BC Transit Fuel Cell Bus Project Evaluation Results: Second Report

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Contract No. DE-AC36-08GO28308

BC Transit Fuel Cell Bus Project

Evaluation Results: Second

Report

L. Eudy and M. Post

National Renewable Energy Laboratory

Technical Report

NREL/TP-5400-62317

September 2014

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

Office of Energy Efficiency & Renewable Energy

Operated by the Alliance for Sustainable Energy, LLC

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

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

Contract No. DE-AC36-08GO28308

National Renewable Energy Laboratory

15013 Denver West Parkway

Golden, CO 80401

303-275-3000 • www.nrel.gov

BC Transit Fuel Cell Bus

Project Evaluation Results:

Second Report

L. Eudy and M. Post

National Renewable Energy Laboratory

Prepared under Task No. WW4K.1000

Technical Report

NREL/TP-5400-62317

September 2014

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iii

Acknowledgments

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

of many people. The authors thank the following individuals:

California Air Resources Board

Lesley Stern

Gerhard Achtelik

Michael Kashuba

DOE’s National Renewable Energy Laboratory

Sam Sprik

BC Transit

Mike Frost

Aaron Lamb

Steve Brydon

Bob Hall

Todd Thomson

Whistler Transit

Juan Carlos Gomez

Todd Peterson

Steve Antil

Bruce Loney

Amandeep Badyal

Troy Leonard Bikadi

Jeremy Davis

Ballard Power Systems

Byron Somerville

Silvano Pozzi

Jeff Grant

New Flyer

Chris Stoddart

Air Liquide

Bruno Forget

Reid Rothwell & Associates

Bruce Rothwell

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

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

Acronyms and Abbreviations

CARB California Air Resources Board

CAD Canadian dollar

DGE diesel gallon equivalent

DOE U.S. Department of Energy

FCEB fuel cell electric bus

FCPP fuel cell power plant

ft feet

FTA Federal Transit Administration

GVWR gross vehicle weight rating

hp horsepower

HVAC heating, ventilation, and air conditioning

in. inches

KBRC kilometers between roadcall

kg kilograms

kW kilowatts

kWh kilowatt hour

lb pounds

MBRC miles between roadcall

mi/DGE miles per diesel gallon equivalent

NREL National Renewable Energy Laboratory

OEM original equipment manufacturer

PMI preventive maintenance inspection

psi pounds per square inch

SI International System of Units

USD U.S. dollar

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

Definition of Terms

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

buses are planned for operation expressed as percent availability.

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

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

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

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

miles traveled by the number of roadcalls. (Also known as mean distance between failures.)

MBRC in the report are categorized as follows:

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

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

doors, and tires.

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

system. Propulsion-related roadcalls can be caused by issues with the power system (fuel

cell), batteries, and hybrid systems.

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

balance of plant only.

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

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

revenue service.

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

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

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

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

such as a farebox or radio.

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

Executive Summary

Beginning in 2009, British Columbia Transit (BC Transit) led a project to conduct a 5-year

demonstration of 20 fuel cell electric buses (FCEB) in Whistler, Canada. The FCEB fleet was

introduced during the 2010 Winter Olympic Games and operated through March 2014. The

primary goals of the project were to investigate the status of the technology, to demonstrate that

FCEBs could provide daily service in an urban transit operation, and to contribute to the

provincial government’s climate action goals. During the demonstration it was the world’s

largest FCEB fleet in a single location.

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

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

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

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

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

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

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

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

meet ‘Buy America’ requirements for U.S. transit agencies. NREL published its first report on

the demonstration in February 2014.

This report is an update to the previous report and covers 3

full years of revenue service data on the buses from April 2011 through March 2014.

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

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

During the demonstration, the buses were fueled at a liquid hydrogen storage and gaseous

dispensing station designed, built, and maintained by Air Liquide Canada.

Table ES-1 provides a summary of the data included in this evaluation report in international (SI)

and U.S. units. During the 3-year data period analyzed for the report, the FCEB fleet

accumulated more than 3 million kilometers (1.88 million miles) and approximately 150,500

hours on the fuel cell power plants.

Also the FCEBs have an average fuel consumption of 15.67

kilograms of hydrogen per 100 kilometers. This equates to a fuel economy of 4.48 miles per

diesel gallon equivalent (mi/DGE). The buses achieved an average availability of 64%. Toward

the end of the planned demonstration, several buses developed durability issues with the air

supply system that resulted in the agency permanently removing them from service. BC Transit

decided to remove the buses from service because the repair cost and wait time for parts was not

suitable considering the time left in the demonstration. If the demonstration had been scheduled

for a longer time period, the agency would have repaired the buses and placed them back in

service. NREL calculated an adjusted availability to account for the buses pulled from service.

Overall adjusted average availability for the fleet during the third year was 71%, which is

consistent with the first two years (69% for both years). The adjusted availability for the entire 3-

year period is 70%.

BC Transit Fuel Cell Bus Project: Evaluation Results Report, NREL/TP-5400-60603, February 2014,

www.nrel.gov/docs/fy14osti/60603.pdf

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

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

vii

Table ES-1. Summary of Evaluation Results

Data Item

SI Units

U.S. Units

Number of buses

Data period

4/11–3/14

Number of months

Total distance traveled in period

3,026,778 km

1,880,753 mi

Average monthly distance per bus

4,204 km

2,612 mi

Total fuel cell operating hours

150,500

Availability (85% is target)

64% (70% adjusted)

Fuel consumption/fuel economy

15.67 kg/100 km

3.97 mi/kg

Diesel equivalent fuel consumption/fuel

economy

52.49 L/100 km 4.48 mi/DGE

Distance between roadcalls

—bus

2,393 km

1,487 mi

Distance between roadcalls—propulsion-

3,082 km 1,915 mi

Distance between roadcalls—fuel-cell-related

14,277 km

8,871 mi

Total maintenance

$1.10 CAD/km

$1.70 USD/mi

Maintenance—propulsion only

$0.62 CAD/km

$0.97 USD/mi

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

including the following:

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

• The FCEBs accumulated more than 4 million kilometers (2.485 million miles) in revenue

service over the 4-year demonstration and more than 201,000 fuel cell hours, operating

up to 22 hours a day in temperatures ranging from -20°C to 34.7°C (-4°F to 94.5°F).

• By operating the FCEBs, the agency has avoided emitting more than 5,835 tonnes of CO

compared to operating diesel buses.

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

(During the peak winter season, three more conventional buses were added to

accommodate mid-day fueling requirements for the FCEBs.)

• The FCEBs were incorporated into the fleet and were fully supported by Whistler Transit

staff.

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

downtime for the buses.

• The station dispensed more than 591,594 kilograms of fuel over 23,671 fills without a

safety incident.

• The FCEBs were accepted by the drivers, maintenance staff, passengers, and the local

community.

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

in schedule.

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

viii

The challenges and lessons learned from the demonstration included bus-related problems as

well as programmatic issues.

Delivery schedule—The demonstration was planned to begin during the 2010 Winter Olympic

Games. The agency reports that planning advanced technology bus procurements around a non-

movable target increases risk. While the manufacturer team met the target, the final design was

not fully optimized by the deadline. Once the buses were delivered to Whistler for regular

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

Integrator bankruptcy—Early in the demonstration, the integrator of the bus design, ISE

Corporation, declared bankruptcy. As the primary system supplier for the contract, ISE was

responsible for the majority of the design/build effort. The company’s demise had a significant

impact on the project, resulting in the remaining manufacturer partners having to take on the

responsibility for supporting the demonstration.

Evolution of technology and components—As technology development for FCEBs has

progressed, components and parts are being modified for new designs. While this evolution is

expected, it results in parts obsolescence for current FCEBs. In some cases, replacement parts

become hard to locate because manufacturers have stopped producing the older designs. In other

cases, parts are not common and are costly with long lead times for delivery.

Air compressor/motor/controller—The air supply system for the fuel cell proved to be one of

the biggest technical issues on the buses. These components provide a vital function for the

performance and longevity of the fuel cell stack. The components were sourced and integrated

into the system by the original integrator. As a result, the air supply system was not optimized

and the sub-components were not as durable as expected. The lessons learned from this issue will

result in improvements in future designs. Ballard reports that it will supply the air system along

with the fuel cell power plant for future FCEB models.

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

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

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

early failures, Whistler Transit added these components to its parts inventory and integrated

replacements into the normal preventive maintenance schedule. The issue became more

prevalent over time.

BC Transit summarizes its key lessons learned for the project as follows:

1. Manage expectations for the technology and plan for needed resources. Based on early

input from other demonstrations, BC Transit set high expectations for performance that

the buses didn’t meet at the beginning of the project.

2. Allow ample time for further development if planning an introduction around a major

event where time deadlines cannot be moved. Planning the BC Transit FCEB fleet roll-

out while building project support around the Olympics compressed the development

time and resulted in a product that needed additional improvements after deployment.

3. Establish a project team with all stakeholders and develop clear objectives and

milestones.

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

4. Include on-site representatives from the major original equipment manufacturers (OEMs)

in the project at least for the early portion of the demonstration. This facilitates

communication between the project partners as well as the transfer of technical

knowledge from OEM to transit maintenance staff.

5. Make a significant commitment and understand what you are trying to achieve with

demonstrating a new technology. BC Transit demonstrated a FCEB fleet that was a large

percentage of the entire fleet. The agency had to be committed to make the buses work to

meet service requirements.

The demonstration ended as scheduled in March 2014. BC Transit will continue to investigate

new technologies that can help meet corporate goals to lower emissions. The experience with

FCEBs has provided the agency with valuable insight into how best to plan and execute a

demonstration project.

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

Table of Contents

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

BC Transit Profile .................................................................................................................................. 1

Bus Technology Descriptions ................................................................................................................... 2

FCEB Development Process—Technology Readiness Levels............................................................... 4

Fueling Station and Maintenance Facilities ............................................................................................. 4

Implementation Experience ....................................................................................................................... 7

Summary of the Transit Operator Experience ........................................................................................ 8

Operator Perspective ........................................................................................................................ 8

Maintenance Technician Perspective ............................................................................................... 8

Management Perspective ................................................................................................................. 9

Summary of Achievements and Challenges ........................................................................................... 9

Lessons Learned ................................................................................................................................... 11

Evaluation Results .................................................................................................................................... 12

FCEB Route Assignments .................................................................................................................... 12

Bus Use and Availability ...................................................................................................................... 13

Fuel Cell Power Plant Hours ................................................................................................................ 17

Fuel Consumption, Fuel Economy, and Cost ....................................................................................... 17

Maintenance Analysis .......................................................................................................................... 21

Total Maintenance Costs................................................................................................................ 21

Maintenance Costs Categorized by System ................................................................................... 24

Roadcall Analysis ................................................................................................................................. 27

What’s Next ................................................................................................................................................ 29

Contacts ..................................................................................................................................................... 30

References and Related Reports ............................................................................................................. 31

Appendix A: TRL Guideline Table ........................................................................................................... 32

Appendix B: Fleet Summary Statistics—SI Units .................................................................................. 33

Appendix C: Fleet Summary Statistics—U.S. Units .............................................................................. 39

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

Introduction

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

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

introduced during the 2010 Winter Olympic Games. During the demonstration, it was the

world’s largest FCEB fleet in a single location.

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

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

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

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

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

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

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

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

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

staff has been gathering data on zero-emission buses (ZBuses) to assess the status of the

technologies as directed by the Board during the July 2009 hearing. While the BC Transit fleet is

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

of fleets in the United States. The bus is designed for the North American market, and future

models could be built to meet ‘Buy America’ requirements for U.S. transit agencies. As part of

its Fleet Rule for Transit Agencies and Zero-Emission Buses, CARB has been gathering

performance data on ZBuses to assess the status of the technology and prepare recommendations

to the Board on how to move forward with the purchase requirements. The analysis of BC

Transit’s ZBus fleet adds performance results of a large scale demonstration and helps provide a

much broader picture of the status of the technology.

NREL completed a first report in February 2014 that provided detailed descriptions of the

project, bus, and fueling station technology, and early experiences, and summarized the results

from April 2011 through March 2013.

This report is an update to the first report, covering the

final year of revenue service data on the buses from April 2013 through March 2014 and

focusing on the final experiences and lessons learned.

BC Transit Profile

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

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

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

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

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

Columbia. Figure 1 shows the service area of Whistler Transit. The fleet at Whistler consists of

23 buses (or 26 during peak season—typically late November through mid-April). During the

demonstration, 20 of the buses were FCEBs and 3 were conventional diesel buses. Whistler

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

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

BC Transit Fuel Cell Bus Project: Evaluation Results Report, NREL/TP-5400-60603, February 2014,

www.nrel.gov/docs/fy14osti/60603.pdf

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

Transit operates nine fixed routes, including a commuter service to a local community. The

FCEBs were not used on the commuter route.

Figure 1. Map of Whistler Transit service area

Bus Technology Descriptions

The FCEBs at Whistler Transit (Figure 2) were 42-foot, low-floor buses built by New Flyer with

a hybrid electric propulsion system that included a Ballard Power Systems fuel cell. Table 1

provides bus system descriptions for the BC Transit fuel cell electric buses.

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

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

Table 1. Fuel Cell Bus System Description

Vehicle System

Fuel Cell

Number of buses

Bus manufacturer and model

New Flyer H40LFR

Model year

2009

Length/width/height

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

GVWR/curb weight

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

Wheelbase

7.44 m (293 in.)

Passenger capacity

37 seats or 33 passengers with 2 wheelchair positions;

23 standees (maximum capacity 60 + 1 driver)

Fuel cell manufacturer and model

Ballard FCvelocity

-HD6 fuel cell power system

Rated power

Fuel cell power system: 150 kW

Hybrid type

Series, charge sustaining

Drive system

Siemens ELFA, integrated by ISE

Propulsion motor

2-AC induction, 85 kW each

Energy storage

Battery: Valence, lithium phosphate,

2 packs, 16 batteries each

Rated energy: 47 kWh

Accessories

Electrical

Fuel storage

Eight roof mounted, Dynetek, type 3 tanks; 5,000 psi

rated; 56 kg hydrogen (useable)

Range

337–381 km (210–237 miles)

Bus purchase cost

$2.1 million each

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

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

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

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

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

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

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

hybrid system is also capable of regenerative braking, which captures the energy typically

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

FCvelocity is a registered trademark of Ballard Power Systems.

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

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

The fuel cell power plant (FCPP), which is the primary power source for the hybrid system, is

Ballard Power Systems’150 kW FCvelocity-HD6. The energy storage system consists of two

lithium phosphate battery packs from Valence. The Whistler buses required a supplemental 20

kW heater to meet winter heating demands.

FCEB Development Process—Technology Readiness Levels

NREL has developed a guideline for assessing the technology readiness level (TRL) for FCEBs.

Figure 3 provides a graphic representation of this process. (Appendix A provides the TRL

guideline table tailored for FCEB commercialization.) The guideline considers the FCEB as a

whole and does not account for differing TRLs for separate components or sub-systems. Some

sub-systems may include off-the-shelf components that are considered commercial, while other

sub-systems may feature newly designed components at an earlier TRL.

Figure 3. Graphic representation of the commercialization process for FCEBs

The technology demonstration/ commissioning phase that includes TRLs 6 through 8 begins the

iterative process to validate the design, analyze the results, and reconfigure or optimize the

design as needed. The manufacturer typically works with a transit agency partner to conduct in-

service tests on the bus. Updates to the design are made based on the performance results, and

the buses go back into demonstration and through the cycle until the design meets the

performance requirements. This can be a time-consuming process as manufacturers work

through technical difficulties.

NREL considers the BC Transit FCEBs to be at TRL 7 because the design of the bus was led by

manufacturers experienced with FCEB development and the deployment includes the 20-bus BC

Transit fleet. These buses represent a full-scale validation in a relevant environment.

Fueling Station and Maintenance Facilities

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

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

hydrogen-fueled buses. The station is a liquid hydrogen storage and gaseous dispensing station

and is designed to fast-fill up to 20 buses per day. Figure 4 shows the station installed at the

Whistler Transit Centre.

Fuel Cell Buses in U.S. Transit Fleets: Current Status 2012, NREL/TP-5600-56406, November 2012,

http://www.nrel.gov/docs/fy13osti/56406.pdf.

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

Figure 4. Air Liquide hydrogen station at Whistler Transit Centre

The liquid hydrogen was trucked from Air Liquide’s production facility in Becancour, Quebec.

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

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

local electric grid, which is 98% hydro-electric or other renewable sources. A detailed

description of the station was provided in the previous report. No significant changes were made

to the station during the demonstration. Table 2 provides a summary of the station specifications.

Table 2. Summary of Hydrogen Station Specifications

Item

Description

Station type

Liquid delivery, storage, and gaseous dispensing

Hydrogen storage tanks

2 liquid tanks, 10,000 kg total storage

Pumps

3 liquid pumps, ACD Inc., 20 L/ min

Vaporizer

Thermax Inc.

Dispensing pressure

5,000 psi

High-pressure storage tanks

CP Industries, 6 tanks, 20 kg each for a total of 120

kg at 6,667 psi at 200°F

Remote monitoring

Interface to review station parameters and allow

control of main valves and subsystems

ASME Section VIII Division I Appendix 22.

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Figure 5 shows a basic schematic of the station and primary components. There were three liquid

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

station downtime.

Figure 5. Block diagram of the Air Liquide station. Diagram courtesy of Air Liquide

BC Transit reports that the station operated reliably throughout the demonstration. During the

planning stage of the demonstration, BC Transit believed the hydrogen station would be one of

the bigger challenges for the overall project. The agency’s actual experience with the station was

very positive. There were few issues, none of which resulted in downtime for the FCEBs. The

station dispensed more than 591,594 kilograms of fuel over 23,671 fills without a safety incident.

The Whistler Transit maintenance facility was equipped for safe handling of hydrogen fueled

buses. Figure 6 shows the maintenance facility, which has six bays for maintaining the buses.

Figure 7 shows the interior of the facility. In addition to increased air flow and hydrogen sensors,

each maintenance bay is equipped with vent lines that are connected to a bus’s hydrogen system

while it is parked inside. Detailed descriptions were provided in the previous report.

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

Figure 6. Whistler Transit maintenance facility

Figure 7. Maintenance facility. Photo courtesy of BC Transit

Implementation Experience

The previous report outlined BC Transit’s early experience in procuring and demonstrating the

FCEB fleet. For this report, the focus is on the overall experience, lessons learned, and final

impressions of the technology.

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

Summary of the Transit Operator Experience

Moving a new technology into the commercial transit market takes education and awareness at

several levels, from transit upper management to maintenance and operational staff. BC Transit

and its project partners worked through the early technical issues and were successful in

transitioning the required knowledge on operation and maintenance for the FCEBs to staff at

Whistler Transit. This transition of knowledge from the manufacturers to the transit staff is

essential to commercializing the technology. This section describes the experiences from the

perspective of management, operators, and maintenance technicians for Whistler Transit.

Operator Perspective

Whistler Transit drivers felt that operating an electric drive bus was very different from operating

a diesel bus. Once they completed training, they were comfortable with the operation. The

drivers liked the braking and noted that the FCEBs were quiet and had a smooth ride. Drivers

reported that the winter traction was exceptional on snow, but not as good when conditions were

icy. One driver noted that the buses had some issues with power on specific routes. If the bus

was not at the best speed when approaching certain hills, the driver had issues climbing steeper

grades.

The operators experienced problems in the early stage of the demonstration when the

manufacturers were working through the early technical issues. During this period, the buses had

frequent breakdowns and drivers expressed concerns over stranding passengers. Over time the

technical issues were addressed and the project partners developed defined procedures on how to

address issues while on-route. After that, drivers could typically get to a stop-over point before

calling in an issue.

Overall, the operators liked being part of the project and were very interested in the technology.

One driver reported that he enjoyed educating the passengers on this zero-emission technology.

Maintenance Technician Perspective

Whistler Transit maintenance technicians were enthusiastic about the technology. They enjoyed

being part of the project and working on a cutting edge technology. Learning the new systems

was a welcome challenge—one mechanic relocated so that he could be involved with the project.

Technicians reported that working on the buses required a heightened sense of awareness about

safety because of the high voltage systems and use of compressed hydrogen gas as a fuel.

Early on in the project, the technicians had issues with troubleshooting and diagnosing the cause

of failures partly because problems were intermittent. Not having the final system drawings or a

complete maintenance manual contributed to the difficulties. After the first 2 years, the

mechanics were comfortable with the system and were adept at making repairs. They reported an

excellent working relationship with Ballard and New Flyer support staff when needing help with

troubleshooting new issues.

One technician remarked that the system did not appear to be designed with maintenance in

mind. Some issues were difficult and time consuming to repair because major dismantling or

removal of other components was required to reach the affected part. The technician suggested

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that maintenance requirements should be considered carefully when new designs are being

developed.

Management Perspective

Whistler Transit management reports that the FCEB project was a great learning experience and

that the technology was embraced by staff even though it was new. The technical difficulties,

especially during the early part of the demonstration, made the program a challenge to operate.

During the first year, Ballard, New Flyer, and ISE had support staff on site in Whistler to help

with troubleshooting and maintenance. They also provided training to Whistler Transit staff. By

the end of 2011, the transit maintenance technicians were comfortable working on the buses and

needed less on-site support. Management felt this transition went well considering the new

technology was more technically advanced compared to the diesel buses the staff was used to

maintaining. Maintaining the FCEBs took more technicians than was needed for an all-diesel

fleet—12 mechanics for the FCEBs compared to 6 for diesel buses.

Operational issues with the buses meant the schedulers and other support staff needed to be

flexible to ensure that the fleet could meet daily service requirements. Weather conditions caused

issues such as cold start failures in winter and air conditioning failures in the summer. Transit

staff adjusted procedures to address these problems. For example, Whistler Transit addressed the

cold start issue by starting the buses earlier in the day and reallocating which buses were used for

the early routes to give time to get the other buses started.

Some repairs resulted in lengthy downtimes, requiring Whistler Transit to shift buses to other

routes or bring in backup buses. Many times these situations were supply-chain issues where less

common parts had long lead times and were costly to replace. Management reports that they had

great support from Ballard and New Flyer during the demonstration.

Management also reports a good experience with the hydrogen fueling station. The station was

reliable and Air Liquide worked closely with Whistler Transit to meet operational requirements.

There were no interrupted service days for the station during the demonstration.

Summary of Achievements and Challenges

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

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

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

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

including the following:

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

• The FCEBs accumulated more than 4 million kilometers (2.49 million miles) in revenue

service and more than 201,000 fuel cell hours, operating up to 22 hours a day in

temperatures ranging from -20°C to 34.7°C (-4°F to 94.5°F).

Data are the actual minimum and maximum daily temperature recorded each month during the 4-year

demonstration period. Climate data from the Government of Canada web site, Whistler-Nestors weather station.

http://climate.weather.gc.ca/prods_servs/cdn_climate_summary_e.html

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

• By operating the FCEBs, the agency has avoided emitting more than 5,835 metric tonnes

of CO

compared to operating diesel buses.

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

(During the peak winter season, three more conventional buses were added to

accommodate mid-day fueling requirements for the FCEBs.)

• The FCEBs were incorporated into the fleet and were fully supported by Whistler Transit

staff.

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

downtime for the buses.

• The station dispensed more than 591,590 kilograms of fuel over 23,671 fills without a

safety incident.

• The FCEBs were accepted by the drivers, maintenance staff, passengers, and the local

community.

The challenges and lessons learned from the demonstration included bus-related problems as

well as programmatic issues. The previous report provided details on some of the bus-related

issues that were experienced such as lower than expected range, suspension problems, battery

balancing issues, and air handling system component failures. The remainder of this section

summarizes the primary issues that affected the demonstration as a whole, beginning with the

programmatic issues followed by the technical issues.

Delivery schedule—BC Transit planned for the demonstration to begin during the 2010 Winter

Olympic Games. The agency reports that planning advanced technology bus procurements

around a non-movable target date increases risk. While the manufacturer team met the target, the

final design was not fully optimized by the deadline and there were design issues that would

likely have been worked through given more time. Once the buses were delivered to Whistler for

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

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

issues, which took a significant number of technical staff from the manufacturers. During that

time, the majority of issues were either fixed or addressed through establishing regular

maintenance procedures—such as routine battery charging.

Integrator bankruptcy—Early in the demonstration, the integrator of the bus design, ISE

Corporation, declared bankruptcy. As the primary manufacturer for the contract, ISE was

responsible for the majority of the design/build effort. The company’s demise had a significant

impact on the project, resulting in the remaining manufacturer partners having to take on the

responsibility for supporting the demonstration. BC Transit was not provided with a final manual

on the bus design or any of the system drawings that would have helped with diagnosing and

repairing issues as they developed. The controlling software for the bus systems was also

developed by ISE, and the remaining manufacturer partners did not have access to the code. This

situation was a major challenge for the project and was a likely cause for some of the extended

downtimes for the buses.

Evolution of technology and components—As technology development for FCEBs progresses,

components and parts are being modified for new designs. While this evolution is expected, it

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results in parts obsolescence for current FCEBs. In some cases, replacement parts become hard

to locate because manufacturers have stopped producing the older designs. In other cases, parts

are not common and are costly with long lead times for delivery. BC Transit had difficulty with

getting replacement parts for the FCEBs during the demonstration. Obtaining replacement

battery modules proved to be challenging because the manufacturer discontinued the model used

in the BC Transit buses. The manufacturer’s new design could not be used because it was not the

same size as the original modules and had different operating characteristics.

Air compressor/motor/controller—The air supply system for the fuel cell is made up of three

main components: air compressor, motor, and controller assembly. This system proved to be one

of the biggest technical issues on the buses. These components provide a vital function for the

health and longevity of the fuel cell stack. The components were sourced and integrated into the

system by the original integrator (ISE Corporation). As a result, the air supply system was not

optimized and the sub-components were not as durable as expected. The first problems were

quality related due to water getting into the motor controllers. The team retrofit the systems to

eliminate this failure mode during the first year of operation. The compressors then began to fail

at about 1,200 to 1,500 hours because they ran low on oil. The maintenance staff did not have the

information needed to understand the maintenance cycle for adding oil to the compressors and

there was no easy way to tell when the oil was low. To address this issue, the compressors were

upgraded to include a sight glass and port for adding oil. After that, the motors began to fail

around 3,000 to 4,000 hours. Problems encountered with each component stressed the other

components in the system, eventually causing them to fail also. The project partners learned a lot

from this issue that will result in improvements in future designs. Ballard reports that it will

supply the air supply system along with the FCPP for future FCEB models.

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

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

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

early failures, Whistler Transit added these components to its parts inventory and integrated

replacements into the normal preventive maintenance schedule. The issue became more

prevalent over time. Prior to June 2012, there had been no failures. Between June 2012 and April

2013 the fleet experienced four failures related to the issue. In the last year of the demonstration,

a total of 10 incidents were recorded that involved cracked or broken sway bars or brackets.

Lessons Learned

BC Transit completed the 5-year FCEB demonstration project in March 2014. The agency

reports that the project met its key goals, which included demonstrating FCEBs in daily service

and contributing to the provincial government’s climate action goals. In a letter to the president

of Ballard Power Systems, the British Columbia Minister of Transportation and Infrastructure

outlined the accomplishments of the program and congratulated the fuel cell manufacturer for its

role in contributing to the success.

The project demonstrated that FCEBs could be fully

integrated into a transit fleet, providing daily service in one of the most challenging

environments in the province.

Letter from the British Columbia Minister of Transportation to Ballard Power Systems, November 2013, available

at http://www.ballard.com/files/PDF/Media/Minister_Todd_Stone_Ltr.pdf

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BC Transit and its manufacturer partners had to overcome many challenges during the

demonstration. The project provided an opportunity for all partners to learn about the status of

the technology and what steps are needed to move FCEBs into the next stage of

commercialization. BC Transit summarizes its key lessons learned for the project as follows:

1. Manage expectations for the technology and plan for needed resources. Based on early

input from other demonstrations, BC Transit set high expectations for performance that

the buses didn’t meet during the project (in particular operating and maintenance cost and

availability).

2. Allow ample time for further development if planning an introduction around a major

event where time deadlines cannot be moved. The time taken to assemble project support

for the FCEB fleet to be rolled-out ahead of the Olympics impacted development time

and resulted in additional product improvements being introduced after deployment.

3. Establish a project team with all stakeholders and develop clear objectives and

milestones.

4. Include on-site representatives from the major original equipment manufacturers (OEMs)

in the project at least for the early portion of the demonstration. This facilitates

communication between the project partners as well as the transfer of technical

knowledge from OEM to transit maintenance staff.

5. Make a significant commitment and understand what you are trying to achieve with

demonstrating a new technology. BC Transit demonstrated an FCEB fleet that was a

large percentage of the entire fleet. The agency had to be committed to make the buses

work to meet service requirements.

The demonstration ended as scheduled at the end of March 2014. BC Transit will continue to

investigate new technologies that can help meet corporate goals to lower emissions. The

experience with FCEBs has provided the agency with valuable insight into how best to plan and

execute a demonstration project.

Evaluation Results

From the time the buses were deployed in January 2010 through March 2014, the FCEBs

operated more than 4 million kilometers and the FCPPs accumulated more than 201,000 hours.

The results presented in this section cover 3 years of FCEB operations from April 2011 through

March 2014.

FCEB Route Assignments

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

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

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

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

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

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

for comparison to a baseline.

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The Whistler resort area has a particularly challenging duty cycle for buses; extreme grades,

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

transit bus.

Bus Use and Availability

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

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

usage and availability for the FCEBs during the 3-year data period.

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

FCEBs for the 3-year data period. During this period, the buses traveled more than 3 million

kilometers (1.8 million miles) for a monthly average per bus of 4,204 kilometers (2,612 miles).

Table 3. Average Monthly Distance Traveled (Evaluation Period)

Bus

Total

Kilometers

4/11–3/12

Total

Kilometers

4/12–3/13

Total

Kilometers

4/13–3/14

Total

Kilometers

4/11–3/14

Total

Miles

4/11–3/14

Months

Average

Monthly

Kilometers

Average

Monthly

Miles

1000

45,278

45,295

12,981

103,554

64,345

2,877

1,787

1001

45,611

50,460

3,985

100,056

62,172

2,779

1,727

1002

62,080

53,887

65,162

181,129

112,548

5,031

3,126

1003

47,530

56,787

53,074

157,391

97,798

4,372

2,717

1004

57,791

56,753

23,503

138,047

85,778

3,835

2,383

1005

61,342

48,887

23,808

134,037

83,287

3,723

2,314

1006

54,749

59,526

53,089

167,364

103,995

4,649

2,889

1007

61,551

40,100

65,471

167,122

103,845

4,642

2,885

1008

47,837

54,035

53,823

155,695

96,744

4,325

2,687

1009

55,345

67,942

64,811

188,098

116,879

5,225

3,247

1010

43,375

60,652

61,764

165,791

103,018

4,605

2,862

1011

51,046

59,455

62,608

173,109

107,565

4,809

2,988

1012

48,809

60,890

33,121

142,820

88,744

3,967

2,465

1013

49,109

55,026

32,629

136,764

84,981

3,799

2,361

1014

39,454

48,927

8,424

96,805

60,152

2,689

1,671

1015

55,787

52,470

64,333

172,590

107,242

4,794

2,979

1016

48,234

47,111

62,056

157,401

97,804

4,372

2,717

1017

54,320

55,146

32,638

142,104

88,299

3,947

2,453

1018

48,561

61,906

62,095

172,562

107,225

4,793

2,978

1019

46,238

63,149

64,952

174,339

108,329

4,843

3,009

Total

1,024,047

1,098,404

904,327

3,026,778

1,880,753

720

4,204

2,612

During the final year of the demonstration, several buses developed issues that resulted in the

agency permanently removing them from service. The majority of those buses had issues with

the air supply system for the fuel cell (as described in the previous section). BC Transit decided

to remove the buses from service because the repair cost and wait time for parts was not cost

effective considering the time remaining in the demonstration. If the demonstration had been

scheduled for a longer time period, the agency would have repaired the buses and placed them

The maximum ascent grade for the fleet is 16.3%.

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back in service. The monthly distance traveled is calculated using the total number of buses for

the entire data period. As a result, the aggregate monthly distance traveled for the fleet over the

last year showed a steady decrease. To account for this difference, NREL adjusted the average

monthly kilometers by reducing the number of months used for the calculation as the buses were

pulled from service.

Table 4 provides the adjusted numbers for each bus as well as the total for the fleet. The only

year that was affected was the final year of the data period. The monthly distance traveled during

the last year was 25% higher (4,710 km per month compared to 3,768 km per month) when

accounting for the buses that were permanently removed from service.

Table 4. Monthly Distance Traveled Adjusted for Out of Service Buses

Bus

4/11–3/12

4/12–3/13

4/13–3/14

Adjusted

Monthly

Adjusted

Monthly

Total km

Average

Monthly

Total km

Average

Monthly

Total

Months

Average

Monthly

1000

45,278

3,773

45,295

3,775

12,981

4,327

3,835

2,383

1001

45,611

3,801

50,460

4,205

3,985

4,002

2,487

1002

62,080

5,173

53,887

4,491

65,162

5,430

5,031

3,126

1003

47,530

3,961

56,787

4,732

53,074

4,825

4,497

2,794

1004

57,791

4,816

56,753

4,729

23,503

2,611

4,183

2,599

1005

61,342

5,112

48,887

4,074

23,808

2,645

4,062

2,524

1006

54,749

4,562

59,526

4,961

53,089

4,424

4,649

2,889

1007

61,551

5,129

40,100

3,342

65,471

5,456

4,642

2,885

1008

47,837

3,986

54,035

4,503

53,823

4,485

4,325

2,687

1009

55,345

4,612

67,942

5,662

64,811

5,401

5,225

3,247

1010

43,375

3,615

60,652

5,054

61,764

5,147

4,605

2,862

1011

51,046

4,254

59,455

4,955

62,608

5,217

4,809

2,988

1012

48,809

4,067

60,890

5,074

33,121

3,680

4,328

2,689

1013

49,109

4,092

55,026

4,586

32,629

3,625

4,144

2,575

1014

39,454

3,288

48,927

4,077

8,424

4,212

3,723

2,314

1015

55,787

4,649

52,470

4,373

64,333

5,361

4,794

2,979

1016

48,234

4,020

47,111

3,926

62,056

5,171

4,372

2,717

1017

54,320

4,527

55,146

4,596

32,638

4,663

4,584

2,848

1018

48,561

4,047

61,906

5,159

62,095

5,175

4,793

2,978

1019

46,238

3,853

63,149

5,262

64,952

5,413

4,843

3,009

Total

1,024,047

4,267

1,098,404

4,577

904,327

192

4,710

4,504

2,799

Buses removed from service prior to the end of the demonstration period.

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Figure 8 charts the average distance traveled by month for the fleet in kilometers and miles. The

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

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

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

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

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

portion of the bars in the final year of service shows the adjusted monthly distance traveled when

accounting for the buses that were permanently removed from service. This shows that the

remaining buses continued to operate similar to the previous 2 years of service.

Figure 8. Average distance traveled by month

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

available for service compared to days that the buses are planned for operation. For the BC

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

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

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

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

allocation sheets have been filed as paper records, not all of the sheets were available for

analysis. Whistler Transit provided approximately 76% of the daily allocation sheets, which is

considered to be a sufficient sample size to be representative of the total.

500

1,000

1,500

2,000

2,500

3,000

3,500

4,000

1,000

2,000

3,000

4,000

5,000

6,000

7,000

Miles

Kilometers

Actual Monthly km/ bus Adjusted Monthly km/ bus

U.S. Target 3,000 miles (4,828 km)

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

all-day availability. Figure 9 shows the monthly availability for the FCEBs during the entire 3-

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

from a low of 38% up to a high of 80%. The overall average availability for the period was 64%.

Overall availability for each bus varied from 38% up to 77%. As the agency removed buses from

service in the final year of the demonstration (due to unavailability of parts), the overall fleet

availability decreased. The red diamonds on the figure indicate each time a bus was removed

from service. The light green line traces the availability of the remaining buses in service,

showing a similar pattern as the rest of the demonstration. By the end of the data period a total of

13 buses were pulled from service. Four of the buses were pulled in the last week of March.

Because they were operated the majority of that month, they were not removed from the adjusted

calculations. Overall adjusted average availability for the fleet during the third year was 71%,

which is consistent with the first two years (69% for both years). The adjusted availability for the

entire 3-year period was 70%.

Figure 9. Average monthly availability for the FCEBs

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

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

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

that are causing downtime.

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Percent Availability

FCEBs Target 85% FCEB Adjusted

Bus removed from service

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Fuel Cell Power Plant Hours

The FTA minimum life cycle requirement for a full-size bus is 12 years or 500,000 miles.

FCPP needs to last about half of that time; this is similar to a diesel engine that is typically

rebuilt at about mid-life of the bus. DOE/FTA set an ultimate performance target of 4–6 years (or

25,000 hours) durability for the fuel cell propulsion system, with an interim target of 18,000

hours by 2016.

Figure 10 graphs the final accumulated hours on each of the 22 FCPPs (20 bus

FCPPs plus two spares) during the demonstration. The spare fuel cell modules were swapped out

as needed to minimize downtime for the fleet when FCPP maintenance was required. During the

entire 4-year demonstration period, the FCPPs accumulated significant hours—a total of more

than 201,000 hours for the fleet with an average of 9,178 hours. The hours on the separate FCPPs

ranged from low of 6,759 to a high of 11,302 hours. All but two of the FCPPs (91%) achieved

more than 8,000 hours. This is a significant accomplishment toward meeting DOE/FTA targets.

According to Ballard, none of these 22 FCPPs have reached the end of life based on voltage

degradation or leakage criteria.

Figure 10. Accumulated FCPP hours

Fuel Consumption, Fuel Economy, and Cost

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

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

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

FTA Circular 5010.1D: Grant Management Requirements, page IV-17,

http://www.fta.dot.gov/legislation_law/12349_8640.html

Fuel Cell Technologies Program Record # 12012, September 12, 2012,

http://www.hydrogen.energy.gov/pdfs/12012_fuel_cell_bus_targets.pdf

2,000

4,000

6,000

8,000

10,000

12,000

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22

Accumulated Hours

Fuel Cell Power Plant

Average 9,178 hrs

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

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

in Whistler have an average fuel consumption of 55 L/100 km. Table 5 provides the calculated

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

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

miles per diesel gallon equivalent (mi/DGE).

Table 5. Fuel Consumption and Fuel Economy (Evaluation Period)

Bus

Kilograms

per 100 km

Liters per

100 km

Miles per

Miles per DGE

1000

16.59

55.58

3.74

4.23

1001

15.62

52.33

3.98

4.49

1002

16.19

54.23

3.84

4.34

1003

15.81

52.96

3.93

4.44

1004

15.19

50.89

4.09

4.62

1005

15.26

51.10

4.07

4.60

1006

16.33

54.69

3.81

4.30

1007

15.44

51.70

4.03

4.55

1008

14.95

50.08

4.16

4.70

1009

15.90

53.27

3.91

4.41

1010

15.23

51.03

4.08

4.61

1011

15.25

51.07

4.08

4.61

1012

15.47

51.83

4.02

4.54

1013

15.75

52.74

3.95

4.46

1014

14.99

50.21

4.15

4.68

1015

15.40

51.58

4.04

4.56

1016

16.74

56.08

3.71

4.19

1017

15.66

52.44

3.97

4.49

1018

16.12

53.99

3.85

4.36

1019

15.28

51.19

4.07

4.59

Total

15.67

52.49

3.97

4.48

Diesel

comparison

55.00 4.28

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Figure 11 shows the monthly fuel consumption for the fleet in kilograms per 100 kilometers.

Each year of the 3-year data period is presented as a separate line on the chart. The monthly

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

This seasonal variation results in a swing for fuel consumption from a low of around 12.6 kg/100

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

consumption during the entire period is 15.7 kg/100 km. (For a U.S. comparison, the fuel

economy varies seasonally from a low of 4.2 mi/DGE up to 4.7 mi/DGE. The overall fleet

average is 4.48 mi/DGE.) Figure 10 clearly shows the correlation between temperature and fuel

consumption. This is primarily a function of the energy use of the heating system, which was not

optimally designed for the Whistler environment.

Figure 11. Fuel consumption for the FCEBs in kilograms per 100 kilometers

Apr

May Jun Jul Aug Sep Oct Nov

Dec Jan Feb Mar

Fuel Economy by Year - [kg/100km]

BCTransit Whistler

Fuel Consumption [kg/100km]

-5

Temperature [deg C]

Apr2011-Mar2012

Apr2012-Mar2013

Apr2013-Mar2014

Avg Temp Year1

Avg Temp Year2

Avg Temp Year3

Created: May-01-14 2:21 PM

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

Figure 12 presents the same information in diesel equivalent liters per 100 kilometers. For

comparison, the average diesel fuel consumption of 55 L/100 km is included as a black line on

the chart. The FCEBs have fuel consumption that is 4.8% less than that of the diesel buses.

Figure 13 presents the fuel economy in miles per diesel gallon equivalent.

Figure 12. Fuel consumption for the FCEBs in liters per 100 kilometers

Figure 13. Fuel economy for the FCEBs in miles per diesel gallon equivalent

Apr

May

Jun

Jul

Aug

Sep

Oct

Nov

Dec

Jan

Feb

Mar

Fuel Consumption by Year - [litersDE/100km]

BCTransit Whistler

Fuel Economy [litersDE/100km]

-5

Temperature [deg C]

Apr2011-Mar2012

Apr2012-Mar2013

Apr2013-Mar2014

Diesel Avg

Avg Temp Year1

Avg Temp Year2

Avg Temp Year3

Created: May-01-14 2:21 PM

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

Fuel Economy by Year - [miles/DGE]

BCTransit Whistler

Fuel Economy [miles/DGE]

Temperature [deg F]

Apr2011-Mar2012

Apr2012-Mar2013

Apr2013-Mar2014

Diesel Avg

Avg Temp Year1

Avg Temp Year2

Avg Temp Year3

Created: May-01-14 2:21 PM

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

BC Transit paid a fixed monthly fee for hydrogen that was based on an estimated usage of 460

kg per day. The actual cost per kilogram varied depending on how much hydrogen was used

each month. The average cost of dispensed hydrogen was $10.55 per kg. This does not include

any capital or other costs that were paid by BC Transit at the beginning of the project. Based on

$10.55 per kg, the hydrogen fuel cost per kilometer is $1.65 CAD ($2.66 USD per mile).

Maintenance Analysis

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

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

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

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

FCEBs were under warranty until February 2013. This section first covers total maintenance

costs and then maintenance costs by bus system.

Total Maintenance Costs

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

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

labor rates. Table 6 shows total maintenance costs for the fuel cell buses in cost per kilometer,

$1.10, and cost per mile, $1.70. This is the cost for the entire 3-year data period. Scheduled and

unscheduled maintenance costs are provided in Table 7. BC Transit reports that the average

maintenance cost for diesel buses in similar service is $0.65 CAD per kilometer ($1.01 USD per

mile). Using this for comparison, the FCEBs in this demonstration have a total maintenance cost

that is 68% higher than that of diesel buses.

Table 6. Total Maintenance Costs (Evaluation Period)

Bus Kilometers Parts ($)

Labor

Hours

Total Cost

per Kilometer

(CAD)

Miles

Total Cost per

Mile (USD)

1000

103,554

25,421.94

1,809.5

1.26

64,345

1.96

1001

100,056

26,091.03

1,907.4

1.36

62,172

2.11

1002

181,129

34,919.79

2,548.0

1.01

112,548

1.57

1003

157,391

32,666.41

2,614.1

1.22

97,798

1.90

1004

138,047

31,633.97

2,007.2

1.11

85,778

1.73

1005

134,037

35,007.64

2,175.2

1.19

83,287

1.85

1006

167,364

30,999.18

2,366.6

1.04

103,995

1.62

1007

167,122

39,222.54

2,372.2

1.10

103,845

1.72

1008

155,695

30,643.31

2,950.8

1.23

96,744

1.91

1009

188,098

41,646.23

2,626.8

1.03

116,879

1.61

1010

165,791

30,681.93

2,824.2

1.18

103,018

1.83

1011

173,109

24,020.96

2,347.9

0.96

107,565

1.49

1012

142,820

21,503.22

2,171.7

1.01

88,744

1.58

1013

136,764

19,579.77

2,303.5

1.08

84,981

1.69

1014

96,805

43,832.62

1,961.2

1.60

60,152

2.50

1015

172,590

26,648.15

2,235.9

0.94

107,242

1.46

1016

157,401

40,572.50

2,451.9

1.16

97,804

1.80

1017

142,104

20,011.97

1,988.1

0.99

88,299

1.54

1018

172,562

29,759.87

2,517.3

1.01

107,225

1.57

1019

174,339

25,187.69

2,089.7

0.86

108,329

1.34

Total

3,026,778

610,050.70

46,269.2

1.10

1,880,753

1.70

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

Table 7. Scheduled and Unscheduled Maintenance Costs (Evaluation Period)

Bus Kilometers

Scheduled

Cost per

Kilometer

(CAD)

Unscheduled

Cost per

Kilometer

(CAD)

Miles

Scheduled

Cost per

Mile (USD)

Unscheduled

Cost per Mile

(USD)

1000

103,554

0.21

1.05

64,345

0.33

1.64

1001

100,056

0.25

1.11

62,172

0.38

1.73

1002

181,129

0.19

0.82

112,548

0.29

1.27

1003

157,391

0.20

1.02

97,798

0.32

1.58

1004

138,047

0.22

0.89

85,778

0.34

1.38

1005

134,037

0.20

0.99

83,287

0.31

1.54

1006

167,364

0.19

0.85

103,995

0.29

1.33

1007

167,122

0.21

0.89

103,845

0.32

1.39

1008

155,695

0.20

1.02

96,744

0.32

1.59

1009

188,098

0.18

0.86

116,879

0.27

1.33

1010

165,791

0.19

0.99

103,018

0.29

1.54

1011

173,109

0.18

0.77

107,565

0.28

1.21

1012

142,820

0.20

0.82

88,744

0.31

1.27

1013

136,764

0.21

0.87

84,981

0.33

1.36

1014

96,805

0.20

1.40

60,152

0.32

2.18

1015

172,590

0.19

0.75

107,242

0.29

1.17

1016

157,401

0.18

0.98

97,804

0.28

1.52

1017

142,104

0.21

0.77

88,299

0.33

1.20

1018

172,562

0.19

0.82

107,225

0.30

1.27

1019

174,339

0.19

0.67

108,329

0.30

1.04

Total

3,026,778

0.20

0.90

1,880,753

0.31

1.40

Figure 14 shows the monthly scheduled and unscheduled maintenance cost (CAD) per kilometer

for the FCEBs during the data period. Figure 15 presents the same data in cost (USD) per mile.

For comparison, the dashed red line provides the average maintenance cost for BC Transit diesel

buses in similar service. The data show an increase in cost once the buses went out of warranty

in February 2013. In October 2013 costs began to drop, primarily because there were fewer

buses in service. The dotted black line on each graph shows the number of buses in service by

month.

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

Figure 14. Monthly scheduled and unscheduled costs (CAD) per kilometer for the FCEBs

Figure 15. Monthly scheduled and unscheduled costs (USD) per mile for the FCEBs

$0.00

$0.20

$0.40

$0.60

$0.80

$1.00

$1.20

$1.40

$1.60

$1.80

$2.00

Number of Buses

Cost (CAD) per kilometer

Unscheduled cost/km Scheduled cost/km

Average diesel cost/km Number of buses in service

$0.00

$0.50

$1.00

$1.50

$2.00

$2.50

Number of Buses

Cost (USD) per mile

Unscheduled cost/mi Scheduled cost/mi

Average diesel cost/mi Number of buses in service

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

Maintenance Costs Categorized by System

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

vehicle systems shown in the table are as follows:

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

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

hubodometers and radios

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

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

intake, cooling, and transmission

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

maintenance

• Brakes

• Frame, steering, and suspension

• Heating, ventilation, and air conditioning (HVAC)

• Lighting

• Air system, general

• Axles, wheels, and drive shaft

• Tires.

Table 8. Maintenance Cost by System (Evaluation Period)

System

Cost per

Kilometer (CAD)

Cost per

Mile (USD)

Percent of

Total (%)

Cab, body, and accessories

0.14

0.22

13.0

Propulsion-related

0.62

0.97

56.9

PMI

0.12

0.19

11.0

Brakes

0.04

0.06

3.4

Frame, steering, and suspension

0.06

0.09

5.3

HVAC

0.04

0.06

3.5

Lighting

0.02

1.5

Air system, general

0.00

0.01

0.4

Axles, wheels, and drive shaft

0.02

0.04

2.2

Tires

0.03

0.05

2.9

Total

1.10

1.70

100

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

57% of the total costs. Cab, body, and accessories had approximately 13% of the total, and PMI

had 11% of the maintenance costs. Figure 16 charts the monthly labor hours by system and

clearly shows that throughout the data period the majority of labor was for the propulsion

system.

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

Tracking the total labor hours by month shows some interesting trends. Transit service at

Whistler is seasonal, with the highest level of service needed in winter. Because of this, the labor

hours are typically lower in the summer when fewer buses are needed to meet service

requirements. Labor hours are much higher for the first winter shown on the graph. During the

winter of 2011, Whistler Transit staff was still learning how to troubleshoot and repair the

FCEBs. Labor hours during the 2012 winter season were much lower and consistent from month

to month. This indicates maintenance staff was well trained and comfortable with working on the

technology. As the fleet began experiencing recurring issues with the air system, labor hours rose

and then sharply dropped as buses were pulled permanently out of service.

Figure 16. Monthly labor hours by maintenance category

Propulsion-Related Maintenance Costs

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

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

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

advanced propulsion system changes for the buses.

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

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

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

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

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

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

repairs; power plant system repairs; and cooling system repairs. Figure 17 shows the monthly

labor costs for the propulsion system by category.

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Number of Buses

Labor Hours

Tires

General air

system repairs

Axles, wheels, and

drive shaft

Lighting

HVAC

Frame, steering,

and suspension

Brakes

PMI

Propulsion-related

Cab, body, and

accessories

Number of buses

in-service

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

Table 9. Propulsion-Related Maintenance Costs by System (Evaluation Period)

Maintenance System Costs

Kilometers / CAD

Miles / USD

Distance traveled

3,026,778

1,880,753

Total Propulsion-Related Systems (Roll-up)

Parts cost ($)

337,978.93

326,825.62

Labor hours

27,918.2

Total cost ($)

1,886,163.90

1,823,920.49

Total cost ($) per unit distance

0.62

0.97

Fuel System Repairs

Parts cost ($)

53,263.08

51,505.40

Labor hours

2,123.8

Total cost ($)

173,648.90

167,918.49

Total cost ($) per unit distance

0.06

0.09

Power Plant System Repairs (fuel cell system)

Parts cost ($)

25,647.74

24,801.37

Labor hours

6,060.2

Total cost ($)

366,857.58

354,751.28

Total cost ($) per unit distance

0.12

0.19

Electric Motor and Propulsion Repairs

Parts cost ($)

45,764.69

44,254.46

Labor hours

8,681.3

Total cost ($)

507,351.29

490,608.70

Total cost ($) per unit distance

0.17

0.26

Compressor Repairs

Parts cost ($)

1,656.54

1,601.87

Labor hours

1,656.5

Total cost ($)

93,533.28

90,446.68

Total cost ($) per unit distance

0.03

0.05

Non-Lighting Electrical System Repairs (General Electrical, Charging,

Cranking, Ignition)

Parts cost ($)

71,656.50

69,291.84

Labor hours

2,749.6

Total cost ($)

203,422.38

196,709.44

Total cost ($) per unit distance

0.07

0.10

Air Intake System Repairs

Parts cost ($)

46,921.90

45,373.48

Labor hours

35.0

Total cost ($)

49,057.12

47,438.24

Total cost ($) per unit distance

0.02

0.03

Cooling System Repairs

Parts cost ($)

92,922.57

89,856.12

Labor hours

3,641.3

Total cost ($)

307,387.91

297,244.11

Total cost ($) per unit distance

0.10

0.16

Battery Charging

Parts cost ($)

0.00

Labor hours

2,970.5

Total cost ($)

182,785.57

176,753.65

Total cost ($) per unit distance

0.06

0.09

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

Figure 17. Monthly propulsion-related labor hours by category

Roadcall Analysis

A roadcall or revenue vehicle system failure (as named in the National Transit Database

) is

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

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

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

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

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

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

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

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

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

in kilometers as well as miles. Figure 18 presents these data graphically, charting the cumulative

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

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

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

the graph for comparison.

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

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

Number of buses in Service

Labor Hours

Remaining

Hybrid

System

Fuel System

Battery

Charging

Cooling & Air

Intake

Compressor

Fuel Cell

System

Number of

buses in

service

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

Table 10. Roadcalls and Mean Distance Between Roadcall (Evaluation Period)

Kilometers

Miles

Mileage

3,026,778

1,880,753

All roadcalls

1,265

Bus mean distance between roadcall

2,393

1,487

Propulsion-related roadcalls

982

Propulsion mean distance between roadcall

3,082

1,915

Fuel-cell-related roadcalls

212

Fuel cell system mean distance between roadcall

14,277

8,871

Figure 18. Cumulative distance between roadcall for the FCEBs

2,000

4,000

6,000

8,000

10,000

12,000

14,000

16,000

18,000

5,000

10,000

15,000

20,000

25,000

30,000

Miles

Kilometers

Bus Propulsion System FC System

DOE/FTA FC System MBRC 2016 Target

DOE/FTA Bus MBRC 2016 Target

BC Transit Bus Target

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

What’s Next

As of March 31, 2014 (the recognized end of the project), BC Transit has removed all 20 buses

from service. The buses are currently parked at the Whistler Transit facility. BC Transit is

addressing options for selling the buses or for converting them to a diesel propulsion system.

Ballard Power Systems continues to develop, manufacture, and service fuel cell systems for

transit buses around the world and plans to introduce its seventh-generation FCPP before the end

of 2014. New Flyer Industries is currently developing its next-generation FCEB for the North

American market.

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

Contacts

NREL

15013 Denver West Parkway

Golden, CO 80401

Leslie Eudy, Senior Project Leader

Phone: 303-275-4412

Email: leslie.eudy@nrel.gov

California Air Resources Board

1001 I Street

Sacramento, CA 95812

Lesley Stern, Air Resources Engineer

Sustainable Transportation Technologies Branch; Emissions Compliance, Automotive

Regulations and Science (ECARS) Division

Phone: 916-323-2913

Email: lstern@arb.ca.gov

BC Transit

520 Gorge Road East

Victoria, BC, Canada V8W 2P3

Mike Frost, Director, Fleet Asset Management

Phone: 250-995-5722

Ballard Power Systems

9000 Glenlyon Parkway

Burnaby, BC, Canada

Jeff Grant, Commercial Lead, North American Bus Market

Phone: 604-315-3578

Email: jeff.gra[email protected]

New Flyer

711 Kernagham Avenue

Winnipeg, Manitoba, Canada R2C 3T4

Chris Stoddart, VP Engineering Services

Phone: 204-224-1251

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

References and Related Reports

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

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

BC Transit

Eudy, L.; Post, M. (2014). BC Transit Fuel Cell Bus Project: Evaluation Results Report.

NREL/TP-5400-60603. Golden, CO: National Renewable Energy Laboratory.

Other Recent FCEB Reports

Eudy, L. (2014). Zero Emission Bay Area (ZEBA) Fuel Cell Bus Demonstration Results: Third

Report. NREL/TP-5400-60527. Golden, CO: National Renewable Energy Laboratory.

Eudy, L.; Gikakis, C. (2013). Fuel Cell Buses in U.S. Transit Fleets: Current Status 2013.

NREL/TP-5400-60490. Golden, CO: National Renewable Energy Laboratory.

Eudy, L.; Chandler, K. (2013). American Fuel Cell Bus Project: First Analysis Report.

DOT/FTA Report No. 0047.

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

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

Energy Laboratory.

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

Appendix A: TRL Guideline Table

Technology Readiness Levels for FCEB Commercialization

Relative Level of

Technology

Development

Technology

Readiness

Level

TRL Definition Description

Deployment TRL 9

Actual system

operated over the full

range of expected

conditions

The technology is in its final form.

Deployment, marketing, and support begin

for the first fully commercial products.

Technology

Demonstration/

Commissioning

TRL 8

Actual system

completed and

qualified through test

and demonstration

The last step in true system development.

Demonstration of a limited production of 50

to 100 buses at a small number of

locations. Beginning the transition of all

maintenance to transit staff.

TRL 7

Full-scale validation in

relevant environment

A major step up from TRL 6 by adding

larger numbers of buses and increasing the

hours of service. Full-scale demonstration

and reliability testing of 5 to 10 buses at

several locations. Manufacturers begin to

train larger numbers of transit staff in

operation and maintenance.

TRL 6

Engineering/pilot-scale

validation in relevant

environment

First tests of prototype buses in actual

transit service. Field testing and design

shakedown of 1 to 2 prototypes.

Manufacturers assist in operation and

typically handle all maintenance. Begin to

introduce transit staff to technology.

Technology

Development

TRL 5

Laboratory scale,

similar system

validation in relevant

environment

Integrated system is tested in a laboratory

under simulated conditions based on early

modeling. System is integrated into an

early prototype or mule platform for some

on-road testing.

TRL 4

Component and

system validation in

laboratory environment

Basic technological components are

integrated into the system and begin

laboratory testing and modeling of potential

duty cycles.

Research to Prove

Feasibility

TRL 3

Analytical and

experimental critical

function and/or proof of

concept

Active research into components and

system integration needs. Investigate what

requirements might be met with existing

commercial components.

TRL 2

Technology concept

and/or application

formulated

Research technology needed to meet

market requirements. Define strategy for

moving through development stages.

Basic Technology

Research

TRL 1

Basic principles

observed and reported

Scientific research and early development

of FCEB concepts.

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

Appendix B: Fleet Summary Statistics—SI Units

Fleet Summary Statistics: BC Transit FCEB

Fleet Operations and Economics

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB

Total

Number of vehicles

Period used for fuel and oil op analysis

4/11–3/12

4/12–3/13

4/13–3/14

4/11–3/14

Total number of months in period

Fuel and oil analysis base fleet kilometers

962,253

1,097,634

677,491

2,737,378

Period used for maintenance op analysis

4/11–3/12

4/12–3/13

4/13–3/14

4/11–3/14

Total number of months in period

Maintenance analysis base fleet kilometers

1,024,047

1,098,404

904,327

3,026,778

Average monthly kilometers per vehicle

4,267

4,577

3,768

4,204

Availability

69%

54%

64%

Fleet fuel usage (kg)

148,707.1

170,236.7

109,997.9

428,941.7

Roadcalls

412

454

399

1,265

Roadcalls KBRC

2,486

2,419

2,266

2,393

Propulsion roadcalls

308

347

327

982

Propulsion KBRC

3,325

3,165

2,766

3,082

Fleet kg hydrogen/100 km (1.13 kg H

)

15.45

15.51

16.24

15.67

Rep. fleet fuel consumption (L/100 km)

51.76

51.95

54.38

52.49

Hydrogen cost per kg

10.55

Fuel cost per kilometer

1.63

1.64

1.71

1.65

Total scheduled repair cost per kilometer

0.24

0.18

0.20

Total unscheduled repair cost per kilometer

0.75

0.88

1.08

0.90

Total maintenance cost per kilometer

0.99

1.06

1.26

1.10

Total operating cost per kilometer

2.62

2.69

2.97

2.75

Maintenance Costs

FCEB Year 1 FCEB Year 2 FCEB Year 3 FCEB Total

Fleet mileage

1,024,047

1,098,404

904,327

3,026,778

Total parts cost

157,442.68

249,563.62

203,044.40

610,050.70

Total labor hours

18,506.8

13,914.5

13,847.9

46,269.2

Labor cost

857,040.44

912,893.22

934,863.03

2,704,796.69

Total maintenance cost

1,014,483.12

1,162,456.84

1,137,907.43

3,314,847.39

Total maintenance cost per bus

50,724.16

58,122.84

56,895.37

165,742.37

Total maintenance cost per kilometer

0.99

1.06

1.26

1.10

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

Breakdown of Maintenance Costs by Vehicle System

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

Fleet mileage

1,024,047

1,098,404

904,327

3,026,778

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

Parts cost

91,796.03

134,805.04

111,231.96

337,833.03

Labor hours

11,652.0

8,453.3

7,812.9

27,918.2

Labor cost

464,516.82

553,707.31

527,986.88

1,546,211.01

Total cost (for system)

556,312.85

688,512.35

639,218.84

1,884,044.04

Total cost (for system) per bus

27,815.64

34,425.62

31,960.94

94,202.20

Total cost (for system) per kilometer

0.54

0.63

0.58

0.62

Exhaust System Repairs (ATA VMRS 43)

Parts cost

0.00

Labor hours

0.0

Labor cost

0.00

Total cost (for system)

0.00

Total cost (for system) per bus

0.00

Total cost (for system) per kilometer

0.00

Fuel System Repairs (ATA VMRS 44)

Parts cost

13,679.26

19,825.15

19,758.67

53,263.08

Labor hours

910.1

572.2

641.5

2,123.8

Labor cost

40,204.24

37,379.52

42,802.06

120,385.82

Total cost (for system)

53,883.50

57,204.67

62,560.73

173,648.90

Total cost (for system) per bus

2,694.18

2,860.23

3,128.04

8,682.45

Total cost (for system) per kilometer

0.05

0.06

Power Plant (Engine) Repairs (ATA VMRS 45)

Parts cost

7,179.81

12,308.84

6,159.09

25,647.74

Labor hours

3,032.9

1,771.2

1,256.1

6,060.2

Labor cost

143,167.80

113,409.20

84,632.84

341,209.84

Total cost (for system)

150,347.61

125,718.04

90,791.93

366,857.58

Total cost (for system) per bus

7,517.38

6,285.90

4,539.60

18,342.88

Total cost (for system) per kilometer

0.15

0.11

0.08

0.12

Electric Propulsion Repairs (ATA VMRS 46)

Parts cost

8,529.89

17,360.08

19,874.72

45,764.69

Labor hours

3,348.2

2,551.4

2,781.7

8,681.3

Labor cost

108,543.96

165,931.88

187,110.76

461,586.60

Total cost (for system)

117,073.85

183,291.96

206,985.48

507,351.29

Total cost (for system) per bus

5,853.69

9,164.60

10,349.27

25,367.56

Total cost (for system) per kilometer

0.11

0.17

0.19

0.17

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

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

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

Ignition)

Parts cost

11,323.95

35,172.83

25,159.72

71,656.50

Labor hours

1,352.2

858.0

539.3

2,749.6

Labor cost

35,935.46

60,050.56

35,779.86

131,765.88

Total cost (for system)

47,259.41

95,223.39

60,939.58

203,422.38

Total cost (for system) per bus

2,362.97

4,761.17

3,046.98

10,171.12

Total cost (for system) per kilometer

0.05

0.09

0.06

0.07

Air Intake System Repairs (ATA VMRS 41)

Parts cost

29,037.50

11,702.89

6,181.51

46,921.90

Labor hours

8.4

14.3

12.3

35.0

Labor cost

390.95

931

813.27

2,135.22

Total cost (for system)

29,428.45

12,633.89

6,994.78

49,057.12

Total cost (for system) per bus

1,471.42

631.69

349.74

2,452.86

Total cost (for system) per kilometer

0.03

0.01

0.02

Cooling System Repairs (ATA VMRS 42)

Parts cost

21,842.21

38,321.04

32,759.32

92,922.57

Labor hours

1,306.5

1,393.2

941.7

3,641.4

Labor cost

59,895.70

90,918.45

63,651.19

214,465.34

Total cost (for system)

81,737.91

129,239.49

96,410.51

307,387.91

Total cost (for system) per bus

4,086.90

6,461.97

4,820.53

15,369.40

Total cost (for system) per kilometer

0.08

0.12

0.09

0.10

Hydraulic System Repairs (ATA VMRS 65)

Parts cost

145.9

145.90

Labor hours

0.02

0.0

Labor cost

0.00

Total cost (for system)

0.00

145.90

Total cost (for system) per bus

0.00

7.30

Total cost (for system) per kilometer

0.00

General Air System Repairs (ATA VMRS 10)

Parts cost

2,382.51

18,718.36

3,567.59

24,668.46

Labor hours

249.3

196.7

329.6

775.5

Labor cost

12,688.91

12,998.21

22,020.95

47,708.07

Total cost (for system)

15,071.42

31,716.57

25,588.54

72,376.53

Total cost (for system) per bus

753.57

1,585.83

1,279.43

3,618.83

Total cost (for system) per kilometer

0.01

0.03

0.02

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

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

Brake System Repairs (ATA VMRS 13)

Parts cost

4,616.92

6,803.82

5,784.55

17,205.29

Labor hours

425.8

582.8

465.0

1,473.7

Labor cost

24,479.90

37,289.78

32,703.49

94,473.17

Total cost (for system)

29,096.82

44,093.60

38,488.04

111,678.46

Total cost (for system) per bus

1,454.84

2,204.68

1,924.40

5,583.92

Total cost (for system) per kilometer

0.03

0.04

Compressor Repairs

Parts cost

203.41

114.20

1,338.93

1,656.54

Labor hours

638.6

314.6

703.3

1,656.5

Labor cost

24,904.85

19,988.33

46,983.56

91,876.74

Total cost (for system)

25,108.26

20,102.53

48,322.49

93,533.28

Total cost (for system) per bus

1,255.41

1,005.13

2,416.12

4,676.66

Total cost (for system) per kilometer

0.02

0.04

0.03

Inspections Only - no parts replacements (101)

Parts cost

0.00

Labor hours

2,614.8

1,713.6

1,438.0

5,766.4

Labor cost

156,939.12

113,659.32

93,231.07

363,829.51

Total cost (for system)

156,939.12

113,659.32

93,231.07

363,829.51

Total cost (for system) per bus

7,846.96

5,682.97

4,661.55

18,191.48

Total cost (for system) per kilometer

0.15

0.10

0.08

0.12

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

Accessories, 71-Body)

Parts cost

25,976.18

46,745.29

43,811.85

116,533.32

Labor hours

1,799.8

1,391.1

1,796.7

4,987.6

Labor cost

100,719.03

91,164.24

124,055.62

315,938.89

Total cost (for system)

126,695.21

137,909.53

167,867.47

432,472.21

Total cost (for system) per bus

6,334.76

6,895.48

8,393.37

21,623.61

Total cost (for system) per kilometer

0.12

0.13

0.15

0.14

HVAC System Repairs (ATA VMRS 01)

Parts cost

14,943.56

15,206.91

11,388.28

41,538.75

Labor hours

481.7

392.8

344.9

1,219.4

Labor cost

25,344.98

26,131.17

22,940.95

74,417.10

Total cost (for system)

40,288.54

41,338.08

34,329.23

115,955.85

Total cost (for system) per bus

2,014.43

2,066.90

1,716.46

5,797.79

Total cost (for system) per kilometer

0.04

0.03

0.04

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

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

Lighting System Repairs (ATA VMRS 34)

Parts cost

7,692.95

3,322.30

1,992.69

13,007.94

Labor hours

241.3

163.3

167.4

572.0

Labor cost

13,413.74

10,585.95

11,128.05

35,127.74

Total cost (for system)

21,106.69

13,908.25

13,120.74

48,135.68

Total cost (for system) per bus

1,055.33

695.41

656.04

2,406.78

Total cost (for system) per kilometer

0.02

0.01

0.02

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

Parts cost

9,701.70

23,772.59

20,323.36

53,797.65

Labor hours

551.5

530.2

855.7

1937.4

Labor cost

30,462.76

34,660.60

56,450.91

121,574.27

Total cost (for system)

40,164.46

58,433.19

76,774.27

175,371.92

Total cost (for system) per bus

2,008.22

2,921.66

3,838.71

8,768.60

Total cost (for system) per kilometer

0.04

0.05

0.07

0.06

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

Drive Shaft)

Parts cost

289.25

152.54

3737.69

4,179.48

Labor hours

33.2

30.7

89.7

153.6

Labor cost

1,422.56

2,082.57

5,981.72

9,486.85

Total cost (for system)

1,711.81

2,235.11

9,719.41

13,666.33

Total cost (for system) per bus

85.59

111.76

485.97

683.32

Total cost (for system) per kilometer

0.00

0.01

0.00

Tire Repairs (ATA VMRS 17)

Parts cost

43.58

36.78

1060.53

1,140.89

Labor hours

423.8

459.9

548.0

1431.7

Labor cost

25,078.66

30,614.07

38,363.39

94,056.12

Total cost (for system)

25,122.24

30,650.85

39,423.92

95,197.01

Total cost (for system) per bus

1,256.11

1,532.54

1,971.20

4,759.85

Total cost (for system) per kilometer

0.02

0.03

0.04

0.03

Battery Charging

Parts cost

0.00

Labor hours

1,055.0

978.5

937.0

2,970.5

Labor cost

51,473.86

65,098.37

66,213.34

182,785.57

Total cost (for system)

51,473.86

65,098.37

66,213.34

182,785.57

Total cost (for system) per bus

2,573.69

3,254.92

3,310.67

9,139.28

Total cost (for system) per kilometer

0.05

0.06

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

Notes

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

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

but the general energy conversions are as follows:

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

LHV for diesel = 128,400 Btu/lb

1 kg = 2.205 * lb

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

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

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

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

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

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

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

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

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

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

and windshields.

6. Warranty costs are not included.

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

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

Fleet Summary Statistics: BC Transit FCEB

Fleet Operations and Economics

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB

Total

Number of vehicles

Period used for fuel and oil op analysis

4/11–3/12

4/12–3/13

4/13–3/14

4/11–3/14

Total number of months in period

Fuel and oil analysis base fleet miles

597,916

682,038

420,973

1,700,928

Period used for maintenance op analysis

4/11–3/12

4/12–3/13

4/13–3/14

4/11–3/14

Total number of months in period

Maintenance analysis base fleet miles

636,313

682,517

561,923

1,880,753

Average monthly miles per vehicle

2,651

2,844

2,341

2,612

Availability

69%

54%

64%

Fleet fuel usage (kg)

148,707.1

170,236.7

109,997.9

428,941.7

Roadcalls

412

454

399

1,265

Roadcalls MBRC

1,544

1,503

1,408

1,487

Propulsion roadcalls

308

347

327

982

Propulsion MBRC

2,066

1,967

1,718

1,915

Fleet mi/kg hydrogen (1.13 kg H

)

4.02

4.01

3.83

3.97

Rep. fleet fuel consumption (mi/DGE)

4.54

4.53

4.32

4.48

Hydrogen cost per kg

10.55

Fuel cost per mile

2.62

2.63

2.76

2.66

Total scheduled repair cost per mile

0.37

0.27

0.31

Total unscheduled repair cost per mile

1.17

1.37

1.69

1.40

Total maintenance cost per mile

1.54

1.65

1.96

1.70

Total operating cost per mile

4.17

4.28

4.71

4.36

Maintenance Costs

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

Fleet mileage

636,313

682,517

561,923

1,880,753

Total parts cost

152,247.07

241,328.02

196,343.93

589,919.03

Total labor hours

18,506.8

13,914.5

13,847.9

46,269.2

Labor cost

828,758.11

882,767.74

904,012.55

2,615,538.40

Total maintenance cost

981,005.18

1,124,095.77

1,100,356.48

3,205,457.43

Total maintenance cost per bus

49,050.26

56,204.79

55,017.82

160,272.87

Total maintenance cost per mile

1.54

1.65

1.96

1.70

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

Breakdown of Maintenance Costs by Vehicle System

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

Fleet mileage

636,313

682,517

561,923

1,880,753

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

Parts cost

88,766.76

130,356.47

107,561.31

326,684.54

Labor hours

11,652.0

8,453.3

7,812.9

27,918.2

Labor cost

449,187.76

535,434.97

510,563.31

1,495,186.05

Total cost (for system)

537,954.53

665,791.44

618,124.62

1,821,870.58

Total cost (for system) per bus

26,897.73

33,289.57

30,906.23

91,093.53

Total cost (for system) per mile

0.85

0.98

1.10

0.97

Exhaust System Repairs (ATA VMRS 43)

Parts cost

0.00

Labor hours

0.0

Labor cost

0.00

Total cost (for system)

0.00

Total cost (for system) per bus

0.00

Total cost (for system) per mile

0.00

Fuel System Repairs (ATA VMRS 44)

Parts cost

13,227.84

19,170.92

19,106.63

51,505.40

Labor hours

910.1

572.2

641.5

2,123.8

Labor cost

38,877.50

36,146.00

41,389.59

116,413.09

Total cost (for system)

52,105.34

55,316.92

60,496.23

167,918.49

Total cost (for system) per bus

2,605.27

2,765.85

3,024.81

8,395.92

Total cost (for system) per mile

0.08

0.11

0.09

Power Plant (Engine) Repairs (ATA VMRS 45)

Parts cost

6,942.88

11,902.65

5,955.84

24,801.37

Labor hours

3,032.9

1,771.2

1,256.1

6,060.2

Labor cost

138,443.26

109,666.70

81,839.96

329,949.92

Total cost (for system)

145,386.14

121,569.35

87,795.80

354,751.28

Total cost (for system) per bus

7,269.31

6,078.47

4,389.79

17,737.56

Total cost (for system) per mile

0.23

0.18

0.16

0.19

Electric Propulsion Repairs (ATA VMRS 46)

Parts cost

8,248.40

16,787.20

19,218.85

44,254.46

Labor hours

3,348.2

2,551.4

2,781.7

8,681.3

Labor cost

104,962.01

160,456.13

180,936.10

446,354.24

Total cost (for system)

113,210.41

177,243.33

200,154.96

490,608.70

Total cost (for system) per bus

5,660.52

8,862.17

10,007.75

24,530.44

Total cost (for system) per mile

0.18

0.26

0.36

0.26

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

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB Total

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

33-Ignition)

Parts cost

10,950.26

34,012.13

24,329.45

69,291.84

Labor hours

1,352.2

858.0

539.3

2,749.6

Labor cost

34,749.59

58,068.89

34,599.12

127,417.61

Total cost (for system)

45,699.85

92,081.02

58,928.57

196,709.44

Total cost (for system) per bus

2,284.99

4,604.05

2,946.43

9,835.47

Total cost (for system) per mile

0.07

0.13

0.10

Air Intake System Repairs (ATA VMRS 41)

Parts cost

28,079.26

11,316.69

5,977.52

45,373.48

Labor hours

8.4

14.3

12.3

35.0

Labor cost

378.05

900.28

786.43

2,064.76

Total cost (for system)

28,457.31

12,216.97

6,763.95

47,438.24

Total cost (for system) per bus

1,422.87

610.85

338.20

2,371.91

Total cost (for system) per mile

0.04

0.02

0.01

0.03

Cooling System Repairs (ATA VMRS 42)

Parts cost

21,121.42

37,056.44

31,678.26

89,856.12

Labor hours

1,306.5

1,393.2

941.7

3,641.4

Labor cost

57,919.14

87,918.14

61,550.70

207,387.98

Total cost (for system)

79,040.56

124,974.58

93,228.96

297,244.11

Total cost (for system) per bus

3,952.03

6,248.73

4,661.45

14,862.21

Total cost (for system) per mile

0.12

0.18

0.17

0.16

Hydraulic System Repairs (ATA VMRS 65)

Parts cost

0.00

141.09

Labor hours

0.0

Labor cost

0.00

Total cost (for system)

0.00

141.09

Total cost (for system) per bus

0.00

7.05

Total cost (for system) per mile

0.00

General Air System Repairs (ATA VMRS 10)

Parts cost

2,303.89

18,100.65

3,449.86

23,854.40

Labor hours

249.3

196.7

329.6

775.5

Labor cost

12,270.18

12,569.27

21,294.26

46,133.70

Total cost (for system)

14,574.06

30,669.92

24,744.12

69,988.10

Total cost (for system) per bus

728.70

1,533.50

1,237.21

3,499.40

Total cost (for system) per mile

0.02

0.04

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

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB

Total

Brake System Repairs (ATA VMRS 13)

Parts cost

4,464.56

6,579.29

5,593.66

16,637.52

Labor hours

425.8

582.8

465.0

1,473.7

Labor cost

23,672.06

36,059.22

31,624.27

91,355.56

Total cost (for system)

28,136.62

42,638.51

37,217.93

107,993.07

Total cost (for system) per bus

1,406.83

2,131.93

1,860.90

5,399.65

Total cost (for system) per mile

0.04

0.06

0.07

0.06

Compressor Repairs

Parts cost

196.70

110.43

1,294.75

1,601.87

Labor hours

638.6

314.6

703.3

1,656.5

Labor cost

24,082.99

19,328.72

45,433.10

88,844.81

Total cost (for system)

24,279.69

19,439.15

46,727.85

90,446.68

Total cost (for system) per bus

1,213.98

971.96

2,336.39

4,522.33

Total cost (for system) per mile

0.04

0.03

0.08

0.05

Inspections Only - no parts replacements (101)

Parts cost

0.00

Labor hours

2,614.8

1,713.6

1,438.0

5,766.4

Labor cost

151,760.13

109,908.56

90,154.44

351,823.14

Total cost (for system)

151,760.13

109,908.56

90,154.44

351,823.14

Total cost (for system) per bus

7,588.01

5,495.43

4,507.72

17,591.16

Total cost (for system) per mile

0.24

0.16

0.19

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

Accessories, 71-Body)

Parts cost

25,118.97

45,202.70

42,366.06

112,687.72

Labor hours

1,799.8

1,391.1

1,796.7

4,987.6

Labor cost

97,395.30

88,155.82

119,961.78

305,512.91

Total cost (for system)

122,514.27

133,358.52

162,327.84

418,200.63

Total cost (for system) per bus

6,125.71

6,667.93

8,116.39

20,910.03

Total cost (for system) per mile

0.19

0.20

0.29

0.22

HVAC System Repairs (ATA VMRS 01)

Parts cost

14,450.42

14,705.08

11,012.47

40,167.97

Labor hours

481.7

392.8

344.9

1,219.4

Labor cost

24,508.60

25,268.84

22,183.90

71,961.34

Total cost (for system)

38,959.02

39,973.93

33,196.37

112,129.31

Total cost (for system) per bus

1,947.95

1,998.70

1,659.82

5,606.47

Total cost (for system) per mile

0.06

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

Breakdown of Maintenance Costs by Vehicle System (continued)

FCEB

Year 1

FCEB

Year 2

FCEB

Year 3

FCEB

Total

Lighting System Repairs (ATA VMRS 34)

Parts cost

7,439.08

3,212.67

1,926.93

12,578.68

Labor hours

241.3

163.3

167.4

572.0

Labor cost

12,971.09

10,236.61

10,760.82

33,968.52

Total cost (for system)

20,410.17

13,449.28

12,687.76

46,547.20

Total cost (for system) per bus

1,020.51

672.46

634.39

2,327.36

Total cost (for system) per mile

0.03

0.02

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

Suspension)

Parts cost

9,381.54

22,988.09

19,652.69

52,022.32

Labor hours

551.5

530.2

855.7

1,937.4

Labor cost

29,457.49

33,516.80

54,588.03

117,562.32

Total cost (for system)

38,839.03

56,504.89

74,240.72

169,584.64

Total cost (for system) per bus

1,941.95

2,825.24

3,712.04

8,479.23

Total cost (for system) per mile

0.06

0.08

0.13

0.09

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

Axle, 24-Drive Shaft)

Parts cost

279.70

147.51

3,614.35

4,041.56

Labor hours

33.2

30.7

89.7

153.6

Labor cost

1,375.62

2,013.85

5,784.32

9,173.78

Total cost (for system)

1,655.32

2,161.35

9,398.67

13,215.34

Total cost (for system) per bus

82.77

108.07

469.93

660.77

Total cost (for system) per mile

0.00

0.02

0.01

Tire Repairs (ATA VMRS 17)

Parts cost

42.14

35.57

1,025.53

1,103.24

Labor hours

423.8

459.9

548.0

1,431.7

Labor cost

24,251.06

29,603.81

37,097.40

90,952.27

Total cost (for system)

24,293.21

29,639.37

38,122.93

92,055.51

Total cost (for system) per bus

1,214.66

1,481.97

1,906.15

4,602.78

Total cost (for system) per mile

0.04

0.07

0.05

Battery Charging

Parts cost

0.00

Labor hours

1,055.0

978.5

937.0

2,970.5

Labor cost

49,775.22

62,950.12

64,028.30

176,753.65

Total cost (for system)

49,775.22

62,950.12

64,028.30

176,753.65

Total cost (for system) per bus

2,488.76

3,147.51

3,201.41

8,837.68

Total cost (for system) per mile

0.08

0.09

0.11

0.09

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