 facilities in Vermont that can be classified as public order and safety; these

include 33 fire stations, 39 police stations, and 12 state police stations, and seven prisons. 36,37

Approximately three of these locations are prisons and/or employ more than 210 workers and are located

in communities serviced by natural gas.38,39

These applications may represent favorable opportunities for

33 EPA, “CHP in the Hotel and Casino Market Sector”, www.epa.gov/chp/documents/hotel_casino_analysis.pdf, December, 2005 34

On average lodging facilities consume 28,000 kWh of electricity per worker on an annual basis. Current fuel cell technology

(>300 kW) can satisfy annual electricity consumption loads between 2,628,000 – 3,504,000 kWh. Calculations show lodging

facilities employing more than 94 workers may represent favorable opportunities for the application of a larger fuel cell. 35 National Grid, “Managing Energy Costs in Full-Service Hotels”,

www.nationalgridus.com/non_html/shared_energyeff_hotels.pdf, 2004 36 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 37 USACOPS – The Nations Law Enforcement Site, www.usacops.com/me/ 38

CBECS,“Table C14”, http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf,

November, 2011 39

On average public order and safety facilities consume 12,400 kWh of electricity per worker on an annual basis. When

compared to current fuel cell technology (>300 kW), which satisfies annual electricity consumption loads between 2,628,000 –

Figure 4 - U.S. Lodging, Energy Consumption

http://www.epa.gov/chp/documents/hotel_casino_analysis.pdf

http://www.nationalgridus.com/non_html/shared_energyeff_hotels.pdf


http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf



14

VERMONT

the application of a larger fuel cell (>300 kW), which could provide heat and uninterrupted power. 40,41

The sites identified (Appendix I – Figure 6: Public Order and Safety) will have special value to provide

increased reliability to mission critical facilities associated with public safety and emergency response

during grid outages. The application of a large fuel cell (>300 kW) at public order and safety facilities

with less than 210 employees may not be economically viable based on the electrical demand and

operational requirement; however, a smaller fuel cell ( 5 kW) may be appropriate. Central Park Police

Station in New York City, New York is presently powered by a 200 kW fuel cell system.

Table 7 - Public Order and Safety Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

91

(3)

2

(1)

2

(1)

0.6

(1)

4,370

(1)

12,741

(1)

525

(1)

Energy Intensive Industries

As shown in Table 2, energy intensive industries with high electricity consumption (which on average is

4.8 percent of annual operating costs) have been identified as potential locations for the application of a

fuel cell.42

In Vermont, there are approximately 91 of these industrial facilities that are involved in the

manufacture of aluminum, chemicals, forest products, glass, metal casting, petroleum, coal products or

steel and employ 25 or more employees.43

Of these 91 locations, 22 are located in communities serviced

by natural gas (Appendix I – Figure 7: Energy Intensive Industries).

Table 8 - 2002 Data for the Energy Intensive Industry by Sector44

NAICS Code Sector Energy Consumption per Dollar Value of Shipments (kWh)

325 Chemical manufacturing 2.49

322 Pulp and Paper 4.46

324110 Petroleum Refining 4.72

311 Food manufacturing 0.76

331111 Iron and steel 8.15

321 Wood Products 1.23

3313 Alumina and aluminum 3.58

327310 Cement 16.41

33611 Motor vehicle manufacturing 0.21

3315 Metal casting 1.64

336811 Shipbuilding and ship repair 2.05

3363 Motor vehicle parts manufacturing 2.05

Companies such as Coca-Cola, Johnson & Johnson, and Pepperidge Farms in Connecticut, New Jersey,

and New York have installed fuel cells to help supply energy to their facilities.

3,504,000 kWh, calculations show public order and safety facilities employing more than 212 workers may represent favorable

opportunities for the application of a larger fuel cell. 40

2,628,000 / 12,400 = 211.94 41

CBECS,“Table C14”, http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf,

November, 2011 42 EIA, “Electricity Generation Capability”, 1999 CBECS, www.eia.doe.gov/emeu/cbecs/pba99/comparegener.html 43 Proprietary market data 44 EPA, “Energy Trends in Selected Manufacturing Sectors”, www.epa.gov/sectors/pdf/energy/ch2.pdf, March 2007

http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf

http://www.eia.doe.gov/emeu/cbecs/pba99/comparegener.html

http://www.epa.gov/sectors/pdf/energy/ch2.pdf



15

VERMONT

Table 9 - energy Intensive Industry Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

91

(3)

2

(1)

2

(1)

0.6

(1)

4,370

(1)

12,741

(1)

525

(1)

Government Owned Buildings

Buildings operated by the federal government can be found at 88 locations in Vermont; five of these

properties are actively owned, rather than leased, by the federal government and are located in

communities serviced by natural gas (Appendix I – Figure 8: Federal Government Operated Buildings).

There are also a number of buildings owned and operated by the State of Vermont. The application of fuel

cell technology at government owned buildings would assist in balancing load requirements at these sites

and offer a unique value for active and passive public education associated with the high usage of these

public buildings.

Table 10 - Government Owned Building Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

88

(7)

5

(5)

5

(5)

1.5

(5)

11,826

(5)

31,851

(5)

1,313

(3)

Wireless Telecommunication Sites

Telecommunications companies rely on electricity to run call centers, cell phone towers, and other vital

equipment. In Vermont, there are at least 83 telecommunications and/or wireless company tower sites

(Appendix I – Figure 9: Telecommunication Sites). Any loss of power at these locations may result in a

loss of service to customers; thus, having reliable power is critical. Each individual site represents an

opportunity to provide back-up power for continuous operation through the application of on-site back-up

generation powered by hydrogen and fuel cell technology. It is an industry standard to install units

capable of supplying 48-72 hours of backup power; this is typically accomplished with batteries or

conventional emergency generators.45

The deployment of fuel cells at selected telecommunication sites

will have special value to provide increased reliability to critical sites associated with emergency

communications and homeland security. An example of a telecommunication site that utilizes fuel cell

technology to provide back-up power is a T-Mobile facility located in Storrs, Connecticut.

Table 11 - Wireless Telecommunication Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

83

(2)

9

(2) N/A N/A N/A N/A N/A

Wastewater Treatment Plants (WWTPs) There are 29 WWTPs in Vermont that have design flows ranging from 1,500 gallons per day (GPD) to 20

million gallons per day (MGD); three of these facilities average between 3 – 20 MGD. WWTPs typically

operate 24/7 and may be able to utilize the thermal energy from the fuel cell to process fats, oils, and

45 ReliOn, Hydrogen Fuel Cell: Wireless Applications”, www.relion-inc.com/pdf/ReliOn_AppsWireless_2010.pdf, May 4, 2011

http://www.relion-inc.com/pdf/ReliOn_AppsWireless_2010.pdf



16

VERMONT

grease.46

WWTPs account for approximately three percent of the electric load in the United State.47

Digester gas produced at WWTP’s, which is usually 60 percent methane, can serve as a fuel substitute for

natural gas to power fuel cells. Anaerobic digesters generally require a wastewater flow greater than

three MGD for an economy of scale to collect and use the methane.48

Most facilities currently represent a

lost opportunity to capture and use the digestion of methane emissions created from their operations. 49,50

(Appendix I – Figure 10: Municipal Waste Sites)

A 200 kW fuel cell power plant in Yonkers, New York, was the world’s first commercial fuel cell to run

on a waste gas created at a wastewater treatment plant. The fuel cell generates about 1,600 MWh of

electricity a year, and reduces methane emissions released to the environment.51

A 200 kW fuel cell

power plant was also installed at the Water Pollution Control Authority’s WWTP in New Haven,

Connecticut, and produces 10 – 15 percent of the facility’s electricity, reducing energy costs by almost

$13,000 a year.52

Table 12 - Wastewater Treatment Plant Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

28

(5)

1

(6)

1

(6)

0.3

(6)

2,365

(6)

6,370

(6)

263

(3)

Landfill Methane Outreach Program (LMOP)

There are nine landfills in Vermont identified by the Environmental Protection Agency (EPA) through

their LMOP program: five of which are operational and four of which are considered potential sites for

the production and recovery of methane gas. 53,54

The amount of methane emissions released by a given

site is dependent upon the amount of material in the landfill and the amount of time the material has been

in place. Similar to WWTPs, methane emissions from landfills could be captured and used as a fuel to

power a fuel cell system. In 2009, municipal solid waste (MSW) landfills were responsible for producing

approximately 17 percent of human-related methane emissions in the nation. These locations could

produce renewable energy and help manage the release of methane (Appendix I – Figure 10: Municipal

Waste Sites).

Table 13 - Landfill Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

9

(4)

1

(7)

1

(7)

0.3

(7)

2,365

(7)

6,370

(7)

263

(4)

46

“Beyond Zero Net Energy: Case Studies of Wastewater Treatment for Energy and Resource Production”, Toffey, Bill,

September 2010, http://www.awra-pmas.memberlodge.org/Resources/Documents/Beyond_NZE_WWT-Toffey-9-16-2010.pdf 47

EPA, Wastewater Management Fact Sheet, “Introduction”, July, 2006 48 EPA, Wastewater Management Fact Sheet, www.p2pays.org/energy/WastePlant.pdf, July, 2006 49 “GHG Emissions from Wastewater Treatment and Biosolids Management”, Beecher, Ned, November 20, 2009,

www.des.state.nh.us/organization/divisions/water/wmb/rivers/watershed_conference/documents/2009_fri_climate_2.pdf 50 EPA, Wastewater Management Fact Sheet, www.p2pays.org/energy/WastePlant.pdf, May 4, 2011 51 NYPA, “WHAT WE DO – Fuel Cells”, www.nypa.gov/services/fuelcells.htm, August 8, 2011 52

Conntact.com, “City to Install Fuel Cell”, http://www.conntact.com/archive_index/archive_pages/4472_Business_New_Haven.html, August 15, 2003 53

Due to size, individual sites may have more than one potential, candidate, or operational project. 54 LMOP defines a candidate landfill as “one that is accepting waste or has been closed for five years or less, has at

least one million tons of waste, and does not have an operational or, under-construction project,”EPA, “Landfill

Methane Outreach Program”, www.epa.gov/lmop/basic-info/index.html, April 7, 2011

http://www.awra-pmas.memberlodge.org/Resources/Documents/Beyond_NZE_WWT-Toffey-9-16-2010.pdf

http://www.p2pays.org/energy/WastePlant.pdf

http://www.des.state.nh.us/organization/divisions/water/wmb/rivers/watershed_conference/documents/2009_fri_climate_2.pdf

http://www.des.state.nh.us/organization/divisions/water/wmb/rivers/watershed_conference/documents/2009_fri_climate_2.pdf

http://www.p2pays.org/energy/WastePlant.pdf

http://www.nypa.gov/services/fuelcells.htm

http://www.epa.gov/lmop/basic-info/index.html



17

VERMONT

Airports

During peak air travel times in the U.S., there are approximately 50,000 airplanes in the sky each day.

Ensuring safe operations of commercial and private aircrafts are the responsibility of air traffic

controllers. Modern software, host computers, voice communication systems, and instituted full scale

glide path angle capabilities assist air traffic controllers in tracking and communicating with aircrafts;

consequently, reliable electricity is extremely important and present an opportunity for a fuel cell power

application. 55

There are approximately 52 airports in Vermont, including 12 that are open to the public and have

scheduled services. Of those 52 airports, two (Table 3) have 2,500 or more passengers enplaned each

year; one of these two facilities is located in communities serviced by natural gas. (See Appendix I –

Figure 11: Commercial Airports). An example of an airport currently hosting a fuel cell power plant to

provide backup power is Albany International Airport located in Albany, New York.

Burlington International Airport (BTV) is considered the only “Joint-Use” airport in Vermont. Joint-Use

facilities are establishments where the military department authorizes use of the military runway for

public airport services. Army Aviation Support Facilities (AASF) located at this site are used by the

Army to provide aircraft and equipment readiness, train and utilize military personnel, conduct flight

training and operations, and perform field level maintenance.

Table 14 – Vermont Top Airports' Enplanement Count

Airport56

Total Enplanement in 2000

Burlington International 446,363

Rutland State 4,010

On May 18, 2011 a power surge occurred, going through the terminal and out into the airfield where it

took out three runway lights in addition to two transformers powering the rest of the runway lights.

Flights were canceled at BTV that night as well as the preceding morning, resulting in frustrated customer

threatening to take their business elsewhere in the future.57

Burlington International Airport represents a favorable opportunity for the application of uninterruptible

power for necessary services associated with national defense and emergency response and is located in a

community serviced by natural gas (Appendix I – Figure 11: Commercial Airports).

Table 15 - Airport Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

VT

(% of Region)

57

(7)

1 (1)

(2)

1

(2)

0.3

(2)

2,365

(2)

6,370

(2)

263

(1)

55 Howstuffworks.com, “How Air Traffic Control Works”, Craig, Freudenrich,

http://science.howstuffworks.com/transport/flight/modern/air-traffic-control5.htm, May 4, 2011 56 Bureau of Transportation Statistics, “Vermont Transportation Profile”,

www.bts.gov/publications/state_transportation_statistics/vermont/pdf/entire.pdf, March 30, 2011 57

Wcax.com, “Power outage cancels BTV flights,” http://www.wcax.com/story/14677403/flights-canceled-after-btv-runway-

lights-fail, May 2011

http://science.howstuffworks.com/transport/flight/modern/air-traffic-control5.htm

http://www.wcax.com/story/14677403/flights-canceled-after-btv-runway-lights-fail

http://www.wcax.com/story/14677403/flights-canceled-after-btv-runway-lights-fail



18

VERMONT

Military The U.S. Department of Defense (DOD) is the largest funding organization in terms of supporting fuel

cell activities for military applications in the world. DOD is using fuel cells for:

Stationary units for power supply in bases.

Fuel cell units in transport applications.

Portable units for equipping individual soldiers or group of soldiers.

In a collaborative partnership with the DOE, the DOD plans to install and operate 18 fuel cell backup

power systems at eight of its military installations, two of which are located within the Northeast region

(New York and New Jersey).58

58 Fuel Cell Today, “US DoD to Install Fuel cell Backup Power Systems at Eight Military Installations”,

http://www.fuelcelltoday.com/online/news/articles/2011-07/US-DOD-FC-Backup-Power-Systems, July 20, 2011

http://www.fuelcelltoday.com/online/news/articles/2011-07/US-DOD-FC-Backup-Power-Systems



19

VERMONT

POTENTIAL TRANSPORTATION TARGETS

Transportation is responsible for one-fourth of the total global GHG emissions and consumes 75 percent

of the world’s oil production. In 2010, the U.S. used 21 million barrels of non-renewable petroleum each

day. Roughly 34 percent of Vermont’s energy consumption is due to demands of the transportation

sector, including gasoline and on-highway diesel petroleum for automobiles, cars, trucks, and buses. A

small percent of non-renewable petroleum is used for jet and ship fuel.59

The current economy in the U.S. is dependent on hydrocarbon energy sources and any disruption or

shortage of this energy supply will severely affect many energy related activities, including

transportation. As oil and other non-sustainable hydrocarbon energy resources become scarce, energy

prices will increase and the reliability of supply will be reduced. Government and industry are now

investigating the use of hydrogen and renewable energy as a replacement of hydrocarbon fuels.

Hydrogen-fueled fuel cell electric vehicles (FCEVs) have many advantages over conventional

technology, including:

Quiet operation;

Near zero emissions of controlled pollutants such as nitrous oxide, carbon monoxide,

hydrocarbon gases or particulates;

Substantial (30 to 50 percent) reduction in GHG emissions on a well-to-wheel basis compared to

conventional gasoline or gasoline-hybrid vehicles when the hydrogen is produced by

conventional methods such as natural gas; and 100 percent when hydrogen is produced from a

clean energy source;

Ability to fuel vehicles with indigenous energy sources which reduces dependence on imported

energy and adds to energy security; and

Higher efficiency than conventional vehicles (See Table 4).60,61

Table 16 - Average Energy Efficiency of Conventional and Fuel Cell Vehicles (mpge62

)

Passenger Car Light Truck Transit Bus

Hydrogen Gasoline Hybrid Gasoline Hydrogen Gasoline Hydrogen Fuel Cell Diesel

52 50 29.3 49.2 21.5 5.4 3.9

FCEVs can reduce price volatility, dependence on oil, improve environmental performance, and provide

greater efficiencies than conventional transportation technologies, as follows:

Replacement of gasoline-fueled passenger vehicles and light duty trucks, and diesel-fueled transit

buses with FCEVs could result in annual CO2 emission reductions (per vehicle) of approximately

10,170, 15,770, and 182,984 pounds per year, respectively.63

59 “US Oil Consumption to BP Spill”, http://applesfromoranges.com/2010/05/us-oil-consumption-to-bp-spill/, May31, 2010 60 “Challenges for Sustainable Mobility and Development of Fuel Cell Vehicles”, Masatami Takimoto, Executive Vice President,

Toyota Motor Corporation, January 26, 2006. Presentation at the 2nd International Hydrogen & Fuel Cell Expo Technical

Conference Tokyo, Japan 61 “Twenty Hydrogen Myths”, Amory B. Lovins, Rocky Mountain Institute, June 20, 2003 62 Miles per Gallon Equivalent 63 Fuel Cell Economic Development Plan, Connecticut Department of Economic and Community Development and the

Connecticut Center for Advanced Technology, Inc, January 1, 2008, Calculations based upon average annual mileage of 12,500

miles for passenger car and 14,000 miles for light trucks (U.S. EPA) and 37,000 average miles/year per bus (U.S. DOT FTA,

2007)

http://applesfromoranges.com/2010/05/us-oil-consumption-to-bp-spill/



20

VERMONT

Replacement of gasoline-fueled passenger vehicles and light duty trucks, and diesel-fueled transit

buses with FCEVs could result in annual energy savings (per vehicle) of approximately 230

gallons of gasoline (passenger vehicle), 485 gallons of gasoline (light duty truck) and 4,390

gallons of diesel (bus).

Replacement of gasoline-fueled passenger vehicles, light duty trucks, and diesel-fueled transit

buses with FCEVs could result in annual fuel cost savings of approximately $885 per passenger

vehicle, $1,866 per light duty truck, and $17,560 per bus.64

Automobile manufacturers such as Toyota, General Motors, Honda, Daimler AG, and Hyundai have

projected that models of their FCEVs will begin to roll out in larger numbers by 2015. Longer term, the

U.S. DOE has projected that between 15.1 million and 23.9 million light duty FCEVs may be sold each

year by 2050 and between 144 million and 347 million light duty FCEVs may be in use by 2050 with a

transition to a hydrogen economy. These estimates could be accelerated if political, economic, energy

security or environmental polices prompt a rapid advancement in alternative fuels.65

Strategic targets for the application of hydrogen for transportation include alternative fueling stations;

Vermont Department of Transportation (VDOT) refueling stations; bus transits operations; government,

public, and privately owned fleets; and material handling and airport ground support equipment (GSE).

Graphical representation of potential targets analyzed are depicted in Appendix I.

Alternative Fueling Stations

There are approximately 620 retail fueling stations in Vermont;66

however, only 11 public and/or private

stations within the state provide alternative fuels, such as biodiesel, compressed natural gas, propane,

hydrogen, and/or electricity for alternative-fueled vehicles.67

There are also at least 60 refueling stations

owned and operated by VDOT that can be used by authorities operating federal and state safety vehicles,

state transit vehicles, and employees of universities that operate fleet vehicles on a regular basis. 68

Development of hydrogen fueling at alternative fuel stations and at selected locations owned and operated

by VDOT would help facilitate the deployment of FCEVs within the state. (See Appendix I – Figure 12:

Alternative Fueling Stations). Currently, there are approximately 18 existing or planned transportation

fueling stations in the Northeast region where hydrogen is provided as an alternative fuel.69,70,71

64 U.S. EIA, Weekly Retail Gasoline and Diesel Prices: gasoline - $3.847 and diesel – 4.00,

www.eia.gov/dnav/pet/pet_pri_gnd_a_epm0r_pte_dpgal_w.htm 65

Effects of a Transition to a Hydrogen Economy on Employment in the United States: Report to Congress,

http://www.hydrogen.energy.gov/congress_reports.html, August 2011 66 “Public retail gasoline stations state year” www.afdc.energy.gov/afdc/data/docs/gasoline_stations_state.xls, May 5, 2011 67 Alternative Fuels Data Center, www.afdc.energy.gov/afdc/locator/stations/ 68 EPA, “Government UST Noncompliance Report-2007”, www.epa.gov/oust/docs/VT%20Compliance%20Report.pdf, August

8,2007 69 Alternative Fuels Data Center, http://www.afdc.energy.gov/afdc/locator/stations/ 70 Hyride, “About the fueling station”, http://www.hyride.org/html-about_hyride/About_Fueling.html 71 CTTransit, “Hartford Bus Facility Site Work (Phase 1)”,

www.cttransit.com/Procurements/Display.asp?ProcurementID={8752CA67-AB1F-4D88-BCEC-4B82AC8A2542}, March, 2011

http://www.hydrogen.energy.gov/congress_reports.html

http://www.afdc.energy.gov/afdc/data/docs/gasoline_stations_state.xls

http://www.afdc.energy.gov/afdc/locator/stations/

http://www.afdc.energy.gov/afdc/locator/stations/

http://www.hyride.org/html-about_hyride/About_Fueling.html

http://www.cttransit.com/Procurements/Display.asp?ProcurementID=%7b8752CA67-AB1F-4D88-BCEC-4B82AC8A2542%7d



21

VERMONT

Fleets

There are over 2,000 fleet vehicles (excluding state and federal vehicles) classified as non-leasing or

company owned vehicles in Vermont. 72

Fleet vehicles typically account for more than twice the amount

of mileage, and therefore twice the fuel consumption and emissions, compared to personal vehicles on a

per vehicle basis. There is an additional 750 passenger automobiles and/or light duty trucks in Vermont,

owned by state and federal agencies (excluding state police) that traveled a combined 7,088,686 miles in

2010, while releasing 388 metrics tons of CO2. 73

Conversion of fleet vehicles from conventional fossil

fuels to FCEVs could significantly reduce petroleum consumption and GHG emissions. Fleet vehicle

hubs may be good candidates for hydrogen refueling and conversion to FCEVs because they mostly

operate on fixed routes or within fixed districts and are fueled from a centralized station.

Bus Transit

There are approximately 42 directly operated buses that provide public transportation services in

Vermont.74

As discussed above, replacement of a conventional diesel transit bus with fuel cell transit bus

would result in the reduction of CO2 emissions (estimated at approximately 183,000 pounds per year), and

reduction of diesel fuel (estimated at approximately 4,390 gallons per year).75

Although the efficiency of

conventional diesel buses has increased, conventional diesel buses, which typically achieve fuel economy

performance levels of 3.9 miles per gallon, have the greatest potential for energy savings by using high

efficiency fuel cells. Other states such as California, Connecticut, South Carolina, and Maine have also

begun the transition of fueling transit buses with alternative fuels to improve efficiency and

environmental performance.

Material Handling

Material handling equipment such as forklifts are used by a variety of industries, including

manufacturing, construction, mining, agriculture, food, retailers, and wholesale trade to move goods

within a facility or to load goods for shipping to another site. Material handling equipment is usually

battery, propane or diesel powered. Batteries that currently power material handling equipment are heavy

and take up significant storage space while only providing up to 6 hours of run time. Fuel cells can

ensure constant power delivery and performance, eliminating the reduction in voltage output that occurs

as batteries discharge. Fuel cell powered material handling equipment last more than twice as long (12-

14 hours) and also eliminate the need for battery storage and charging rooms, leaving more space for

products. In addition, fueling time only takes two to three minutes by the operator compared to least 20

minutes or more for each battery replacement (assuming one is available), which saves the operator

valuable time and increases warehouse productivity.

Fuel cell powered material handling equipment has significant cost advantages, compared to batteries,

such as:

1.5 times lower maintenance cost;

8 times lower refueling/recharging labor cost;

2 times lower net present value of total operations and management (O&M) system cost.

72

Fleet.com, “2009-My Registration”, http://www.automotive-

fleet.com/Statistics/StatsViewer.aspx?file=http%3a%2f%2fwww.automotive-fleet.com%2ffc_resources%2fstats%2fAFFB10-16-

top10-state.pdf&channel 73 U.S. General Services Administration, “GSA 2010 Fleet Reports”, Table 4-2, http://www.gsa.gov/portal/content/230525, September

2011 74

NTD Date, “TS2.2 - Service Data and Operating Expenses Time-Series by System”,

http://www.ntdprogram.gov/ntdprogram/data.htm, December 2011 75 Fuel Cell Economic Development Plan, Connecticut Department of Economic and Community Development and the

Connecticut Center for Advanced Technology, Inc, January 1, 2008.

http://www.automotive-fleet.com/Statistics/StatsViewer.aspx?file=http%3a%2f%2fwww.automotive-fleet.com%2ffc_resources%2fstats%2fAFFB10-16-top10-state.pdf&channel



http://www.gsa.gov/portal/content/230525



22

VERMONT

63 percent less emissions of GHG. Appendix X provides a comparison of PEM fuel cell and

battery-powered material handling equipment. 76

Fuel cell powered material handling equipment is already in use at dozens of warehouses, distribution

centers, and manufacturing plants in North America.77

Large corporations that are currently or planning

to utilize fuel cell powered material handling equipment include CVS, Coca-Cola, BMW, Central

Grocers, and Wal-Mart. (Refer to Appendix IX for a partial list of companies in North America that using

fuel cell powered forklifts)78

There are approximately four distribution center/warehouse sites that have

been identified in Vermont and may benefit from the use of fuel cell powered material handling

equipment. (Appendix I – Figure 13: Distribution Centers/Warehouses)

Ground Support Equipment

Ground support equipment (GSE) such as catering trucks, deicers, and airport tugs can be battery

operated or more commonly run on diesel or gasoline. As an alternative, hydrogen-powered tugs are

being developed for both military and commercial applications. While their performance is similar to that

of other battery-powered equipment, a fuel cell-powered GSE remains fully charged (provided there is

hydrogen fuel available) and do not experience performance lag at the end of a shift like battery-powered

GSEs.79

Potential large end-users of GSE that serve Vermont’s largest airports include Delta Airlines,

Continental, JetBlue, United, and US Airways (Appendix I – Figure 11: Commercial Airports). 80

77 DOE EERE, “Early Markets: Fuel Cells for Material Handling Equipment”,

www1.eere.energy.gov/hydrogenandfuelcells/education/pdfs/early_markets_forklifts.pdf, February 2011 78 Plug Power, “Plug Power Celebrates Successful year for Company’s Manufacturing and Sales Activity”,

www.plugpower.com, January 4, 2011 79 Battelle, “Identification and Characterization of Near-Term Direct Hydrogen Proton Exchange Membrane Fuel Cell Markets”,

April 2007, www1.eere.energy.gov/hydrogenandfuelcells/pdfs/pemfc_econ_2006_report_final_0407.pdf 80 BTV, “Airlines”, http://www.burlingtonintlairport.com/airlines/airlines.html, August, 2011

http://www1.eere.energy.gov/hydrogenandfuelcells/education/pdfs/early_markets_forklifts.pdf

http://www1.eere.energy.gov/hydrogenandfuelcells/education/pdfs/early_markets_forklifts.pdf

http://www.plugpower.com/

http://www.plugpower.com/

http://www1.eere.energy.gov/hydrogenandfuelcells/pdfs/pemfc_econ_2006_report_final_0407.pdf

http://www.burlingtonintlairport.com/airlines/airlines.html



23

VERMONT

CONCLUSION

Hydrogen and fuel cell technology offers significant opportunities for improved energy reliability, energy

efficiency, and emission reductions. Large fuel cell units (>300 kW) may be appropriate for applications

that serve large electric and thermal loads. Smaller fuel cell units (< 300 kW) may provide back-up power

for telecommunication sites, restaurants/fast food outlets, and smaller sized public facilities at this time.

Table 17 –Summary of Potential Fuel Cell Applications

Category Total Sites Potential

Sites

Number of Fuel

Cells

< 300 kW

Number of

Fuel Cells

>300 kW

CB

EC

S D

ata

Education 550 2181

14 7

Food Sales 800+ 882

8

Food Services 1,000+ 183

1

Inpatient Healthcare 71 284

2

Lodging 490 985

9

Public Order & Safety 91 286

2

Energy Intensive Industries 91 287

2

Government Operated

Buildings 88 5

88

5

Wireless

Telecommunication

Towers

8389

990

9

WWTPs 28 191

1

Landfills 9 192

1

Airports (w/ AASF) 57(1) 1(1) 93

1

Total 3,301 62 23 39

As shown in Table 5, the analysis provided here estimates that there are approximately 62 potential

locations, which may be favorable candidates for the application of a fuel cell to provide heat and power.

Assuming the demand for electricity was uniform throughout the year, approximately 29 to 39 fuel cell

units, with a capacity of 300 – 400 kW, could be deployed for a total fuel cell capacity of 12 to 16 MWs.

81 21 high schools and/or college and universities located in communities serviced by natural gas 82 eight food sale facilities located in communities serviced by natural gas 83 Ten percent of the 21 food service facilities located in communities serviced by natural gas 84 One Hospital located in communities serviced by natural gas and occupying 100 or more beds onsite 85 Seven hotel facilities with 100+ rooms onsite and two convalescent homes with 150+ bed onsite located in communities

serviced by natural gas 86 Correctional facilities and/or other public order and safety facilities with 212 workers or more. 87 Ten percent of 22 energy intensive industry facilities located in communities serviced by natural gas 88 13 actively owned federal government operated building located in communities serviced by natural gas 89

The Federal Communications Commission regulates interstate and international communications by radio, television, wire,

satellite and cable in all 50 states, the District of Columbia and U.S. territories 90 Ten percent of the 83 wireless telecommunication sites in Vermont targeted for back-up PEM fuel cell deployment 91 Vermont WWTP with average flows of 3.0+ MGD 92 Ten percent of the Landfills targeted based on LMOP data 93 Airport facility with 2,500+ annual Enplanement Count and AASFs



24

VERMONT

If all suggested targets are satisfied by fuel cell(s) installations 300 kW units, a minimum of 94,608 MWh

electric and 254,811 MMBTUs (equivalent to 74,681 MWh) of thermal energy would be produced, which

could reduce CO2 emissions by approximately 17,313 tons per year.94

Vermont can also benefit from the use of hydrogen and fuel cell technology for transportation such as

passenger fleets, transit district fleets, municipal fleets and state department fleets. The application of

hydrogen and fuel cell technology for transportation would reduce the dependence on oil, improve

environmental performance and provide greater efficiencies than conventional transportation

technologies.

• Replacement of a gasoline-fueled passenger vehicle with FCEVs could result in annual CO2

emission reductions (per vehicle) of approximately 10,170 pounds, annual energy savings of 230

gallons of gasoline, and annual fuel cost savings of $885.

• Replacement of a gasoline-fueled light duty truck with FCEVs could result in annual CO2

emission reductions (per light duty truck) of approximately 15,770 pounds, annual energy savings

of 485 gallons of gasoline, and annual fuel cost savings of $1866.

• Replacement of a diesel-fueled transit bus with a fuel cell powered bus could result in annual CO2

emission reductions (per bus) of approximately 182,984 pounds, annual energy savings of 4,390

gallons of fuel, and annual fuel cost savings of $17,560.

Hydrogen and fuel cell technology also provides significant opportunities for job creation and/or

economic development. Realizing over $2.5 million in revenue and investment in 2010, the hydrogen and

fuel cell industry in Vermont is estimated to have contributed approximately $142,000 in state and local

tax revenue, and over $3.3 million in gross state product. Currently, there are at least five Vermont

companies that are part of the growing hydrogen and fuel cell industry supply chain in the Northeast

region. If newer/emerging hydrogen and fuel cell technology were to gain momentum, the number of

companies and employment for the industry could grow substantially.

94

If all suggested targets are satisfied by fuel cell(s) installations with 400 kW units, a minimum of 133,152 MWh electric and

624,483 MMBTUs (equivalent to 624,483 MWh) of thermal energy would be produced, which could reduce CO2 emissions by

at least 24,367 tons per year



25

VERMONT

APPENDICES



26

VERMONT

Appendix I – Figure 1: Education



27

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Appendix I – Figure 2: Food Sales



28

VERMONT

Appendix I – Figure 3: Food Services



29

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Appendix I – Figure 4: Inpatient Healthcare



30

VERMONT

Appendix I – Figure 5: Lodging



31

VERMONT

Appendix I – Figure 6: Public Order and Safety



32

VERMONT

Appendix I – Figure 7: Energy Intensive Industries



33

VERMONT

Appendix I – Figure 8: Federal Government Operated Buildings



34

VERMONT

Appendix I – Figure 9: Telecommunication Sites



35

VERMONT

Appendix I – Figure 10: Solid and Liquid Waste Sites



36

VERMONT

Appendix I – Figure 11: Commercial Airports



37

VERMONT

Appendix I – Figure 12: Alternative Fueling Stations



38

VERMONT

Appendix I – Figure 13: Distribution Centers & Warehouses



39

VERMONT

Appendix II – Vermont Estimated Electrical Consumption per Sector

Category Total Site

Electric Consumption per Building

(1000 kWh)95

kWh Consumed per Sector

New England

Education 550 161.844 89,014,200

Food Sales 800 319.821 255,856,800

Food Services 1,00 128 128,190,000

Inpatient Healthcare 71 6,038.63 428,742,820

Lodging 490 213.12 104,427,820

Public Order & Safety 152 77.855 11,833,960

Total 3,063 1,018,065,155

Residential96

2,188,000,000

Industrial 1,643,000,000

Commercial 2,050,000,000

Other Commercial 1,031,934,845

95

EIA, Electricity consumption and expenditure intensities for Non-Mall Building 2003 96

DOE EERE, “Electric Power and Renewable Energy in Maine”, http://apps1.eere.energy.gov/states/electricity.cfm/state=ME,

August 25, 2011

http://apps1.eere.energy.gov/states/electricity.cfm/state=



40

VERMONT

Appendix III – Key Stakeholders

Organization City/Town State Website Clean Energy States

Alliance Montpelier

VT http://www.cleanenergystates.org/

University of Vermont

(Clean Cities) Burlington

VT http://www.uvm.edu/~transctr/?Page=cleancty/default.php

Renewable Energy

Vermont Montpelier

VT http://www.revermont.org/main/

Department of Building and

General Services Montpelier

VT http://bgs.vermont.gov/

Vermont Department of

Public Service CEDF Montpelier

VT http://publicservice.vermont.gov/

Vermont center for

Emerging Technologies Burlington

VT http://www.vermonttechnologies.com/

Vermont Public

Transportation Association Middlebury

VT http://www.vpta.net/

Go Vermont Montpelier VT

http://www.connectingcommuters.org/

Utility Companies

Vermont Gas Systems http://www.vermontgas.com/

Vermont Electric Co-op http://www.vermontelectric.coop/

Green Mountain Power http://greenmountainpower.com/

Burlington Electric Co. https://www.burlingtonelectric.com/page.php?pid=1

Central Vermont Public Service Corp. http://www.cvps.com/

http://www.cleanenergystates.org/

http://www.uvm.edu/~transctr/?Page=cleancty/default.php

http://www.revermont.org/main/

http://bgs.vermont.gov/

http://publicservice.vermont.gov/

http://www.vermonttechnologies.com/

http://www.vpta.net/

http://www.connectingcommuters.org/

http://www.vermontgas.com/

http://www.vermontelectric.coop/

http://greenmountainpower.com/

https://www.burlingtonelectric.com/page.php?pid=1

http://www.cvps.com/

Appendix IV – Vermont Hydrogen/Fuel Cell Based Incentives and Programs

Funding Source: Renewable Energy Vermont

Program Title: Local Option – Property Tax Exemption

Applicable Energies/Technologies: Solar Water Heat, Solar Space Heat, Solar Thermal

Electric, Photovoltaic, Landfill Gas, Wind, Biomass, Hydroelectric, CHP/Cogeneration,

Anaerobic Digestion, Small Hydroelectric, Fuel Cells using Renewable Fuels

Summary: Vermont allows municipalities the option of offering an exemption from the municipal

real and personal property taxes for certain renewable energy systems (Note: state property taxes

would still apply)

Restrictions:

All component parts thereof including land upon which the facility is located, not to exceed one-half

acre

Timing: Current

Maximum Size: Unspecified

Requirements:

Adoption of this exemption varies by municipality, but the exemption generally applies to the total

value of the qualifying renewable energy system and can be applied to residential, commercial, and

industrial real and personal property.

http://www.revermont.org/main/vermont-solar-consumer-guide/incentive-types/

Rebate amount: ►Varies

For further information, please visit:


Source:

Vermont Public Utilities Commission “Incentive Types”, August, 2011

DSIRE “Local Option – Property Tax Exemption”; August, 2011





42

Funding Source: Renewable Energy Vermont

Program Title: Renewable Energy Systems Sales Tax Exemption

Applicable Energies/Technologies: Solar Water Heat, Solar Thermal Electric, Photovoltaic,

Landfill Gas, Wind, Biomass, CHP/Cogeneration, Anaerobic Digestion, Fuel Cells using

Renewable Fuels

Summary: Vermont's sales tax exemption for renewable-energy systems, originally enacted as part

of the Miscellaneous Tax Reduction Act of 1999 (H. 0548), initially applied only to net-metered

systems. The exemption now generally applies to systems up to 250 kilowatts (kW) in capacity that

generate electricity using eligible "renewable energy" resources

Restrictions: Must fall under the definition of “renewable energy” as defined under 30 V.S.A. §

8002 as "energy produced using a technology that relies on a resource that is being consumed at a

harvest rate at or below its natural regeneration rate." Biogas from sewage-treatment plants and

landfills, and anaerobic digestion of agricultural products, byproducts and wastes are explicitly

included.

Timing: Current

Maximum Size: 250 kWs

Requirements:


Rebate amount:

► 100% of sales tax for purchase

For further information, please visit:


Source:

Vermont Public Utilities Commission “Incentive Types”, August, 2011

DSIRE “renewable Energy Systems Sales Tax Incentive”; August, 2011





43

Appendix V – Partial List of Hydrogen and Fuel Cell Supply Chain Companies in Vermont97

Organization Name Product or Service Category

1 K & E Plastics Plastic fabrication

2 Concepts NREC Engineering/Design Services

3 Dynapower Equipment

4 L.N. Consulting Inc. FC/H2 System Distr./Install/Maint. Services

5 Downs Rachlin Martin

PLLC Consulting/Legal/Financial Services

97

Northeast Electrochemical Energy Storage Cluster Supply Chain Database Search, http://neesc.org/resources/?type=1, August 11, 2011

http://neesc.org/resources/?type=1



44

Appendix VI – Comparison of Fuel Cell Technologies98

Fuel Cell

Type

Common

Electrolyte

Operating

Temperature

Typical

Stack

Size

Efficiency Applications Advantages Disadvantages

Polymer

Electrolyte

Membrane

(PEM)

Perfluoro sulfonic

acid

50-100°C

122-212°

typically

80°C

< 1 kW –

1 MW99

>

kW 60%

transportation

35%

stationary

• Backup power

• Portable power

• Distributed generation

• Transportation

• Specialty vehicle

• Solid electrolyte reduces

corrosion & electrolyte

management problems

• Low temperature

• Quick start-up

• Expensive catalysts

• Sensitive to fuel

impurities

• Low temperature waste

heat

Alkaline

(AFC)

Aqueous solution

of potassium

hydroxide soaked

in a matrix

90-100°C

194-212°F

10 – 100

kW 60%

• Military

• Space

• Cathode reaction faster

in alkaline electrolyte,

leads to high performance

• Low cost components

• Sensitive to CO2

in fuel and air

• Electrolyte

management

Phosphoric

Acid

(PAFC)

Phosphoric acid

soaked in a matrix

150-200°C

302-392°F

400 kW

100 kW

module

40% • Distributed generation

• Higher temperature enables

CHP

• Increased tolerance to fuel

impurities

• Pt catalyst

• Long start up time

• Low current and power

Molten

Carbonate

(MCFC)

Solution of lithium,

sodium and/or

potassium

carbonates, soaked

in a matrix

600-700°C

1112-1292°F

300

k W- 3 M

W

300 kW

module

45 – 50% • Electric utility


• High efficiency

• Fuel flexibility

• Can use a variety of catalysts

• Suitable for CHP

• High temperature

corrosion and breakdown

of cell components

• Long start up time

• Low power density

Solid Oxide

(SOFC)

Yttria stabilized

zirconia

700-1000°C

1202-1832°F

1 kW – 2

MW 60%

• Auxiliary power

• Electric utility


• High efficiency

• Fuel flexibility

• Can use a variety of catalysts

• Solid electrolyte

• Suitable f o r CHP & CHHP

• Hybrid/GT cycle


corrosion and breakdown

of cell components


operation requires long

start up

time and limits

Polymer Electrolyte is no longer a single category row. Data shown does not take into account High Temperature PEM which operates in the range of 160oC to 180

oC. It solves

virtually all of the disadvantages listed under PEM. It is not sensitive to impurities. It has usable heat. Stack efficiencies of 52% on the high side are realized. HTPEM is not a

PAFC fuel cell and should not be confused with one.

98 U.S. department of Energy, Fuel Cells Technology Program, http://www1.eere.energy.gov/hydrogenandfuelcells/fuelcells/pdfs/fc_comparison_chart.pdf, August 5, 2011 99

Ballard, “CLEARgen Multi-MY Systems”, http://www.ballard.com/fuel-cell-products/cleargen-multi-mw-systems.aspx, November, 2011

http://www1.eere.energy.gov/hydrogenandfuelcells/fuelcells/pdfs/fc_comparison_chart.pdf

http://www.ballard.com/fuel-cell-products/cleargen-multi-mw-systems.aspx



45

Appendix VII –Analysis of Strengths, Weaknesses, Opportunities, and Threats for Vermont

Strengths Stationary Power – Strong market drivers (elect cost,

environmental factors, critical power)

Transportation Power - Strong market drivers (appeal to market,

environmental factors, high gasoline prices, long commuting

distance, lack of public transportation options)

Weaknesses Stationary Power – No fuel cell technology/industrial base at the

OEM level, fuel cells only considered statutorily “renewable” if

powered by renewable fuel, lack of

installations/familiarity/comfort level with technology

Transportation Power – No technology/industrial base at the OEM

level

Economic Development Factors – limited state incentives

Opportunities Stationary Power – More opportunity as a “early adopter market”,

some supply chain buildup opportunities such as supermarkets

and larger hotel chains around the deployment

Transportation Power – Same as stationary power.

Economic Development Factors – Once the region determines its

focus within the hydrogen/fuel cell space, a modest amount of

state support is likely to show reasonable results, then replicate in

the next targeted sector(s).

Implementation of RPS/modification of RPS to include fuel cells

in preferred resource tier (for stationary power); or modification of

RE definition to include FCs powered by natural gas and allowed

resource for net metering.

Strong regional emphasis on efficiency, FCs could play a role

Infrastructure exists in many location to capture methane from

landfills – more knowledge of options to substitute FCs for

generators could prove fruitful

Threats Stationary Power – The region’s favorable market characteristics

and needs will be met by other distributed and “truly” generation

technologies, such as solar, wind, geothermal

Transportation Power – The region’s favorable market

characteristics and needs will be met by electric vehicles,

particularly in the absence of a hydrogen infrastructure or,

alternatively, customers remaining with efficient gas-powered

vehicles that can handle our unique clime/terrain/commuting

distance need

Economic Development Factors – competition from other

states/regions

If states provide incentives, smaller & less-consistent clean energy

funds may not provide market the support & assurance it needs



46

Appendix VIII – Partial Fuel Cell Deployment in the Northeast region

Manufacturer Site Name Site Location Year

Installed

Plug Power T-Mobile cell tower Storrs CT 2008

Plug Power Albany International Airport Albany NY 2004

FuelCell Energy Pepperidge Farms Plant Bloomfield CT 2005

FuelCell Energy Peabody Museum New Haven CT 2003

FuelCell Energy Sheraton New York Hotel & Towers Manhattan NY 2004

FuelCell Energy Sheraton Hotel Edison NJ 2003

FuelCell Energy Sheraton Hotel Parsippany NJ 2003

UTC Power Cabela's Sporting Goods East Hartford CT 2008

UTC Power Whole Foods Market Glastonbury CT 2008

UTC Power Connecticut Science Center Hartford CT 2009

UTC Power St. Francis Hospital Hartford CT 2003

UTC Power Middletown High School Middletown CT 2008

UTC Power Connecticut Juvenile Training School Middletown CT 2001

UTC Power 360 State Street Apartment Building New Haven CT 2010

UTC Power South Windsor High School South Windsor CT 2002

UTC Power Mohegan Sun Casino Hotel Uncasville CT 2002

UTC Power CTTransit: Fuel Cell Bus Hartford CT 2007

UTC Power Whole Foods Market Dedham MA 2009

UTC Power Bronx Zoo Bronx NY 2008

UTC Power North Central Bronx Hospital Bronx NY 2000

UTC Power Hunt's Point Water Pollution Control Plant Bronx NY 2005

UTC Power Price Chopper Supermarket Colonie NY 2010

UTC Power East Rochester High School East Rochester NY 2007

UTC Power Coca-Cola Refreshments Production Facility Elmsford NY 2010

UTC Power Verizon Call Center and Communications Building Garden City NY 2005

UTC Power State Office Building Hauppauge NY 2009

UTC Power Liverpool High School Liverpool NY 2000

UTC Power New York Hilton Hotel New York City NY 2007

UTC Power Central Park Police Station New York City NY 1999

UTC Power Rochester Institute of Technology Rochester NY 1993

UTC Power NYPA office building White Plains NY 2010

UTC Power Wastewater treatment plant Yonkers NY 1997

UTC Power The Octagon Roosevelt Island NY 2011

UTC Power Johnson & Johnson World Headquarters New Brunswick NJ 2003

UTC Power CTTRANSIT (Fuel Cell Powered Buses) Hartford CT 2007 -

Present



47

Appendix IX – Partial list of Fuel Cell-Powered Forklifts in North America100

Company City/Town State Site Year

Deployed

Fuel Cell

Manufacturer

# of

forklifts

Coca-Cola San Leandro CA

Bottling and

distribution center 2011 Plug Power 37

Charlotte NC Bottling facility 2011 Plug Power 40

EARP

Distribution Kansas City KS Distribution center 2011 Oorja Protonics 24

Golden State

Foods Lemont IL Distribution facility 2011 Oorja Protonics 20

Kroger Co. Compton CA Distribution center 2011 Plug Power 161

Sysco

Riverside CA Distribution center 2011 Plug Power 80

Boston MA Distribution center 2011 Plug Power 160

Long Island NY Distribution center 2011 Plug Power 42

San Antonio TX Distribution center 2011 Plug Power 113

Front Royal VA Redistribution

facility 2011 Plug Power 100

Baldor Specialty

Foods Bronx NY Facility

Planned

in 2012 Oorja Protonics 50

BMW

Manufacturing

Co.

Spartanburg SC Manufacturing plant 2010 Plug Power 86

Defense

Logistics

Agency, U.S.

Department of

Defense

San Joaquin CA Distribution facility 2011 Plug Power 20

Fort Lewis WA Distribution depot 2011 Plug Power 19

Warner

Robins GA Distribution depot 2010 Hydrogenics 20

Susquehanna PA Distribution depot 2010 Plug Power 15

2009 Nuvera 40

Martin-Brower Stockton CA Food distribution

center 2010 Oorja Protonics 15

United Natural

Foods Inc.

(UNFI)

Sarasota FL Distribution center 2010 Plug Power 65

Wal-Mart

Balzac Al,

Canada

Refrigerated

distribution center 2010 Plug Power 80

Washington

Court House OH

Food distribution

center 2007 Plug Power 55

Wegmans Pottsville PA Warehouse 2010 Plug Power 136

Whole Foods

Market Landover MD Distribution center 2010 Plug Power 61

100

FuelCell2000, “Fuel Cell-Powered Forklifts in North America”, http://www.fuelcells.org/info/charts/forklifts.pdf, November, 2011

http://www.fuelcells.org/info/charts/forklifts.pdf



48

Appendix X – Comparison of PEM Fuel Cell and Battery-Powered Material Handling Equipment

3 kW PEM Fuel Cell-Powered

Pallet Trucks

3 kW Battery-powered

(2 batteries per truck)

Total Fuel Cycle Energy Use

(total energy consumed/kWh

delivered to the wheels) -12,000 Btu/kWh 14,000 Btu/kWh

Fuel Cycle GHG Emissions

(in g CO2 equivalent 820 g/kWh 1200 g/kWh

Estimated Product Life 8-10 years 4-5 years No Emissions at Point of Use

Quiet Operation

Wide Ambient Operating

Temperature range

Constant Power Available

over Shift

Routine Maintenance Costs

($/YR) $1,250 - $1,500/year $2,000/year

Time for Refueling/Changing

Batteries 4 – 8 min./day 45-60 min/day (for battery change-outs)

8 hours (for battery recharging & cooling) Cost of Fuel/Electricity $6,000/year $1,300/year Labor Cost of

refueling/Recharging $1,100/year $8,750/year

Net Present Value of Capital

Cost $12,600

($18,000 w/o incentive) $14,000

Net Present Value of O&M

costs (including fuel) $52,000 $128,000