Ri h2 dev_plan_041012

HYDROGEN AND FUEL CELL INDUSTRY DEVELOPMENT PLAN

FINAL APRIL 10, 2012

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RHODE ISLAND

Hydrogen and Fuel Cell Development Plan Roadmap Collaborative Participants

Clean Energy States Alliance

Anne Margolis Project Director Valerie Stori Assistant Project Director

Project Management and Plan Development

Northeast Electrochemical Energy Storage Cluster:

Joel M. Rinebold Program Director Paul Aresta Project Manager

Alexander C. Barton Energy Specialist Adam J. Brzozowski Energy Specialist

Thomas Wolak Energy Intern Nathan Bruce GIS Mapping Intern

Agencies

United States Department of Energy

United States Small Business Administration

Providence Skyline Providence Skyline and Canal in the Morning Light, http://www.panoramio.com/photo/47373320,

October, 2011

Brown University The Front Campus, http://www.brown.edu/Administration/Photos/photos.html, October, 2011

Shipyard Newport Shipyard: HAULING & RIGGING, http://www.newportshipyard.com/hauling.asp, October, 2011

Port Port of Davisville, http://www.noradinc.com/transportation.php, October, 2011

Healthcare CT Scan, The Imaging Center, http://www.theimagingcenter.org/services.html , October, 2011

Graph going up What do they do?, http://www.sciencebuddies.org/science-fair-projects/science-engineering-

careers/Math_statistician_c001.shtml?From=testb, October 2011

Manufacturing widget Manufacturing and Industrial Products, http://www.riedc.com/industry-sectors/manufacturing-and-

industrial-products, October, 2011



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EXECUTIVE SUMMARY

There is the potential to generate approximately 341,000 megawatt hours (MWh) of electricity annually

from hydrogen and fuel cell technologies at potential host sites in the State of Rhode Island, through the

development of 40 54 megawatts (MW) of fuel cell generation capacity. The state and federal government have incentives to facilitate the development and use of renewable energy. The decision on

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

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

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

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

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

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

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

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

amount of air traffic.

Currently, Rhode Island has at least 15 companies that are part of the growing hydrogen and fuel cell

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

Rhode Islands hydrogen and fuel cell industry are estimated to have realized approximately $5 million in revenue and investment, contributed more than $264,000 in state and local tax revenue, and generated

over $6.9 million in gross state product from their participation in this regional energy cluster in 2010.

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

These technologies are viable solutions that can meet the demand for renewable energy in Rhode Island.

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

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

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

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

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

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

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

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

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

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

economic development.



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TABLE OF CONTENTS

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

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

ECONOMIC IMPACT ...........................................................................................................................8

POTENTIAL STATIONARY TARGETS ...................................................................................................9

Education ............................................................................................................................................ 11

Food Sales ........................................................................................................................................... 12

Food Service ....................................................................................................................................... 12

Inpatient Healthcare ............................................................................................................................ 13

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

Public Order and Safety ...................................................................................................................... 14

Energy Intensive Industries ..................................................................................................................... 15

Government Owned Buildings................................................................................................................ 16

Wireless Telecommunication Sites ......................................................................................................... 16

Wastewater Treatment Plants (WWTPs) ................................................................................................ 16

Landfill Methane Outreach Program (LMOP) ........................................................................................ 17

Airports ................................................................................................................................................... 18

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

POTENTIAL TRANSPORTATION TARGETS ......................................................................................... 20

Alternative Fueling Stations................................................................................................................ 21

Material Handling ............................................................................................................................... 22

Ground Support Equipment ................................................................................................................ 23

Ports .................................................................................................................................................... 23

CONCLUSION ................................................................................................................................... 24

APPENDICES .................................................................................................................................... 26



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Index of Tables

Table 1 - Rhode Island Economic Data 2011 ............................................................................................... 8

Table 2 - Education Data Breakdown ......................................................................................................... 12

Table 3 - Foods Sales Data Breakdown ...................................................................................................... 12

Table 4 - Food Services Data Breakdown .................................................................................................. 13

Table 5 - Inpatient Healthcare Data Breakdown ......................................................................................... 13

Table 6 - Lodging Data Breakdown ............................................................................................................ 14

Table 7 -Public Order and Safety Data Breakdown .................................................................................... 15

Table 8 - 2002 Data for the Energy Intensive Industry by Sector .............................................................. 15

Table 9 - Energy Intensive Industry Data Breakdown ................................................................................ 16

Table 10 - Government Owned Building Data Breakdown ........................................................................ 16

Table 11 - Wireless Telecommunication Data Breakdown ........................................................................ 16

Table 12 - Wastewater Treatment Plant Data Breakdown .......................................................................... 17

Table 13 - Landfill Data Breakdown .......................................................................................................... 17

Table 14 Rhode Island Top Airports' Enplanement Count ...................................................................... 18

Table 15 - Airport Data Breakdown ........................................................................................................... 18

Table 16 - Military Data Breakdown .......................................................................................................... 19

Table 17 - Average Energy Efficiency of Conventional and Fuel Cell Vehicles (mpge) ........................... 20

Table 18 - Ports Data Breakdown ............................................................................................................... 23

Table 19 Summary of Potential Fuel Cell Applications ........................................................................... 24

Index of Figures

Figure 1 - Energy Consumption by Sector .................................................................................................... 9

Figure 2 - Electric Power Generation by Primary Source............................................................................. 9

Figure 3 - Rhode Island Electrical Consumption per Sector....................................................................... 11

Figure 4 - U.S. Lodging, Energy Consumption .......................................................................................... 14



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INTRODUCTION

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

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

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

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

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

hydrogen and fuel cell technology.1

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

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

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

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

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

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

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

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

and application are identified in Appendix VI.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

will reduce dependence on imported fuel. 3,4

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

by-products are water and heatno pollutants or greenhouse gases (GHG) are produced.

1 Key stakeholders are identified in Appendix III

2 EIA,Commercial Sector Energy Price Estimates, 2009, http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/sum_pr_com.html, August 2011 3 Electrolysis is the process of using an electric current to split water molecules into hydrogen and oxygen. 4 U.S. Department of Energy (DOE), http://www1.eere.energy.gov/hydrogenandfuelcells/education/, August 2011



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DRIVERS

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

nearly $1 Billion of total revenue and investment. Rhode Island benefits from secondary impacts of

indirect and induced employment and revenue.5 Furthermore, Rhode Island has a definitive and attractive

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

cell industry within the Northeast region and worldwide. An economic SWOT assessment for Rhode Island is provided in Appendix VII.

Industries in the Northeast, including those in Rhode Island, are facing increased pressure to reduce costs,

fuel consumption, and emissions that may be contributing to climate change. Currently, Rhode Islands businesses pay $0.12 per kWh for electricity on average; this is the twelfth highest cost of electricity in

the U.S.6 Rhode Islands relative proximity to major load centers, the high cost of electricity, concerns

over regional air quality, available federal tax incentives, and legislative mandates in Rhode Island and

neighboring states have resulted in renewed interest in the development of efficient renewable energy.

Incentives designed to assist individuals and organizations in energy conservation and the development of

renewable energy are currently offered within the state. Appendix IV contains an outline of Rhode

Islands incentives and renewable energy programs. Some specific factors that are driving the market for hydrogen and fuel cell technology in Rhode Island include the following:

Net Metering for systems owned by the customer of record and sited on the customers premises, up to five MW in capacity that are designed to generate up to 100 percent of the electricity that a

home or other facility uses. Systems that generate electricity using fuel cells are eligible. promotes stationary power applications.

7

Renewable Energy Standard (RES) Established in June 2004, the RES requires the state's retail electricity providers, including non-regulated power producers and distribution companies, to

supply 16 percent of their retail electricity sales from renewable resources by the end of 2019. In

2020, and in each subsequent year, the minimum RES established in 2019 must be maintained

unless the Rhode Island Public Utilities Commission (PUC) determines that the standard is no

longer necessary. promotes stationary power applications.8

Rhode Island is one of the states in the ten-state region that is part of the Regional Greenhouse Gas Initiative (RGGI); the nations first mandatory market-based program to reduce emissions of carbon dioxide (CO2). RGGI's goals are to stabilize and cap emissions at 188 million tons

annually from 2009-2014 and to reduce CO2-emissions by 2.5 percent per year from 2015-2018.9

promotes stationary power and transportation applications.

The Rhode Island Renewable Energy Fund's (RIREF) renewable-energy component is administered by the Rhode Island Economic Development Corporation (RIEDC), and the fund's

demand-side management (DSM) programs are administered by the state's electric and gas

distribution companies, subject to review by the Rhode PUC. Rhode Island's public benefits fund

(PBF) is supported by a surcharge on electric and gas customers' bills. Initially, the surcharge was

5 There is now one OEMs in Rhode, however data within this plan reflects the zero OEMs originally used within the model. One

OEM will increase the impact of the cluster and will be used when the model is run for the next year. 6 EIA, Average Retail Price of Electricity to Ultimate Customers by End-Use Sector, by State,

http://www.eia.gov/cneaf/electricity/epm/table5_6_a.html 7 DSIRE, Rhode Island Net Metering,

http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=RI01R&re=1&ee=1, August 2011 8 DSIRE, Renewable Energy Standards,

http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=RI08R&re=1&ee=1, August, 2011 9 Seacoastonline.come, RGGI: Quietly setting a standard,

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



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set at $0.0023 per kilowatt-hour (2.3 mills per kWh) and applied only to electric utilities. Fuel

cells using renewable fuels are eligible. promotes stationary power applications.10

HB 5986, signed in May 2009, directed the Rhode Island State Building Commission to update the state building code to include the 2009 IECC and ASHRAE 90.1-2007, and to develop a plan to

achieve compliance in 90 percent of new and renovated building space by February 2017. The new

codes went before the State Legislature's Legislative Oversight Committee for final approval in early

2010. After a period for training of code officials and other stakeholders, the 2009 edition of the State

Energy Conservation Code took effect July 1, 2010. promotes stationary power applications.11

Vehicles offered for sale or lease, imported, delivered, or registered in the state must meet California exhaust and greenhouse gas emissions standards. (Reference Rhode Island Department of

Environmental Management Regulation No. 37). promotes transportation applications.12

Alternative Fuel Vehicle (AFC) and Hybrid Electric Vehicle (HEV) Acquisition Requirements: To reduce fuel consumption and pollution emissions, and purchase vehicles that provide the best

value on a lifecycle cost basis, the state must take the following actions:

o At least 75 percent of state motor vehicle acquisitions must be AFVs, and the remaining 25 percent must be HEVs to the greatest extent possible;

o All new light-duty trucks in the state fleet must achieve a minimum city fuel economy of 19 miles per gallon (mpg) and achieve at least a Low Emission Vehicle certification, and

all new passenger vehicles in the state fleet must achieve a minimum city fuel economy

of 23 mpg;

o All state agencies must purchase the most economical, fuel-efficient, and lowest emissions vehicles appropriate to meet any needed requirements and discourage the

purchase of sport utility vehicles;

o All state agencies must purchase low rolling resistance tires with superior tread life for state vehicles when possible; and

o All state vehicles must be maintained according to manufacturer specifications, including specified tire pressures and ratings. promotes transportation applications.13

10

DSIRE, Rhode Island Renewable Energy Fund (RIREF), http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=RI04R&re=1&ee=1, August, 2011 11

DSIRE, Rhode Island Building Energy Code, http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=RI11R&re=1&ee=1, August, 2011 12

EERE, Low Emission Vehicle (LEV) Standards, http://www.afdc.energy.gov/afdc/laws/law/RI/6107, August, 2011 13

EERE, Alternative Fuel Vehicle (AFC) and Hybrid Electric Vehicle (HEV) Acquisition Requirements, http://www.afdc.energy.gov/afdc/laws/law/RI/5970, August, 2011



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ECONOMIC IMPACT

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

economies. 14

A new hydrogen and/or fuel cell project directly affects the areas economy through the purchase of goods and services, generation of land use revenue, taxes or payments in lieu of taxes, and

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

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

property values, and the use of indigenous resources.

Rhode Island is home to at least 15 companies that are part of the growing hydrogen and fuel cell industry

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

companies in Rhode Island. Realizing over $4.9 million in revenue and investment from their

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

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

and managing of venture capital funds. 15

Furthermore, the hydrogen and fuel cell industry is estimated to

have contributed approximately $264,000 in state and local tax revenue, and over $6.9 million in gross

state product. Table 1 shows Rhode Islands impact in the Northeast regions hydrogen and fuel cell industry as of April 2011.

Table 1 - Rhode Island Economic Data 2011

Rhode Island Economic Data

Supply Chain Members 15

Indirect Rev ($M) 5.1

Indirect Jobs 18

Indirect Labor Income ($M) 1.3

Induced Revenue ($M) 1.84

Induced Jobs 13

Induced Labor Income ($M) 0.623

Total Revenue ($M) 6.91

Total Jobs 32

Total Labor Income ($M) 1.93

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

registered as part of the motor vehicle industry. Approximately 5,185 of these individuals and 136 of

these companies are located in Rhode Island. If newer/emerging hydrogen and fuel cell technology were

to gain momentum within the transportation sector the estimated employment rate for the hydrogen and

fuel cell industry could grow significantly in the region.16

14

Indirect impacts are the estimated output (i.e., revenue), employment and labor income in other business (i.e., not-OEMs) that are associated with the purchases made by hydrogen and fuel cell OEMs, as well as other companies in the sectors supply chain. Induced impacts are the estimated output, employment and labor income in other businesses (i.e., non-OEMs) that are associated

with the purchases by workers related to the hydrogen and fuel cell industry. 15

Northeast Electrochemical Energy Storage Cluster Supply Chain Database Search, http://neesc.org/resources/?type=1, August 8, 2011 16 NAICS Codes: Motor Vehicle 33611, Motor Vehicle Parts 3363



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POTENTIAL STATIONARY TARGETS

In 2009, Rhode Island consumed the equivalent of 64.23 million megawatt-hours of energy from the

transportation, residential, industrial, and commercial sectors.17

Electricity consumption in Rhode Island

was approximately 7.6 million MWh, and is forecasted to grow at a rate of .7 percent annually over the

next decade.18,19

Figure 1 illustrates the percent of total energy consumed by each sector in Rhode Island.

A more detailed breakout of energy use is provided in Appendix II.

Rhode Island represents approximately seven percent of the population in New England and six percent of the regions total electricity consumption. The State relies on both in-state resources and imports of power over the regions transmission system to serve electricity to customers. Net electrical demand in Rhode Island was 870 MW in 2009 and is projected to increase by approximately 40 MW by 2015.

The states overall electricity demand is forecasted to grow at a rate of .7 percent (1.3 percent peak summer demand growth) annually over the next decade. Demand for new electric capacity as well as a

replacement of older less efficient base-load generation facilities is expected. With approximately 1,850

MW in total capacity of generation plants, Rhode Island represents four percent of the total capacity in

New England.20

As shown in Figure 2, natural gas was the primary energy source for electricity

consumed in Rhode Island for 2009. 21

17

U.S. Energy Information Administration (EIA), State Energy Data System, http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/rank_use.html, August 2011 18

EIA, Electric Power Annual 2009 State Data Tables, www.eia.gov/cneaf/electricity/epa/epa_sprdshts.html, January, 2011 19

ISO New England, Rhode Island 2011 State Profile, www.iso-ne.com/nwsiss/grid_mkts/key_facts/ri_01-2011_profile.pdf, January, 2011 20 ISO New England, Rhode Island 2011 State Profile, www.iso-ne.com/nwsiss/grid_mkts/key_facts/ri_01-2011_profile.pdf, January, 2011 21

EIA, 1990 - 2010 Retail Sales of Electricity by State by Sector by Provider (EIA-861), http://www.eia.gov/cneaf/electricity/epa/epa_sprdshts.html, January 4, 2011

Residential

32%

Commercial

26%

Industrial

13%

Transportation

29%

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

Petroleum

0.2%

Natural Gas

98.0%

Other

Renewables

1.8%



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

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

Overall system efficiency of 85 to 93 percent;

Reduction of noise pollution;

Reduction of air pollution;

Often do not require new transmission;

Siting is not controversial; and

If near point of use, waste heat can be captured and used. Combined heat and power (CHP) systems are more efficient and can reduce facility energy costs over applications that use separate

heat and central station power systems.22

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

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

includes reduced transmission and distribution costs, reduced fuel use and associated emissions.23

Based

on the targets identified within this plan, there is the potential to develop at least approximately 40 MWs

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

annually:

Production of approximately 341,000 MWh of electricity

Production of approximately .872,000 MMBTUs of thermal energy

Reduction of CO2 emissions of approximately 12,000 tons (electric generation only)24

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

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

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

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

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

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

industries.

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

for on-site generation and CHP application based on data from the Energy Information Administrations (EIA) Commercial Building Energy Consumption Survey (CBECS). These selected building types

making up the CBECS subcategory within the commercial industry include:

Education

Food Sales

Food Services

Inpatient Healthcare

Lodging

Public Order & Safety25

22 FuelCell2000, Fuel Cell Basics, www.fuelcells.org/basics/apps.html, July, 2011 23 Distributed Generation Market Potential: 2004 Update Connecticut and Southwest Connecticut, ISE, Joel M. Rinebold, ECSU, March 15, 2004 24 Replacement of conventional fossil fuel generating capacity with methane fuel cells could reduce carbon dioxide (CO2)

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

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

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

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



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RHODE ISLAND

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

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

high load factor for the application of CHP. Appendix II further defines Rhode Islands estimated electrical consumption per each sector. As illustrated in Figure 3, these selected building types within the

commercial sector are estimated to account for approximately 14 percent of Rhode Islands total electrical consumption. Graphical representation of potential targets analyzed are depicted in Appendix I.

Figure 3 Rhode Island Electrical Consumption per Sector

Education

There are approximately 183 non-public schools and 344 public schools (67 of which are considered high

schools) in the Rhode Island.26,27

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

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

swimming pools, which make the sites especially attractive because it would increase the utilization of

both the electrical and thermal output offered by a fuel cell. There are also 18 colleges and universities in

Rhode Island, including eight public and ten private institutions. Colleges and universities have facilities

for students, faculty, administration, and maintenance crews that typically include dormitories, cafeterias,

gyms, libraries, and athletic departments some with swimming pools. All 85 locations (67 high schools and 18 colleges) are located in communities serviced by natural gas (Appendix I Figure 1: Education).

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

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

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

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

Forestry.

25

As defined by CBECS, Public Order & Safety facilities are buildings used for the preservation of law and order or public safety. Although these sites are usually described as government facilities they are referred to as commercial buildings because

their similarities in energy usage with the other building sites making up the CBECS data. 26 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 27 Public schools are classified as magnets, charters, alternative schools and special facilities



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Table 2 - Education Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

545

(3)

85

(5)

18

(3)

5.4

(3)

42,574

(3)

114,665

(3)

7,791

(2)

Food Sales

There are over 1,200 businesses in Rhode Island known to be engaged in the retail sale of food. Food

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

thermal requirements for heating and refrigeration. Approximately 31 of these sites are considered larger

food sales businesses with approximately 60 or more employees at their site. 28

All 31 large food sales

businesses are located in communities serviced by natural gas (Appendix I Figure 2: Food Sales). 29 The application of a large fuel cell (>300 kW) at a small convenience store may not be economically

viable based on the electric demand and operational requirements; however, a smaller fuel cell may be

appropriate.

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

interest in powering their stores with fuel cells in Massachusetts, Connecticut, and New York.30

(Appendix I Figure 2: Food Sales)

Table 3 - Foods Sales Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

1,200

(2)

31

(3)

31

(3)

9.3

(3)

73,321

(3)

197,478

(3)

13,418

(2)

Food Service

There are over 1,500 businesses in Rhode Island that can be classified as food service establishments used

for the preparation and sale of food and beverages for consumption.31

Approximately 11 of these sites are

considered larger restaurant businesses with approximately 130 or more employees at their site and are

located in communities serviced by natural gas (Appendix I Figure 3: Food Services).32 The application of a large fuel cell (>300 kW) at smaller restaurants with less than 130 workers may not be economically

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

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

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

28

On average, food sale facilities consume 43,000 kWh of electricity per worker on an annual basis. When compared to current fuel cell technology (>300 kW), which satisfies annual electricity consumption loads between 2,628,000 3,504,000 kWh, calculations show food sales facilities employing more than 61 workers may represent favorable opportunities for the application

of a larger fuel cell. 29 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 30 Clean Energy States Alliance (CESA), Fuel Cells for Supermarkets Cleaner Energy with Fuel Cell Combined Heat and Power Systems, Benny Smith, www.cleanenergystates.org/assets/Uploads/BlakeFuelCellsSupermarketsFB.pdf 31 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 32

On average, food service facilities consume 20,300 kWh of electricity per worker on an annual basis. Current fuel cell technology (>300 kW) can satisfy annual electricity consumption loads between 2,628,000 3,504,000 kWh. Calculations show food service facilities employing more than 130 workers may represent favorable opportunities for the application of a larger fuel

cell.



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water heating load.33

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

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

domestic water heating at food service establishments.34

Table 4 - Food Services Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

1,500

(2)

11

(3)

11

(3)

3.3

(3)

26,017

(3)

70,073

(3)

4,761

(2)

Inpatient Healthcare

There are over 99 inpatient healthcare facilities in Rhode Island; 16 of which are classified as hospitals.35

Of these 16 locations, 12 are located in communities serviced by natural gas and contain 100 or more

beds onsite. (Appendix I Figure 4: Inpatient Healthcare) Hospitals represent an excellent opportunity for the application of fuel cells because they require a high availability factor of electricity for lifesaving

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

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

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

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

square foot in 2003 to $6.07 per square foot for 2010, partially due to the increased cost of energy.36

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

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

Table 5 - Inpatient Healthcare Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

99

(2)

12

(3)

12

(3)

3.6

(3)

28,382

(3)

76,443

(3)

5,194

(2)

33

Case Studies in Restaurant Water Heating, Fisher, Donald, http://eec.ucdavis.edu/ACEEE/2008/data/papers/9_243.pdf, 2008 34

Sustainable business Oregon, ClearEdge sustains brisk growth, http://www.sustainablebusinessoregon.com/articles/2010/01/clearedge_sustains_brisk_growth.html, May 8, 2011 35 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 36

BetterBricks, http://www.betterbricks.com/graphics/assets/documents/BB_Article_EthicalandBusinessCase.pdf, Page 1, August 2011



14

RHODE ISLAND

Office

Equipment, 4% Ventilation, 4%

Refrigeration, 3%

Lighting, 11%

Cooling, 13%

Space Heating ,

33%

Water Heating ,

18%

Cooking, 5% Other, 9%

Lodging

There are over 154 establishments specializing in

travel/lodging accommodations that include

hotels, motels, or inns in Rhode Island.

Approximately 24 of these establishments have

150 or more rooms onsite, and can be classified as

larger sized lodging that may have additional attributes, such as heated pools, exercise facilities,

and/or restaurants. 37

Of these 24 locations, 12

employ more than 94 workers and are located in

communities serviced by natural gas. 38

As shown

in Figure 4, more than 60 percent of total energy

use at a typical lodging facility is due to lighting,

space heating, and water heating. 39

The

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

hotel/resort facilities with less than 94 employees

may not be economically viable based on the

electrical demand and operational requirement;

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

appropriate. Popular hotel chains such as the

Hilton and Starwood Hotels have shown interest

in powering their establishments with fuel cells in

New Jersey and New York

Rhode Island also has 95 facilities identified as convalescent homes, 21 of which have bed capacities

greater than, or equal to 150 units.40

All 21 locations are located in communities serviced by natural gas

(Appendix I Figure 5: Lodging).

Table 6 - Lodging Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

236

(3)

33

(4)

33

(4)

9.9

(4)

78,052

(4)

210,219

(4)

14,238

(3)

Public Order and Safety

There are approximately 75 facilities in Rhode Island that can be classified as public order and safety;

these include 28 fire stations, 41 police stations, and six state police stations..41,42

Four of these locations

employ more than 210 workers and are located in communities serviced by natural gas.43,44

These

37 EPA, CHP in the Hotel and Casino Market Sector, www.epa.gov/chp/documents/hotel_casino_analysis.pdf, December, 2005 38

On average lodging facilities consume 28,000 kWh of electricity per worker on an annual basis. Current fuel cell technology (>300 kW) can satisfy annual electricity consumption loads between 2,628,000 3,504,000 kWh. Calculations show lodging facilities employing more than 94 workers may represent favorable opportunities for the application of a larger fuel cell. 39 National Grid, Managing Energy Costs in Full-Service Hotels, www.nationalgridus.com/non_html/shared_energyeff_hotels.pdf, 2004 40 Assisted-Living-List, List of 95 Nursing Homes in Rhode Island (RI), http://assisted-living-list.com/ri--nursing-homes/, May 9, 2011 41 EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html 42 USACOPS The Nations Law Enforcement Site, www.usacops.com/me/ 43

CBECS,Table C14, http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf, November, 2011

Figure 4 -U.S. Lodging, Energy Consumption



15

RHODE ISLAND

applications may represent favorable opportunities for the application of a larger fuel cell (>300 kW),

which could provide heat and uninterrupted power. 45,46

The sites identified (Appendix I Figure 6: Public Order and Safety)

will have special value to provide increased reliability to mission critical

facilities associated with public safety and emergency response during grid outages. The application of a

large fuel cell (>300 kW) at public order and safety facilities with less than 210 employees may not be

economically viable based on the electrical demand and operational requirement; however, a smaller fuel

cell ( 5 kW) may be appropriate. Central Park Police Station in New York City, New York is presently

powered by a 200 kW fuel cell system.

Table 7 -Public Order and Safety Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

75

(2)

4

(1)

4

(1)

1.2

(1)

9,461

(1)

25,481

(1)

1,731

(1)

Energy Intensive Industries

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

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

fuel cell.47

In Rhode Island, there are approximately 147 of these industrial facilities that are involved in

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

or steel and employ 25 or more employees.48

All 147 locations are located in communities serviced by

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

Table 8 - 2002 Data for the Energy Intensive Industry by Sector49

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

325 Chemical manufacturing 2.49

322 Pulp and Paper 4.46

324110 Petroleum Refining 4.72

311 Food manufacturing 0.76

331111 Iron and steel 8.15

321 Wood Products 1.23

3313 Alumina and aluminum 3.58

327310 Cement 16.41

33611 Motor vehicle manufacturing 0.21

3315 Metal casting 1.64

336811 Shipbuilding and ship repair 2.05

3363 Motor vehicle parts manufacturing 2.05

44

On average public order and safety facilities consume 12,400 kWh of electricity per worker on an annual basis. When compared to current fuel cell technology (>300 kW), which satisfies annual electricity consumption loads between 2,628,000 3,504,000 kWh, calculations show public order and safety facilities employing more than 212 workers may represent favorable

opportunities for the application of a larger fuel cell. 45

2,628,000 / 12,400 = 211.94 46

CBECS,Table C14, http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf, November, 2011 47 EIA, Electricity Generation Capability, 1999 CBECS, www.eia.doe.gov/emeu/cbecs/pba99/comparegener.html 48 Proprietary market data 49 EPA, Energy Trends in Selected Manufacturing Sectors, www.epa.gov/sectors/pdf/energy/ch2.pdf, March 2007



16

RHODE ISLAND

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

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

Table 9 - Energy Intensive Industry Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

147

(3)

15

(3)

15

(3)

4.5

(3)

35,478

(3)

95,554

(3)

6,492

(3)

Government Owned Buildings

Buildings operated by the federal government can be found at 38 locations in Rhode Island; three of these

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

communities serviced by natural gas (Appendix I Figure 8: Federal Government Operated Buildings). There are also a number of buildings owned and operated by the State of Rhode Island. The application of

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

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

these public buildings.

Table 10 - Government Owned Building Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

38

(3)

3

(3)

3

(3)

0.9

(3)

7,096

(3)

19,111

(3)

788

(2)

Wireless Telecommunication Sites

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

equipment. In Rhode Island, there are more than 125 telecommunications and/or wireless company tower

sites (Appendix I Figure 9: Telecommunication Sites). Any loss of power at these locations may result in a loss of service to customers; thus, having reliable power is critical. Each individual site represents an

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

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

capable of supplying 48-72 hours of back-up power, which is typically accomplished with batteries or

conventional emergency generators.50

The deployment of fuel cells at selected telecommunication sites

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

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

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

Table 11 - Wireless Telecommunication Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

125

(3)

13

(3) N/A N/A N/A N/A N/A

Wastewater Treatment Plants (WWTPs) There are 19 WWTPs in Rhode Island that have design flows ranging from 23,000 gallons per day (GPD)

to 42.6 million gallons per day (MGD); ten of these facilities average between 3 43 MGD. WWTPs typically operate 24/7 and may be able to utilize the thermal energy from the fuel cell to process fats, oils,

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



17

RHODE ISLAND

and grease.51

WWTPs account for approximately three percent of the electric load in the U.S.52

Digester

gas produced at WWTPs, which is usually 60 percent methane, can serve as a fuel substitute for natural gas to power fuel cells. Anaerobic digesters generally require a wastewater flow greater than three MGD

for an economy of scale to collect and use the methane.53

Most facilities currently represent a lost

opportunity to capture and use the digestion of methane emissions created from their operations

(Appendix I Figure 10: Solid and Liquid Waste Sites). 54,55

A 200 kW fuel cell power plant in Yonkers, New York, was the worlds first commercial fuel cell to run on a waste gas created at a wastewater treatment plant. The fuel cell generates about 1,600 MWh of

electricity a year, and reduces methane emissions released to the environment.56

A 200 kW fuel cell

power plant was also installed at the Water Pollution Control Authoritys WWTP in New Haven, Connecticut, and produces 10 15 percent of the facilitys electricity, reducing energy costs by almost $13,000 a year.

57

Table 12 - Wastewater Treatment Plant Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

19

(3)

1

(6)

1

(6)

0.3

(6)

2,365

(6)

6,370

(6)

263

(3)

Landfill Methane Outreach Program (LMOP) There are five landfills in Rhode Island identified by the Environmental Protection Agency (EPA)

through their LMOP program: two of which are operational and three of which are considered potential

sites for the production and recovery of methane gas.5859

The amount of methane emissions released by a

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

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

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

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

could produce renewable energy and help manage the release of methane (Appendix I Figure 10: Solid and Liquid Waste Sites).

Table 13 - Landfill Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

5

(2)

1

(7)

1

(7)

0.3

(7)

2,365

(7)

6,370

(7)

263

(4)

51

Beyond Zero Net Energy: Case Studies of Wastewater Treatment for Energy and Resource Production, Toffey, Bill, September 2010, http://www.awra-pmas.memberlodge.org/Resources/Documents/Beyond_NZE_WWT-Toffey-9-16-2010.pdf 52

EPA, Wastewater Management Fact Sheet, Introduction, July, 2006 53 EPA, Wastewater Management Fact Sheet, www.p2pays.org/energy/WastePlant.pdf, July, 2006 54 GHG Emissions from Wastewater Treatment and Biosolids Management, Beecher, Ned, November 20, 2009, www.des.state.nh.us/organization/divisions/water/wmb/rivers/watershed_conference/documents/2009_fri_climate_2.pdf 55 EPA, Wastewater Management Fact Sheet, www.p2pays.org/energy/WastePlant.pdf, May 4, 2011 56 NYPA, WHAT WE DO Fuel Cells, www.nypa.gov/services/fuelcells.htm, August 8, 2011 57

Conntact.com, City to Install Fuel Cell, http://www.conntact.com/archive_index/archive_pages/4472_Business_New_Haven.html, August 15, 2003 58

Due to size, individual sites may have more than one potential, candidate, or operational project. 59 LMOP defines a candidate landfill as one that is accepting waste or has been closed for five years or less, has at least one million tons of waste, and does not have an operational or, under-construction project.EPA, Landfill Methane Outreach Program, www.epa.gov/lmop/basic-info/index.html, April 7, 2011



18

RHODE ISLAND

Airports

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

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

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

glide path angle capabilities assist air traffic controllers in tracking and communicating with aircrafts;60

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

application. 61

There are approximately ten airports in Rhode Island, including seven that are open to the public and have

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

year, two of these three facilities are located in communities serviced by natural. An example of an

airport currently hosting a fuel cell power plant to provide backup power is Albany International Airport

located in Albany, New York.

Table 14 Rhode Island Top Airports' Enplanement Count

Airport62

Total Enplanement in 2000

Theodore Francis Green State Airport 2,684,204

Block Island State Airport 10,313

Westerly State Airport 10,152

Quonset State Airport (OQU) is considered the only Joint-Use airport in Rhode Island. Joint-Use facilities are establishments where the military department authorizes use of the military runway for

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

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

training and operations, and perform field level maintenance. Quonset State Airport represents a favorable

opportunity for the application of uninterruptible power for necessary services associated with national

defense and emergency response and is located in a community serviced by natural gas. (Appendix I Figure 11: Commercial Airports).

Table 15 - Airport Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

6

(1)

3 (1)

(6)

3

(6)

0.9

(6)

7,096

(6)

19,111

(6)

1,298

(5)

60 Howstuffworks.com, How Air Traffic Control Works, Craig, Freudenrich, http://science.howstuffworks.com/transport/flight/modern/air-traffic-control5.htm, May 4, 2011 61 Howstuffworks.com, How Air Traffic Control Works, Craig, Freudenrich, http://science.howstuffworks.com/transport/flight/modern/air-traffic-control5.htm, May 4, 2011 62 Bureau of Transportation Statistics, Rhode Island Transportation Profile, www.bts.gov/publications/state_transportation_statistics/Rhode Island/pdf/entire.pdf, March 30, 2011



19

RHODE ISLAND

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

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

Stationary units for power supply in bases.

Fuel cell units in transport applications.

Portable units for equipping individual soldiers or group of soldiers.

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

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

(New York and New Jersey).63

In addition, Naval Station Newport in Newport, Rhode Island provides

the facilities and infrastructure essential to support the operations of tenant commands and visiting fleet

units and is also a potential site for the application of hydrogen and fuel cell technology. 64

Table 16 - Military Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

1

(7)

1

(7)

1

(7)

0.3

(7)

2,365

(7)

6,370

(7)

433

(6)

63 Fuel Cell Today, US DoD to Install Fuel cell Backup Power Systems at Eight Military Installations, http://www.fuelcelltoday.com/online/news/articles/2011-07/US-DOD-FC-Backup-Power-Systems, July 20, 2011 64

Naval Station Newport, Tenant Command, http://www.cnic.navy.mil/Newport/About/TenantCommands/index.htm, August, 2011



20

RHODE ISLAND

POTENTIAL TRANSPORTATION TARGETS

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

of the worlds oil production. In 2010, the U.S. used 21 million barrels of non-renewable petroleum each day. Roughly 29 percent of Rhode Islands energy consumption is due to demands of the transportation sector, including gasoline and on-highway diesel petroleum for automobiles, cars, trucks, and buses. A

small percent of non-renewable petroleum is used for jet and ship fuel.65

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

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

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

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

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

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

technology, including:

Quiet operation;

Near zero emissions of controlled pollutants such as nitrous oxide, carbon monoxide, hydrocarbon gases or particulates;

Substantial (30 to 50 percent) reduction in GHG emissions on a well-to-wheel basis compared to conventional gasoline or gasoline-hybrid vehicles when the hydrogen is produced by

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

clean energy source;

Ability to fuel vehicles with indigenous energy sources which reduces dependence on imported energy and adds to energy security; and

Higher efficiency than conventional vehicles (See Table 4).66,67

Table 17 - Average Energy Efficiency of Conventional and Fuel Cell Vehicles (mpge68

)

Passenger Car Light Truck Transit Bus

Hydrogen Gasoline Hybrid Gasoline Hydrogen Gasoline Hydrogen Fuel Cell Diesel

52 50 29.3 49.2 21.5 5.4 3.9

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

efficiencies than conventional transportation technologies, as follows:

Replacement of gasoline-fueled passenger vehicles and light duty trucks, and diesel-fueled transit buses with FCEVs could result in annual CO2 emission reductions (per vehicle) of approximately

10,170, 15,770, and 182,984 pounds per year, respectively.69

65 US Oil Consumption to BP Spill, http://applesfromoranges.com/2010/05/us-oil-consumption-to-bp-spill/, May31, 2010 66 Challenges for Sustainable Mobility and Development of Fuel Cell Vehicles, Masatami Takimoto, Executive Vice President, Toyota Motor Corporation, January 26, 2006. Presentation at the 2nd International Hydrogen & Fuel Cell Expo Technical

Conference Tokyo, Japan 67 Twenty Hydrogen Myths, Amory B. Lovins, Rocky Mountain Institute, June 20, 2003 68 Miles per Gallon Equivalent 69 Fuel Cell Economic Development Plan, Connecticut Department of Economic and Community Development and the

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

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

2007)



21

RHODE ISLAND

Replacement of gasoline-fueled passenger vehicles and light duty trucks, and diesel-fueled transit buses with FCEVs could result in annual energy savings (per vehicle) of approximately 230

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

gallons of diesel (bus).

Replacement of gasoline-fueled passenger vehicles, light duty trucks, and diesel-fueled transit buses with FCEVs could result in annual fuel cost savings of approximately $885 per passenger

vehicle, $1,866 per light duty truck, and $17,560 per bus.70

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

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

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

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

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

security or environmental polices prompt a rapid advancement in alternative fuels.71

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

Rhode Island Department of Transportation (RIDOT) refueling stations; bus transits operations;

government, public, and privately owned fleets; and material handling and airport ground support

equipment (GSE). Graphical representation of potential targets analyzed are depicted in Appendix I.

Alternative Fueling Stations

There are approximately 375 retail fueling stations in Rhode Island;72

however, only 13 public and/or

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

propane, and/or electricity for alternative-fueled vehicles.73

There are also at least three refueling stations

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

state transit vehicles, and employees of universities that operate fleet vehicles on a regular basis. 74

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

by RIDOT would help facilitate the deployment of FCEVs within the state (Appendix I Figure 12: Alternative Fueling Stations). Currently, there are approximately 18 existing or planned transportation

fueling stations in the Northeast region where hydrogen is provided as an alternative fuel.75,76,77

Fleets

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

company owned vehicles in Rhode Island.78

Fleet vehicles typically account for more than twice the

amount of mileage, and therefore twice the fuel consumption and emissions, compared to personal

vehicles on a per vehicle basis. There is an additional 1,836 passenger automobiles and/or light duty

70 U.S. EIA, Weekly Retail Gasoline and Diesel Prices: gasoline - $3.847 and diesel 4.00, www.eia.gov/dnav/pet/pet_pri_gnd_a_epm0r_pte_dpgal_w.htm 71

Effects of a Transition to a Hydrogen Economy on Employment in the United States: Report to Congress, http://www.hydrogen.energy.gov/congress_reports.html, August 2011 72 Public retail gasoline stations state year www.afdc.energy.gov/afdc/data/docs/gasoline_stations_state.xls, May 5, 2011 73 Alternative Fuels Data Center; www.afdc.energy.gov/afdc/locator/stations/ 74 EPA; Government UST Noncompliance Report-2007; www.epa.gov/oust/docs/RI%20Compliance%20Report.pdf; August 8,2007 75 Alternative Fuels Data Center; http://www.afdc.energy.gov/afdc/locator/stations/ 76 Hyride; About the fueling station; http://www.hyride.org/html-about_hyride/About_Fueling.html 77 CTTransit; Hartford Bus Facility Site Work (Phase 1); www.cttransit.com/Procurements/Display.asp?ProcurementID={8752CA67-AB1F-4D88-BCEC-4B82AC8A2542}; March, 2011 78

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

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

top10-state.pdf&channel



22

RHODE ISLAND

trucks in Rhode Island, owned by state and federal agencies (excluding state police) that traveled a

combined 14,185,453 miles in 2010, while releasing 1,148 metrics tons of CO2.79

Conversion of fleet

vehicles from conventional fossil fuels to FCEVs could significantly reduce petroleum consumption and

GHG emissions. Fleet vehicle hubs may be good candidates for hydrogen refueling and conversion to

FCEVs because they mostly operate on fixed routes or within fixed districts and are fueled from a

centralized station.

Bus Transit There are approximately 230 buses that provide public transportation services in Rhode Island.

80 As

discussed above, replacement of a conventional diesel transit bus with fuel cell transit bus would result in

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

diesel fuel (estimated at approximately 4,390 gallons per year).81

Although the efficiency of conventional

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

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

cells. In addition to Rhode Island, other states have also begun the transition of fueling transit buses with

alternative fuels to improve efficiency and environmental performance.

Material Handling

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

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

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

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

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

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

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

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

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

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

valuable time and increases warehouse productivity.

In addition, fuel cell powered material handling equipment has significant cost advantages, compared to

batteries, such as:

1.5 times lower maintenance cost;

8 times lower refueling/recharging labor cost;

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

63 percent less emissions of GHG. Appendix X provides a comparison of PEM fuel cell and battery-powered material handling equipment.

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

centers, and manufacturing plants in North America.82

Large corporations that are currently using or

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

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

79 U.S. General Services Administration, GSA 2010 Fleet Reports, Table 4-2, http://www.gsa.gov/portal/content/230525, September

2011 80

NTD Date, TS2.2 - Service Data and Operating Expenses Time-Series by System, http://www.ntdprogram.gov/ntdprogram/data.htm, December 2011 81 Fuel Cell Economic Development Plan, Connecticut Department of Economic and Community Development and the

Connecticut Center for Advanced Technology, Inc, January 1, 2008. 82 DOE EERE, Early Markets: Fuel Cells for Material Handling Equipment, www1.eere.energy.gov/hydrogenandfuelcells/education/pdfs/early_markets_forklifts.pdf, February 2011



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fuel cell powered forklifts).83

There are approximately seven distribution centers/warehouse sites that

have been identified in Rhode Island that may benefit from the use of fuel cell powered material handling

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

Ground Support Equipment

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

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

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

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

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

GSEs.84

Potential large end-users of GSE that serve Rhode Islands largest airports include Air Canada, Delta Airlines, Continental, Southwest, United, and US Airways (Appendix I Figure 11: Commercial Airports).

85

Ports

Ports in Narragansett Bay Rhode Island, which service large vessels, such as container ships, tankers,

bulk carriers, and cruise ships, may be candidates for improved energy management. The majority of

shipping traffic into Narragansett Bay via the Ocean consists of vessels delivering coal and petroleum

products. In 2007 approximately 4.3 million short tons of coal and 6.2 million short tons of petroleum

products entered the Bay. Other products including a number of chemical products, stone, aluminum ore,

other non-metal minerals, manufactured goods, and equipment are imported. Over the past two decades

the total cargo tonnage processed by Narragansett Bay ports has remained relatively constant, between 11

and 13 million short tons per year. In 2008, over 68,000 cruise ship passengers disembarked in Newport,

contributing millions of dollars to the local economy.86

In one year, a single large container ship can emit pollutants equivalent to that of 50 million cars. The low

grade bunker fuel used by the worlds 90,000 cargo ships contains up to 2,000 times the amount of sulfur

compared to diesel fuel used in automobiles.83 Furthermore, diesel emissions from cruise ships while at

port are a significant source of air pollution. While docked, vessels shut off their main engines but use

auxiliary diesel and steam engines to power refrigeration, lights, pumps, and other functions, a process

called cold-ironing. An estimated one-third of ship emissions occur while they are idling at berth. Replacing auxiliary engines with on-shore electric power could significantly reduce emissions. The

applications of fuel cell technology at ports may also provide electric and thermal energy for improving

energy management for warehouses and equipment operated between terminals (Appendix I Figure 13: Distribution Centers/Warehouses & Ports).

87

Table 18 - Ports Data Breakdown

State Total

Sites

Potential

Sites

FC Units

(300 Kw) MWs

MWhrs

(per year)

Thermal Output

(MMBTU)

CO2 emissions

(ton per year)

RI

(% of Region)

6

(5)

1

(5)

1

(5)

0.3

(5)

2,365

(5)

6,370

(5)

433

(4)

83 Plug Power, Plug Power Celebrates Successful year for Companys Manufacturing and Sales Activity, www.plugpower.com, January 4, 2011 84 Battelle, Identification and Characterization of Near-Term Direct Hydrogen Proton Exchange Membrane Fuel Cell Markets, April 2007, www1.eere.energy.gov/hydrogenandfuelcells/pdfs/pemfc_econ_2006_report_final_0407.pdf 85 PVD, Airlines, http://www.pvdairport.com/main.aspx?guid=879AA2CC-8C87-4B00-AA4E-26C273208AA9 , August, 2011 86

Ocean Special Area Management Plan, Chapter 7: Marine Transportation, Navigation, and Infrastructure, http://www.crmc.ri.gov/samp_ocean/finalapproved/700_MarineTrans.pdf, August 24, 2010 87

Savemayportvillage.net, Cruise Ship Pollution, http://www.savemayportvillage.net/id20.html, October, 2011



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CONCLUSION

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

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

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

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

Table 19 Summary of Potential Fuel Cell Applications

Category Total Sites Potential

Sites

Number of Fuel

Cells

< 300 kW

Number of

Fuel Cells

>300 kW

CB

EC

S D

ata

Education 545 8588

67 18

Food Sales 1,200+ 3189

31

Food Services 1,500+ 1190

11

Inpatient Healthcare 99 1291

12

Lodging 236 3392

33

Public Order & Safety 75 493

4

Energy Intensive Industries 147 1594

15

Government Operated

Buildings 38 3

95

3

Wireless

Telecommunication

Towers

12596

1397

13

WWTPs 19 198

1

Landfills 5 199

1

Airports (w/ AASF) 6 3 (1) 100

3

Military 1 1 1

Ports 6 1 1

Total 4,002 214 80 134

As shown in Table 5, the analysis provided here estimates that there are approximately 214 potential

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

Assuming the demand for electricity is uniform throughout the year, approximately 101 to 134 fuel cell

units, with a capacity of 300 400 kW, could be deployed for a total fuel cell capacity of 40 to 54 MWs.

88 85 high schools and/or college and universities located in communities serviced by natural gas 89 31 food sales facilities located in communities serviced by natural gas 90 Ten percent of the 129 food service facilities located in communities serviced by natural gas 91 12 Hospitals located in communities serviced by natural gas and occupying 100 or more beds onsite 92 19 hotel facilities with 100+ rooms onsite and 21 convalescent homes with 150+ bed onsite located in communities serviced by

natural gas 93 Correctional facilities and/or other public order and safety facilities with 212 workers or more. 94 Ten percent of 147 energy intensive industry facilities located in communities serviced by natural gas. 95 Three actively owned federal government operated building located in communities serviced by natural gas 96

The Federal Communications Commission regulates interstate and international communications by radio, television, wire, satellite and cable in all 50 states, the District of Columbia and U.S. territories. 97 Ten percent of the 125 wireless telecommunication sites in Rhode Islands targeted for back-up PEM fuel cell deployment 98 Rhode Island WWTP with average flows of 3.0+ MGD 99 Ten percent of the Landfills targeted based on LMOP data 100 Airport facilities with 2,500+ annual Enplanement Counts and/or with AASF



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If all suggested targets are satisfied by fuel cell(s) installations 300 kW units, a total of 341,202 MWh

electric and 872,727 MMBTUs (equivalent to 255,782MWh) of thermal energy would be produced,

which could reduce CO2 emissions by approximately 12,488 tons per year.101

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

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

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

environmental performance and provide greater efficiencies than conventional transportation

technologies.

Replacement of a gasoline-fueled passenger vehicle with FCEVs could result in annual CO2 emission reductions (per vehicle) of approximately 10,170 pounds, annual energy savings of 230

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

Replacement of a gasoline-fueled light duty truck with FCEVs could result in annual CO2 emission reductions (per light duty truck) of approximately 15,770 pounds, annual energy savings

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

Replacement of a diesel-fueled transit bus with a fuel cell powered bus could result in annual CO2 emission reductions (per bus) of approximately 182,984 pounds, annual energy savings of 4,390

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

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

economic development. Realizing over $4.9 million in revenue and investment from their participation in

this regional cluster in 2010, the hydrogen and fuel cell industry in Rhode Island is estimated to have

contributed approximately $264,000 in state and local tax revenue, and over $6.9 million in gross state

product. Currently, there are at least 15 Rhode Island companies that are part of the growing hydrogen

and fuel cell industry supply chain in the Northeast region. If newer/emerging hydrogen and fuel cell

technology were to gain momentum, the number of companies and employment for the industry could

grow substantially.

101

If all suggested targets are satisfied by fuel cell(s) installations with 400 kW units, a total of 457,710 MWh electric and 2.15 million MMBTUs (equivalent to 631,438 MWh) of thermal energy would be produced, which could reduce CO2 emissions by at

least 16,752 tons per year



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APPENDICES



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Appendix I Figure 1: Education



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Appendix I Figure 2: Food Sales



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Appendix I Figure 3: Food Services



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Appendix I Figure 4: Inpatient He