Maine Hydrogen and Fuel Cell Development Plan Summary

HYDROGEN AND FUEL CELL INDUSTRY DEVELOPMENT PLAN
FINAL – APRIL 10, 2012
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Hydrogen and Fuel Cell Development Plan – “Roadmap” Collaborative
Participants
Hydrogen Energy Center
Richard Smith – President
Gary Higginbottom – Program 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
Portland skyline – Hydrogen Energy Center (HEC); Gary Higginbottom; January, 2012
Shipyard – “Installation Overview - -Portsmouth Naval Shipyard (PNS)”,
http://usmilitary.about.com/od/navybasesunits/ss/pns.htm, October 2011
Welding – “MIG Welding”, Gooden’s Portable Welding, http://joeystechservice.com/goodenswelding/WeldingTechniques.php,
October, 2011
Blueprint construction – “Contruction1”, The MoHawk Construction Group LLC., http://mohawkcg.com/, October, 2011

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EXECUTIVE SUMMARY
There is the potential to generate at least 473,000 megawatt hours (MWh) of electricity annually from
hydrogen and fuel cell technologies at host sites in the State of Maine through the development of 58 – 77
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 whether or not to deploy hydrogen
or fuel cell technology at a given location depends largely on their 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 focuses on fuel cell applications that are both
technically and economically viable.
Locations that are both technically and economically viable include a wide range of private, state and
federal buildings used for education, food sales and services, in-patient healthcare and public order and
safety. Similarly, viable sites include energy intensive industries, wastewater treatment plants, landfills,
telecommunication site, seaports and high-traffic airports.
Currently, Maine has at least 28 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 Maine’s
hydrogen and fuel cell industry are estimated to have realized approximately $2 million in revenue and
investment, contributed more than $113,000 in state and local tax revenue, and generated over $2.9
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.
They can meet Maine's demand for renewable energy, reduce the state's first-in-the-nation dependence on
foreign oil, improve air and water quality and create local jobs. 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.
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
DRIVERS............................................................................................................................................6
ECONOMIC IMPACT ...........................................................................................................................8
POTENTIAL STATIONARY TARGETS ...................................................................................................9
Education ............................................................................................................................................11
Food Sales...........................................................................................................................................12
Food Service .......................................................................................................................................12
Inpatient Healthcare............................................................................................................................13
Lodging...............................................................................................................................................13
Energy Intensive Industries.....................................................................................................................15
Government Owned Buildings................................................................................................................15
Wireless Telecommunication Sites.........................................................................................................16
Wastewater Treatment Plants (WWTPs) ................................................................................................16
Landfill Methane Outreach Program (LMOP)........................................................................................17
Airports...................................................................................................................................................17
Military ...................................................................................................................................................18
POTENTIAL TRANSPORTATION TARGETS .........................................................................................19
Alternative Fueling Stations................................................................................................................20
Bus Transit..........................................................................................................................................21
Material Handling...............................................................................................................................21
Ground Support Equipment ................................................................................................................22
Ports ....................................................................................................................................................22
CONCLUSION...................................................................................................................................23
APPENDICES ....................................................................................................................................25

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Index of Tables
Table 1 - Maine Economic Data 2011 ..........................................................................................................8
Table 2 - Education Data Breakdown.........................................................................................................11
Table 3 - Food 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...................................................................................14
Table 8 - 2002 Data for the Energy Intensive Industry by Sector ..............................................................15
Table 9 - Energy Intensive Industry Data Breakdown................................................................................15
Table 10 - Government Owned Building Data Breakdown........................................................................16
Table 11 - Wireless Telecommunication Data Breakdown ........................................................................16
Table 12 - Wastewater Treatment Plants Data Breakdown ........................................................................17
Table 13 - Landfill Data Breakdown ..........................................................................................................17
Table 14 – Maine 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)...........................19
Table 18 -Ports Data Breakdown................................................................................................................23
Table 19 –Summary of Potential Fuel Cell Applications ...........................................................................23
Index of Figures
Figure 1 - Energy Consumption by Sector....................................................................................................9
Figure 2 - Electric Power Generation by Primary Energy Sector.................................................................9
Figure 3 - Maine Electrical Consumption per Sector..................................................................................11
Figure 4 - U.S. Lodging, Energy Consumption ..........................................................................................13

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INTRODUCTION
A Hydrogen and Fuel Cell Industry Development Plan was created for each state in the Northeast region
(Maine, Vermont, New Hampshire, Massachusetts, Rhode Island, Connecticut, New York, and New
Jersey), with support from the United States (U.S.) Department of Energy (DOE), to increase awareness
and facilitate the deployment of hydrogen and fuel cell technology. The intent of this guidance document
is to make available information regarding the economic value and deployment opportunities for
hydrogen and fuel cell technology.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 applications are identified in Appendix VI.
Fuel cells have the potential to replace the internal combustion engine (ICE) in vehicles and provide
power for stationary and portable power applications. Fuel cells are in commercial service as distributed
power plants in stationary applications throughout the world, providing thermal power and electricity to
power homes and businesses. Fuel cells are also used in transportation applications, such as automobiles,
trucks, buses, and other equipment. Fuel cells for portable applications, which are currently in
development, and can provide power for laptop computers and cell phones.
Fuel cells are cleaner and more efficient than traditional combustion-based engines and power plants;
therefore, less energy is needed to provide the same amount of power. Typically, stationary fuel cell
power plants are fueled with natural gas or other hydrogen rich fuel. Virtually none of the earth’s
hydrogen is in a form that we can readily use in fuel cells or other energy applications. Almost all
organic compounds, which by definition contain carbon, also contain hydrogen.2
Natural gas is widely
available throughout the northeast, is relatively inexpensive, and is primarily a domestic energy supply.
Consequently, natural gas shows the greatest potential to serve as a transitional fuel for the near future
hydrogen economy. 3
Capturing carbon emissions from natural gas reforming processes would further improve the
environmental advantages of a hydrogen economy. Carbon can be sequestered more easily in converting
centralized natural gas to hydrogen, rather than burning the natural gas. When pure hydrogen is used to
power a fuel cell, the only by-products are water and heat; no pollutants or greenhouse gases (GHG) are
produced.
Hydrogen is the lightest element in the universe. It also holds a great deal of potential energy, which
makes it a good energy storage medium. There is a lot of discussion about using hydrogen as an energy
source and/or an energy storage medium. There are also a number of firms looking at developing
hydrogen energy systems in Maine.
1
Key stakeholders are identified in Appendix III
2
Hydrogen and fuel cells, a comprehensive guide – Rebecca L. Busby, 2005
3
EIA,”Commercial Sector Energy Price Estimates, 2009”,
http://www.eia.gov/state/seds/hf.jsp?incfile=sep_sum/html/sum_pr_com.html, August 2011

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DRIVERS
The Northeast hydrogen and fuel cell industry, while still emerging, currently has an economic impact of
over $1 Billion of total revenue and investment. Maine benefits from secondary impacts of indirect and
induced employment and revenue.4
Furthermore, Maine 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 strengths, weaknesses, opportunities
and threats (SWOT) assessment for Maine is provided in Appendix VII.
Industries in the Northeast, including those in Maine, are facing increased pressure to reduce costs, fuel
consumption, and emissions that may be contributing to climate change. Maine’s relative proximity to
major load centers, the high cost of electricity, concerns over regional air quality, available federal tax
incentives, and legislative mandates in Maine 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 Maine’s incentives and renewable energy programs.
Some specific factors that are driving the market for hydrogen and fuel cell technology in Maine include
the following:
The current Renewable Portfolio Standards (RPS) recognizes fuel cells and fuel cells that run on
renewable fuels, as a “Class I” renewable energy sources and calls for an increase in renewable
energy used in the state from its current level of approximately three percent to approximately ten
percent by 2017. – promotes stationary power and transportation applications.5
Net Metering – In June 2011, Gov. Paul LePage signed legislation requiring the Maine Public
Utilities Commission (PUC) to amend the net energy rules to develop contract terms for net
energy billing and interconnection agreements. Furthermore, the bill allows the PUC to amend
net energy billing rules following "routine technical rules," and will enable the PUC to amend net
energy billing without having to send the amendments to the legislature for approval. – promotes
stationary power applications.6
Maine is one of the states in the ten-state region that is part of the Regional Greenhouse Gas
Initiative (RGGI); the nation’s first mandatory market-based program to reduce emissions of
carbon dioxide (CO2). RGGI's goals are to stabilize and cap emissions at 188 million tons
annually from 2009-2014 and to reduce CO2-emissions by 2.5 percent per year from 2015-2018.7
– promotes stationary power and transportation applications.
In June 2009, Maine enacted the Act regarding Maine's energy future that established the
Efficiency Maine Trust, which is responsible for creating a plan to reach the following energy
efficiency targets:
o 100 MW reduction in peak-load electricity consumption by 2020
o 30 percent reduction in electricity and natural gas consumption
o 20 percent reduction in heating fuel consumption
4
Maine does not have any original equipment manufacturers (OEM) of hydrogen/fuel cell systems so it has no “direct” economic
impact.
5
DSIRE, “Renewable Portfolio Standards,”
http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=ME01R&re=1&ee=1, August, 2011
6
DSIRE, “Maine – Net Energy Billing,”
http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=ME02R&re=1&ee=1, August 2011
7
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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o Weatherization of 100 percent of homes and 50 percent of businesses by 2030
o Capturing all cost-effective efficiency resources available for utility customers –
promotes stationary power and transportation applications.8
The Finance Authority of Maine (Authority) manages the Clean Fuel Vehicle Fund, which is a
non-lapsing revolving loan fund that may be used for direct loans and grants to support
production, distribution and consumption of clean fuels and biofuels (including fuel cells). The
Authority may also insure up to 100 percent of a loan for a clean fuel or biofuel project. –
promotes transportation applications.9
By December 1, 2012, the Maine Office of Energy Independence and Security (Office) must
develop a plan to reduce petroleum consumption in all sectors of the economy with the overall
goal of reducing petroleum consumption in the state by at least 30 percent and 50 percent, based
on 2007 levels, by 2030 and 2050, respectively. – promotes transportation applications.10
Maine has established a policy that prohibits the Maine State Purchasing Agent from purchasing
or leasing any car or light-duty truck for use by any state department or agency unless the car or
truck has a manufacturer's estimated highway mileage rating of at least 45 miles per gallon (mpg)
or 35 mpg, respectively. – promotes transportation applications.11
The Transportation Efficiency Fund is a non-lapsing fund managed by the Maine Department of
Transportation to increase energy efficiency and reduce reliance on fossil fuels within the state's
transportation system. Funding may be used for zero emission vehicles, biofuel and other
alternative fuel vehicles, congestion mitigation and air quality initiatives, rail, public transit, and
car or van pooling – promotes transportation applications.12
8
DSIRE, “Maine Renewable Portfolio Standards”,
http://www.dsireusa.org/incentives/incentive.cfm?Incentive_Code=ME09R&re=1&ee=1, August 10, 2007
9
EERE, “AFV and Fueling Infrastructure Loans”, http://www.afdc.energy.gov/afdc/laws/law/ME/5299, August 10, 2011
10
EERE, “State Plan to Reduce Petroleum Consumption”, http://www.afdc.energy.gov/afdc/laws/law/ME/9401, August 10, 2011
11
EERE, “Fuel-Efficient Vehicle Acquisition Requirements ”, http://www.afdc.energy.gov/afdc/laws/law/ME/5730, August 10,
2011
12
EERE, “Transportation Efficiency Fund ”, http://www.afdc.energy.gov/afdc/laws/law/ME/8442, August 10, 2011

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ECONOMIC IMPACT
The hydrogen and fuel cell industry has direct, indirect, and induced impacts on local and regional
economies. 13
A new hydrogen and/or fuel cell project directly affects the area’s economy through the
purchase of goods and services, generation of land use revenue, taxes or payments in lieu of taxes, and
employment. Secondary effects include both indirect and induced economic effects resulting from the
circulation of the initial spending through the local economy, economic diversification, changes in
property values, and the use of indigenous resources.
Maine is home to at least 28 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 supply chain companies
in Maine. Realizing over $2 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. 14
Furthermore, the hydrogen and fuel cell industry is estimated to have contributed
approximately $113,000 in state and local tax revenue, and over $2.9 million in gross state product.
Table 1 shows Maine’s impact in the Northeast region’s hydrogen and fuel cell industry as of April 2011.
Table 1 - Maine Economic Data 2011
Maine Economic Data
Supply Chain Members 28
Indirect Rev ($M) 1.94
Indirect Jobs 10
Indirect Labor Income ($M) 0.50
Induced Revenue ($M) 0.97
Induced Jobs 8
Induced Labor Income ($M) 0.29
Total Revenue ($M) 2.9
Total Jobs 18
Total Labor Income ($M) 0.80
In addition, there are over 118,000 people employed across 3,500 companies within the Northeast
registered as part of the motor vehicle industry. Approximately 1,874 of these individuals and 78 of these
companies are located in Maine. 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.15
13
Indirect impacts are the estimated output (i.e., revenue), employment and labor income in other business (i.e., not-OEMs) that
are associated with the purchases made by hydrogen and fuel cell OEMs, as well as other companies in the sector’s supply chain.
Induced impacts are the estimated output, employment and labor income in other businesses (i.e., non-OEMs) that are associated
with the purchases by workers related to the hydrogen and fuel cell industry.
14
Northeast Electrochemical Energy Storage Cluster Supply Chain Database Search, http://neesc.org/resources/?type=1,
August8, 2011
15
NAICS Codes: Motor Vehicle – 33611, Motor Vehicle Parts – 3363

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POTENTIAL STATIONARY TARGETS
In 2009, Maine consumed the equivalent of 126.14 million megawatt-hours of energy from the
transportation, residential, industrial, and commercial sectors.16
Electricity consumption in Maine was
approximately 11.3 million MWh, and is forecasted to grow at a rate of 0.9 percent annually over the next
decade.17,18
Figure 1 illustrates the percent of total energy consumed by each sector in Maine. A more
detailed breakout of energy usage is provided in Appendix II.
This demand represents approximately nine percent of the population in New England and nine percent of
the region’s total electricity consumption. The State relies on both in-state resources and imports of
power over the region’s transmission system to serve electricity to customers. Net electrical demand in
Maine industries was 1,288 MW in 2009 and is projected to increase by approximately 50 MW by 2015.
Further, the state’s overall electricity demand is forecasted to grow at a rate of 0.9 percent (1.5 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
3,400 MW in total capacity of generation plants, Maine represents 11 percent of the total capacity in New
England. As shown in Figure 2, natural gas was the primary energy source for electricity consumed in
Maine for 2009. 19
16
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
17
EIA, “Electric Power Annual 2009 – State Data Tables”, www.eia.gov/cneaf/electricity/epa/epa_sprdshts.html, January, 2011
18
ISO New England, “Maine 2011 State Profile”, www.iso-ne.com/nwsiss/grid_mkts/key_facts/nh_01-2011_profile.pdf,
January, 2011
19
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
22%
Commercial
17%
Industrial
32%
Transportation
29%
Figure 2 – Electric Power Generation by
Primary Energy Source
Figure 1 – Energy Consumption by
Sector
Coal
0.5%
Petroleum
1.6%
Natural Gas
49.2%
Hydroelectric
22.4%
Other
Renewables
24.4%
Other
1.9%

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Fuel cell systems have many advantages over 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.20
Fuel cells can be deployed as a CHP technology that provides both power and thermal energy, and can
increase 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.21
Based on the
targets identified within this plan, there is the potential to develop at least 58 MWs of stationary fuel cell
generation capacity in Maine, which would provide the following benefits, annually:
Production of approximately 473,000 MWh of electricity
Production of approximately 1.27 million MMBTUs of thermal energy
Reduction of CO2 emissions of approximately 90,000 tons (electric generation only)22
For the purpose of this plan, applications have been explored with a focus on fuel cells in the 300 kW to
400 kW range. 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 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 high electricity consumption, selected government
buildings, public works facilities, and energy intensive industries.
The Energy Information Agency's (EIA) Commercial Building Energy Consumption Survey (CBECS_
identifies the building types listed below as having high electricity consumption. They are the best
candidates for on-site generation and CHP applications. These selected building types making up the
CBECS subcategory within the commercial industry include:
Education
Food Sales
Food Services
Inpatient Healthcare
Lodging
Public Order & Safety23
As illustrated in Figure 3, these selected building types within the commercial sector is estimated to
account for approximately 15 percent of Maine’s total electrical consumption. Appendix II further
20
FuelCell2000, “Fuel Cell Basics”, www.fuelcells.org/basics/apps.html, July, 2011
21
“Distributed Generation Market Potential: 2004 Update Connecticut and Southwest Connecticut”, ISE, Joel M. Rinebold,
ECSU, March 15, 2004
22
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
23
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.

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defines Maine’s estimated electrical consumption in each sector. Graphical representation of these
opportunities analyzed is depicted in Appendix I.
Figure 3 – Maine Electrical Consumption per Sector
Education
There are approximately 145 non-public schools and 780 public schools (134 of which are considered
high schools with 100 or more students enrolled) in Maine.24,25
High schools operate for a longer period
of time daily due to extracurricular after school activities, such as clubs and athletics. Furthermore, two
of these schools have swimming pools, which may make these sites especially attractive because it would
increase the utilization of and make more efficient the electrical and thermal output offered by a fuel cell.
There are also 39 colleges and universities in Maine. Colleges and universities have facilities for
students, faculty, administration, and maintenance crews that typically include dormitories, cafeterias,
gyms, libraries, and athletic departments – some with swimming pools. Of these 173 locations (134 high
schools and 39 colleges), 65 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.
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)
ME
(% of Region)
964
(5)
65
(3)
42
(6)
12.6
(6)
99,338
(6)
267,551
(6)
19,073
(4)
24
EIA, Description of CBECS Building Types, www.eia.gov/emeu/cbecs/building_types.html
25
Public schools are classified as magnets, charters, alternative schools and special facilities

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Food Sales
There are over 1,800 businesses in Maine known to be engaged in the retail sale of food. Food sales
establishments are good candidates for fuel cells based on their electrical demand and thermal
requirements for heating and refrigeration. Approximately 80 of these sites are considered larger food
sales businesses with approximately 60 or more employees at their site. 26
Of these 80 large food sales
businesses, 45 are located in communities serviced by natural gas (Appendix I – Figure 2: Food Sales).27
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.28
In
addition, grocery distribution centers, like the one operated by Shaws (a Supervalu brand) in Wells,
Maine, are prime targets for the application of hydrogen and fuel cell technology for both stationary
power and material handling equipment.
Table 3 - Food Sales Data Breakdown
State
Total
Sites
Potential
Sites
FC Units
(300 Kw)
MWs
MWhrs
(per year)
Thermal Output
(MMBTU)
CO2 emissions
(ton per year)
ME
(% of Region)
1,800
(4)
45
(4)
45
(4)
13.5((
(4)
106,434
(4)
286,662
(4)
20,435
(3)
Food Service
There are over 2,100 businesses in Maine that can be classified as food service establishments used for
the preparation and sale of food and beverages for consumption.29
15 of these sites are considered larger
restaurant businesses with 130 or more employees at their site and are located in Maine communities
serviced by natural gas (Appendix I – Figure 3: Food Services).30
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 water heating
load.31
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.32
26
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.
27
28
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
29
30
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.
31
“Case Studies in Restaurant Water Heating”, Fisher, Donald, http://eec.ucdavis.edu/ACEEE/2008/data/papers/9_243.pdf, 2008
32
Sustainable business Oregon, “ClearEdge sustains brisk growth”,
http://www.sustainablebusinessoregon.com/articles/2010/01/clearedge_sustains_brisk_growth.html, May 8, 2011

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Office
Equipment, 4%
Ventilation, 4%
Refrigeration,
3%
Lighting, 11%
Cooling, 13%
Space Heating ,
33%
Water Heating ,
18%
Cooking, 5% Other, 9%
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)
ME
(% of Region)
2,100
(3)
15
(4)
15
(4)
4.5
(4)
35,478
(4)
95,554
(4)
6,812
(2)
Inpatient Healthcare
There are over 181 inpatient healthcare facilities in Maine; 42 of which are classified as hospitals.33
Of
these 42 hospitals, eight 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.34
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)
ME
(% of Region)
181
(5)
42
(10)
42
(10)
12.6
(10)
99,338
(10)
267,551
(10)
19,073
(8)
Lodging
There are over 730 establishments specializing in
travel/lodging accommodations that include hotels, motels, or
inns in Maine. Approximately 33 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. 35
Of these 33 locations, 15 employ more than 94 workers and
are located in communities serviced by natural gas. 36
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. 37
The application of a large fuel cell (>300
33
34
BetterBricks, “http://www.betterbricks.com/graphics/assets/documents/BB_Article_EthicalandBusinessCase.pdf”, Page 1,
August 2011
35
EPA, “CHP in the Hotel and Casino Market Sector”, www.epa.gov/chp/documents/hotel_casino_analysis.pdf, December, 2005
36
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.
37
National Grid, “Managing Energy Costs in Full-Service Hotels”,
www.nationalgridus.com/non_html/shared_energyeff_hotels.pdf, 2004
Figure 4 - U.S. Lodging, Energy Consumption

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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.
Maine also has 107 facilities identified as convalescent homes, three of which have bed capacities greater
than, or equal to 150 units.38
All three sites 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)
ME
(% of Region)
837
(10)
18
(2)
18
(2)
5.4
(2)
42,574
(2)
114,665
(2)
8,174
(2)
Public Order and Safety
There are approximately 216 facilities in Maine that can be classified as public order and safety; these
include 96 fire stations, 102 police stations, eight state police stations, nine border patrols, and nine
prisons. 39,40
Ten of these locations employ more than 210 workers and are located in communities
serviced by natural gas.41,42
These applications may represent favorable opportunities for the application
of a larger fuel cell (>300 kW), which could provide heat and uninterrupted power. 43,44
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)
ME
(% of Region)
216
(7)
10
(3)
10
(3)
3.0
(3)
23,652
(3)
63,703
(3)
4,541
(3)
38
Assisted-Living-List, “List of 120 Nursing Homes in Maine (ME)”, http://assisted-living-list.com/me--nursing-homes/, May 9,
2011
39
40
USACOPS – The Nations Law Enforcement Site, www.usacops.com/me/
41
CBECS,“Table C14”, http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf,
November, 2011
42
On average public order and safety facilities consume 12,400 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 public order and safety facilities employing more than 212 workers may represent favorable opportunities for the
application of a larger fuel cell.
43
2,628,000 / 12,400 = 211.94
44
CBECS,“Table C14”, http://www.eia.gov/emeu/cbecs/cbecs2003/detailed_tables_2003/2003set19/2003pdf/alltables.pdf,
November, 2011

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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.45
In Maine, there are approximately 156 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.46
Of these 156 locations, 64 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 Sector47
NAICS Code Sector Energy Consumption per Dollar Value of Shipments (kWh)
325 Chemical manufacturing 2.49
322 Pulp and Paper 4.46
324110 Petroleum Refining 4.72
311 Food manufacturing 0.76
331111 Iron and steel 8.15
321 Wood Products 1.23
3313 Alumina and aluminum 3.58
327310 Cement 16.41
33611 Motor vehicle manufacturing 0.21
3315 Metal casting 1.64
336811 Shipbuilding and ship repair 2.05
3363 Motor vehicle parts manufacturing 2.05
Companies such as Coca-Cola, Johnson & Johnson, and Pepperidge Farms in Connecticut, New Jersey,
and New York have installed fuel cells to help supply energy to their facilities.
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)
ME
(% of Region)
156
(3)
6
(1)
6
(1)
1.8
(1)
14,191
(1)
38,222
(1)
2,725
(1)
Government Owned Buildings
Buildings operated by the federal government can be found at 114 locations in Maine; four 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 Maine. 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.
45
EIA, “Electricity Generation Capability”, 1999 CBECS, www.eia.doe.gov/emeu/cbecs/pba99/comparegener.html
46
Proprietary market data
47
EPA, “Energy Trends in Selected Manufacturing Sectors”, www.epa.gov/sectors/pdf/energy/ch2.pdf, March 2007

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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)
ME
(% of Region)
114
(9)
4
(4)
4
(4)
1.2
(4)
9,461
(4)
25,481
(4)
1,816
(4)
Wireless Telecommunication Sites
Telecommunications companies rely on electricity to run call centers, cell phone towers, and other vital
equipment. In Maine, there are approximately 509 telecommunications and/or wireless company tower
sites (Appendix I – Figure 9: Telecommunication Sites). Any loss of power at these locations may result
in a loss of service to customers; thus, having reliable power is critical. Each individual site represents an
opportunity to provide back-up power for continuous operation through the application of on-site back-up
generation powered by hydrogen and fuel cell technology. It is an industry standard to install units
capable of supplying 48-72 hours of backup power, which this is typically accomplished with batteries or
conventional emergency generators.48
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)
ME
(% of Region)
509
(13)
51
(13)
N/A N/A N/A N/A N/A
Wastewater Treatment Plants (WWTPs)
There are 111 WWTPs in Maine that have design flows ranging from 3,000 gallons per day (GPD) to 16
million gallons per day (MGD); seven of these facilities average between 3 – 16 MGD. WWTPs
typically operate 24/7 and may be able to utilize the thermal energy from the fuel cell to process fats, oils,
and grease.49
WWTPs account for approximately three percent of the electric load in the United State.50
Digester gas produced at WWTP’s, which is usually 60 percent methane, can serve as a fuel substitute for
natural gas to power fuel cells. Anaerobic digesters generally require a wastewater flow greater than
three MGD for an economy of scale to collect and use the methane.51
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). 52,53
A 200 kW fuel cell power plant in Yonkers, New York, was the world’s first commercial fuel cell to run
on a waste gas created at a wastewater treatment plant. The fuel cell generates about 1,600 MWh of
electricity a year, and reduces methane emissions released to the environment.54
A 200 kW fuel cell
48
ReliOn, Hydrogen Fuel Cell: Wireless Applications”, www.relion-inc.com/pdf/ReliOn_AppsWireless_2010.pdf, May 4, 2011
49
“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
50
EPA, Wastewater Management Fact Sheet, “Introduction”, July, 2006
51
EPA, Wastewater Management Fact Sheet, www.p2pays.org/energy/WastePlant.pdf, July, 2006
52
“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
53
EPA, Wastewater Management Fact Sheet, www.p2pays.org/energy/WastePlant.pdf, May 4, 2011
54
NYPA, “WHAT WE DO – Fuel Cells”, www.nypa.gov/services/fuelcells.htm, August 8, 2011

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power plant was and installed at the Water Pollution Control Authority’s WWTP in New Haven,
Connecticut, and produces 10 – 15 percent of the facility’s electricity, reducing energy costs by almost
$13,000 a year.55
Table 12 - Wastewater Treatment Plants Data Breakdown
State
Total
Sites
Potential
Sites
FC Units
(300 Kw)
MWs
MWhrs
(per year)
Thermal Output
(MMBTU)
CO2 emissions
(ton per year)
ME
(% of Region)
111
(19)
1
(6)
1
(6)
0.3
(6)
2,365
(6)
6,370
(6)
454
(5)
Landfill Methane Outreach Program (LMOP)
There are 11 landfills in Maine identified by the Environmental Protection Agency (EPA) through their
LMOP program; two of which are operational, two are candidates, and six are considered potential sites
for the production and recovery of methane gas. 56,57
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)
ME
(% of Region)
25
(12)
1
(7)
1
(7)
0.3
(7)
2,365
(7)
6,370
(7)
454
(6)
Airports
During peak air travel times in the U.S., there are approximately 50,000 airplanes in the sky each day.
Ensuring safe operations of commercial and private aircrafts are the responsibility of air traffic
controllers. Modern software, host computers, voice communication systems, and instituted full scale
glide path angle capabilities assist air traffic controllers in tracking and communicating with aircrafts;
consequently, reliable electricity is extremely important and present an opportunity for a fuel cell power
application. 58
There are approximately 103 airports in Maine, including 47 that are open to the public and have
scheduled services. Of those 47 airports, six (Table 3) have 2,500 or more passengers enplaned each
year, two of these six facilities are located in communities serviced by natural gas (See Appendix I –
55
Conntact.com; “City to Install Fuel Cell”,
http://www.conntact.com/archive_index/archive_pages/4472_Business_New_Haven.html; August 15, 2003
56
Due to size, individual sites may have more than one potential, candidate, or operational project.
57
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
58
Howstuffworks.com, “How Air Traffic Control Works”, Craig, Freudenrich,
http://science.howstuffworks.com/transport/flight/modern/air-traffic-control5.htm, May 4, 2011

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Figure 11: Commercial Airports). An example, of an airport currently hosting a fuel cell power plant to
provide backup power is Albany International Airport located in Albany, New York.
Table 14 – Maine Top Airports' Enplanement Count
Airport59
Total Enplanement in 2000
Portland International Jetport 668,098
Bangor International 272,833
Northern Maine Regional at Presque Isle 25,174
Knox County Regional 17,328
Hancock County Bar harbor 14,399
Augusta State 7,148
Bangor International Airport (BGR) is considered the only “Joint-Use” airport in Maine. 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. Bangor International Airport represents a
favorable opportunity for the application of uninterruptible power for necessary services associated with
national defense and emergency response and is located in a community serviced by natural gas
(Appendix I – Figure 11: Commercial Airports).
Table 15 - Airport Data Breakdown
State
Total
Sites
Potential
Sites
FC Units
(300 Kw)
MWs
MWhrs
(per year)
Thermal Output
(MMBTU)
CO2 emissions
(ton per year)
ME
(% of Region)
103
(12)
5(1)
(1)
1
(1)
1.5
(1)
11,826
(1)
31,851
(1)
2,271
(8)
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 organizations are 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).60
In addition, the Portsmouth Naval Shipyard (PSNY) in Kittery, Maine,
occupies more than 297 acres on base, employs approximately 4,500 civilian employees, and 100 naval
officers in addition to enlisted personal assigned to the shipyard, and is a potential application for
hydrogen and fuel cell technology (Appendix I – Figure 11: Commercial Airports). 61
59
Bureau of Transportation Statistics, “Maine Transportation Profile”,
www.bts.gov/publications/state_transportation_statistics/maine/pdf/entire.pdf, March 30, 2011
60
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
61
Portsmouth Naval Shipyard, “Shipyard Facts”, http://www.navsea.navy.mil/shipyards/portsmouth/Pages/Facts.aspx, August
2011

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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)
ME
(% of Region)
1
(7)
1
(7)
1
(7)
0.3
(7)
2,365
(7)
6,370
(7)
454
(6)
POTENTIAL TRANSPORTATION TARGETS
Transportation is responsible for one-fourth of the total global GHG emissions and consumes 75 percent
of the world’s oil production. In 2010, the U.S. used 21 million barrels of non-renewable petroleum each
day. Roughly 29 percent of Maine’s energy consumption is due to demands of the transportation sector,
including gasoline and on-highway diesel petroleum for automobiles, trucks, and buses. A small percent
of non-renewable petroleum is used for jet and ship fuel.62
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).63,64
Table 17 - Average Energy Efficiency of Conventional and Fuel Cell Vehicles (mpge65
)
Passenger Car Light Truck Transit Bus
Hydrogen Gasoline Hybrid Gasoline Hydrogen Gasoline Hydrogen Fuel Cell Diesel
52 50 29.3 49.2 21.5 5.4 3.9
FCEVs can reduce price volatility, dependence on oil, improve environmental performance, and provide
greater efficiencies than conventional transportation technologies, as follows:
62
“US Oil Consumption to BP Spill”, http://applesfromoranges.com/2010/05/us-oil-consumption-to-bp-spill/, May31, 2010
63
“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
64
“Twenty Hydrogen Myths”, Amory B. Lovins, Rocky Mountain Institute, June 20, 2003
65
Miles per Gallon Equivalent

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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.66
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.67
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.68
Maine’s opportunities to support these new vehicles include alternative fueling stations; Maine
Department of Transportation (MDOT) refueling stations; bus transit operations; government, public, and
privately owned fleets; and material handling and airport ground support equipment (GSE). Graphical
representation of these opportunities analyzed are depicted in Appendix I.
Alternative Fueling Stations
There are approximately 1,400 retail fueling stations in Maine;69
however, only 10 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.70
There are also at least 17 refueling stations owned and
operated by MDOT 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. 71
Development of
hydrogen fueling at alternative fuel stations and at selected locations owned and operated by MDOT
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.72,73,74,75
66
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)
67
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
68
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
69
“Public retail gasoline stations state year” www.afdc.energy.gov/afdc/data/docs/gasoline_stations_state.xls, May 5, 2011
70
Alternative Fuels Data Center, www.afdc.energy.gov/afdc/locator/stations/
71
EPA, “Government UST Noncompliance Report-2007”, www.epa.gov/oust/docs/ME%20Compliance%20Report.pdf, August
8,2007
72
Alternative Fuels Data Center, http://www.afdc.energy.gov/afdc/locator/stations/
73
Hyride, “About the fueling station”, http://www.hyride.org/html-about_hyride/About_Fueling.html
74
CTTransit, “Hartford Bus Facility Site Work (Phase 1)”,
www.cttransit.com/Procurements/Display.asp?ProcurementID={8752CA67-AB1F-4D88-BCEC-4B82AC8A2542}, March, 2011
75
Currently, there are no publicly or privately accessible transportation fueling stations where hydrogen is provided as an
alternative fuel in Maine.

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Fleets
There are over 7,000 fleet vehicles (excluding state and federal vehicles) classified as non-leasing or
company owned vehicles in Maine. 76
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 are an additional 1,781 passenger automobiles and/or light duty trucks in Maine,
owned by state and federal agencies (excluding state police) that traveled a combined 14,965,373 miles in
2010, while releasing 1,031 metrics tons of CO2. 77
Conversion of fleet vehicles from conventional fossil
fuels to FCEVs could significantly reduce petroleum consumption and GHG emissions. Fleet vehicle
hubs are 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 61 directly operated buses that provide public transportation services in Maine.78
As discussed above, replacement of a conventional diesel transit bus with a 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).79
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 Maine, 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, 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.
76
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
77
U.S. General Services Administration, “GSA 2010 Fleet Reports”, Table 4-2, http://www.gsa.gov/portal/content/230525, September
2011
78
NTD Date, “TS2.2 - Service Data and Operating Expenses Time-Series by System”,
http://www.ntdprogram.gov/ntdprogram/data.htm, December 2011
79
Fuel Cell Economic Development Plan, Connecticut Department of Economic and Community Development and the
Connecticut Center for Advanced Technology, Inc, January 1, 2008.

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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.80
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 using
fuel cell powered forklifts).81
There are approximately five distribution centers/warehouse sites that have
been identified in Maine that may benefit from the use of fuel cell powered material handling equipment
(Appendix I – Figure 13: Distribution Centers/Warehouses & Ports).
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.82
Potential large end-users of GSE that serve Maine’s largest airports include Air Canada, Delta
Airlines, Continental, JetBlue, United, and US Airways.83
(Appendix I – Figure 11: Commercial
Airports)
Ports
Maine has 3,480 miles of coastline, with six cargo ports, and 13 cruise ship ports. The ports of Portland
and Bath, Maine, which service large vessels, such as container ships, tankers, bulk carriers, and cruise
ships, may be candidates for improved energy management. Commercial marine vessels (cargo ships
entering and leaving Marine ports) contribute approximately 166 tons of volatile organic compounds
(VOC), 1134 tons of NOX, 374 tons of CO, 124 tons of sulfur dioxide SO2 and 91 tons of particulate
matter (PM10) per year.84
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.85
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)..86
80
DOE EERE, “Early Markets: Fuel Cells for Material Handling Equipment”,
www1.eere.energy.gov/hydrogenandfuelcells/education/pdfs/early_markets_forklifts.pdf, February 2011
81
Plug Power, “Plug Power Celebrates Successful year for Company’s Manufacturing and Sales Activity”,
www.plugpower.com, January 4, 2011
82
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
83
PWM, “Airlines”, http://www.portlandjetport.org/airlines, August 24, 2011
84
Maine Department of Environmental Protection, “Air Emission from Marine Vessels”,
http://www.maine.gov/dep/blwq/topic/vessel/airemissionsreport.pdf, January 15, 2005
85
“Big polluters: one massive container ship equals 50 million cars”, Paul, Evans, http://www.gizmag.com/shipping-
pollution/11526/, April 23,2009
86
Savemayportvillage.net, “Cruise Ship Pollution”, http://www.savemayportvillage.net/id20.html, October, 2011

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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)
ME
(% of Region)
42
(35)
2
(11)
2
(11)
0.6
(11)
4,730
(11)
12,741
(11)
908
(9)
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
CBECSData
Education 964 6587
23 42
Food Sales 1,800+ 4588
45
Food Services 2,100+ 1589
15
Inpatient Healthcare 181 4290
42
Lodging 837 1891
18
Public Order & Safety 216 1092
10
Energy Intensive Industries 156 693
6
Government Operated
Buildings
114 494
4
Wireless
Telecommunication
Towers
50995
5196
51
WWTPs 111 197
1
Landfills 25 198
1
Airports (w/ AASF) 103 5 (1)99
5
87
65 high schools and/or college and universities located in communities serviced by natural gas
88
45 food sale facilities located in communities serviced by natural gas
89
Ten percent of the 97 food service facilities located in communities serviced by natural gas
90
Eight Hospitals located in communities serviced by natural gas and occupying 150+ or more beds onsite
91
15 hotel facilities with 100+ rooms onsite and three convalescent homes with 150+ bed onsite located in communities serviced
by natural gas
92
Correctional facilities and/or other public order and safety facilities with 212 workers or more.
93
Ten percent of the 64 energy intensive industry facilities located in communities serviced with natural gas.
94
Four actively owned federal government operated building located in communities serviced by natural gas
95
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.
96
Ten percent of the 509 wireless telecommunication sites in Maine’s targeted for back-up PEM fuel cell deployment
97
Ten percent of Maine WWTP with average flows of 3.0+ MGD
98
Ten percent of the landfills targeted based on LMOP data

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Military 1 1 1
Ports 42 2 2
Total 7,159+ 266 74 192
As shown in Table 5, the analysis provided here estimates that there are approximately 266 potential
locations, which may be favorable candidates for the application of a fuel cell to provide heat and power.
Assuming the demand for electricity was uniform throughout the year, approximately 150 to 192 fuel cell
units, with a capacity of 300 – 400 kW, could be deployed for a total fuel cell capacity of 58 to 77 MWs.
If opportunities for fuel cell use in Maine identified in this report are met with 300 kW units, a minimum
of 473,040 MWh electric and 1.27 million MMBTUs (equivalent to 373,404 MWh) of thermal energy
would be produced, which could reduce CO2 emissions by at least 90,824 tons per year. 100
Maine 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 $1,866.
• Replacement of a diesel-fueled transit bus with a fuel cell powered bus could result in annual CO2
emission reductions (per bus) of approximately 182,984 pounds, annual energy savings of 4,390
gallons of fuel, and annual fuel cost savings of $17,560.
Hydrogen and fuel cell technology also provides significant opportunities for job creation and/or
economic development. Realizing over $2 million in revenue and investment in 2010, the hydrogen and
fuel cell industry in Maine is estimated to have contributed approximately $113,000 in state and local tax
revenue, and over $2.9 million in gross state product. Currently, there are at least 30 Maine 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.
99
Airport facilities with 2,500+ annual Enplanement Counts and/or AASF
100
If opportunities for fuel cell use in Maine identified in this report are met with 400 kW units, a minimum of 665,760 MWh
electric and 3.12 million MMBTUs (equivalent to 915,127 MWh) of thermal energy would be produced, which could reduce CO2
emissions by at least 127,826 tons per year.

25
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APPENDICES

26
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Appendix I – Figure 1: Education

27
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Appendix I – Figure 2: Food Sales

28
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Appendix I – Figure 3: Food Services

29
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Appendix I – Figure 4: Inpatient Healthcare

30
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Appendix I – Figure 5: Lodging

31
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Appendix I – Figure 6: Public Order and Safety

32
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Appendix I – Figure 7: Energy Intensive Industries

33
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Appendix I – Figure 8: Federal Government Operated Buildings

34
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Appendix I – Figure 9: Telecommunication Sites

35
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Appendix I – Figure 10: Solid and Liquid Waste Sites

36
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Appendix I – Figure 11: Commercial Airports

37
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Appendix I – Figure 12: Alternative Fueling Stations

38
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Appendix I – Figure 13: Distribution Centers/Warehouses & Ports

39
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Appendix II – Maine Estimated Electrical Consumption per Sector
Category Total Site
Electric Consumption per Building
(1000 kWh)101
kWh Consumed per Sector
New England
Education 925 161.844 149,705,700
Food Sales 1,800 319.821 575,677,800
Food Services 2,100 128 269,199,000
Inpatient Healthcare 181 6,038.63 1,092,991,125
Lodging 837 213.12 178,379,766
Public Order & Safety 262 77.855 20,398,010
Total 6,105 2,286,351,401
Residential102
4,503,000,000
Industrial 3,702,000,000
Commercial 4,503,000,000
Other Commercial 2,286,351,401
101
EIA, Electricity consumption and expenditure intensities for Non-Mall Building 2003
102
DOE EERE, “Electric Power and Renewable Energy in Maine”, http://apps1.eere.energy.gov/states/electricity.cfm/state=ME,
August 25, 2011

40
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Appendix III – Key Stakeholders
Organization City/Town State Website
Hydrogen Energy Center Portland ME www.hydrogenenergycenter.org
University of Maine School of
Engineering Technology
Orono ME http://www.umaine.edu/set/
University of Maine Advanced
Manufacturing Center
Orono
ME www.umaine.edu/amc/
Structures and Composites Center
Orono
ME http://www2.umaine.edu/aewc/
Manufacturers Association of Maine Westbrook
ME www.mainemfg.com
Maine Manufacturing Extension
Partnership
Augusta
ME http://www.mainemep.org
Mid-Coast Regional Redevelopment
Authority
Brunswick
ME www.mrra.us
Manufacturing Applications Center Gorham
ME http://www.usm.maine.edu/
Maine Center for Enterprise
Development, University of Southern
Maine
Portland
ME www.mced.biz
Maine Small Business Development
Center
Portland
ME http://www.mainesbdc.org
Southern Maine Community College,
Sustainability and Energy Alternatives
Center
South
Portland
ME http://www.smccme.edu/business-a-
community/comunity-resources/sustainability-
center.html
Environment and Energy Technology
Council of Maine
Portland
ME www.E2Tech.org
Maine Technology Institute Gardiner
ME www.mainetechnology.org
Maine Innovation Economy advisory
Board, Maine DECD
Augusta ME http://www.maine.gov/decd/
Governor’s Office of Energy
Independence and Security
Augusta ME http://.maine.gov/oeis
Utility Companies
Unitil http://www.unitil.com/customer-configuration
Bangor Gas Co. http://www.bangorgas.com/
Central Maine Power Co. http://www.cmpco.com/
Bangor Hydro-Electric Co. http://www.bhe.com/
Maine Public Service Co. http://www.mainepublicservice.com/

Appendix IV – Maine State Incentives and Programs
Funding Source: Maine Public Utilities Commission
Program Title: Community-based Renewable Energy Pilot Program
Applicable Energies/Technologies: Solar Thermal Electric, Photovoltaic, Landfill Gas, Wind,
Biomass, Hydroelectric, Geothermal Electric, Fuel Cells, Anaerobic Digestion, Tidal Energy,
Fuel Cells using Renewable Fuels
Summary: The Maine Utilities Commission (PUC) finalized the rule in February 2010. Legislation
mandates that up 10 50 MW of generating capacity will be permitted uned this program, and
individual participants may not exceed 10 MW. Of the 50 MW cap, 10 must be reserved
specifically for small program participants or for participants located in a service territory of a
cooperative transmission and distribution utility.
Restrictions:
The PUC may require investor-owned utilities to enter into long-term contracts for energy, capacity
resources, or renewable energy credits (RECs) produced by the community-based project. The
contacts term may not exceed 20 year, the PUC will conduct long-term contract solicitations for
“large generators.”
Timing: The Maine Public Utilities Commission is seeking proposals from suppliers of energy,
capacity or renewable energy credits (RECs) for the development of community-based renewable
energy projects over 1 MW. The docket number for this RFP is 2011-150. All inquiries about this
RFP should be directed to christine.r.cook@maine.gov.
Maximum Size:
Choice of either 1.5 REC credit multiplier; or up to 10 MW DC
Requirements:
To be eligible for incentives, a generating facility must be 51 percent locally owned, use renewable
energy resources, be no larger than 10 MW in generating capacity, and be located in the State.
http://www.state.me.us/mpuc/electricity/community_pilot.shtml
Rebate amount: ►$0.10/kWh or cost fo the project, whichever is lower
For further information, please visit:
http://www.state.me.us/mpuc/electricity/community_pilot.shtml
Source:
Maine Public Utilities Commission “Community-based Renewable Energy Pilot Program”, August 10, 2011
DSIRE “Community-based Renewable Energy Production Incentive (Pilot Program)”, August 10, 2011

42
Funding Source: Voluntary Renewable Resource Grants
Program Title: Voluntary Renewable Resources Fund
Applicable Energies/Technologies: Solar Thermal Electric, Photovoltaics, Wind, Biomass,
Hydroelectric, Geothermal Electric, Fuel Cells, Municipal Solid Waste, Tidal Energy, Fuel
Cells using Renewable Fuels
Summary: Supported by the state Voluntary Renewable resource Fund and administered by the
Efficient Maine, provide funding for small-scale demonstration projects designed to educate
communities on the value oand cost effectiveness of renewable energy.
Restrictions: To Qualify for grant funding, renewable-energy resources generally must qualify as a
small power production facility un Federal Energy Regulatory Commission rules or must not exceed
100 MW in capacity and use one of more of the applicable energies/technologies.
Timing: Start Date of this program occurred 12/15/1998 and no expiration date is given
Maximum Size:
$50,000
Requirements:
http://www.maine.gov/mpuc/recovery/
Rebate amount:
► $50,000 Maximu
For further information, please visit:
http://www.maine.gov/mpuc/recovery/
Source:
Maine PUC “Federal Stimulus: MPUC and the Federal Recovery Package” – August 10, 2011
DSIRE “Maine - Voluntary Renewable Resource Grants”, August 10, 2011

43
Appendix V – Partial Hydrogen and Fuel Cell Supply Chain Companies in Maine
103
Organization Name Product or Service Category
1
University of Maine School of
Engineering Technology
Research & Development
2
Structures and Composites Center
3
Precision Partners-Mid-State Machine
Products
Manufacturing Services
4 Ocean Energy Institute Engineering/Design Services
5 Newfab, Inc. Manufacturing Services
6 New England Castings Other
7 Mitchell Ledge Farm Components
8 McNabb Marketing Resources Other
9 Maine Oxy, Inc Fuel
10 Maine Machine Products Co. Manufacturing Services
11 MacTec, Inc. FC/H2 System Distr./Install/Maint Services
12 Kennebec Technologies Manufacturing Services
13 Hydrogen Energy Center Service Center
Lab or Test Consulting/Legal/Financial
Services
14 Hydrogen Energy Center Other
15 Green Energy Maine Other
16 Fire Risk Management, Inc. Engineering/Design Services
17 Fire Risk Management Engineering/Design Services
18 Fairchild Semiconductor Research & Development
19 EcoMain Research & Development
20 Control Point Inc. Lab or Test Equipment/Services
21 Colby Company Engineering Engineering/Design Services
22 Chewonki Foundation Other
23 Burroughs Machine Tool Products Equipment
24 Bernstein Shur Consulting/Legal/Financial Services
25
Bath Iron Works (General Dynamics,
Inc.)
26 AMEC Engineering/Design Services
27 Advantages Gases and Tools Fuel
28
Advanced Manufacturing Center-
University of ME
Manufacturing Services
103
Northeast Electrochemical Energy Storage Cluster Supply Chain Database Search, http://neesc.org/resources/?type=1,
August 11, 2011

44
Appendix VI – Comparison of Fuel Cell Technologies104
Fuel Cell
Type
Common
Electrolyte
Operating
Temperature
Typical
Stack
Size
Efficiency Applications Advantages Disadvantages
Polymer
Electrolyte
Membrane
(PEM)
Perfluoro sulfonic
acid
50-100°C
122-212°
typically
80°C
< 1 kW – 1
MW105
>
kW 60%
transportation
35%
stationary
• Backup power
• Portable power
• Distributed
generation
• Transportation
• Specialty vehicle
• Solid electrolyte reduces
corrosion & electrolyte
management problems
• Low temperature
• Quick start-up
• Expensive catalysts
• Sensitive to fuel
impurities
• Low temperature waste
heat
Alkaline
(AFC)
Aqueous solution
of potassium
hydroxide soaked
in a matrix
90-100°C
194-212°F
10 – 100
kW
60%
• Military
• Space
• Cathode reaction faster
in alkaline electrolyte,
leads to high performance
• Low cost components
• Sensitive to CO2
in fuel and air
• Electrolyte management
Phosphoric
Acid
(PAFC)
Phosphoric acid
soaked in a matrix
150-200°C
302-392°F
400 kW
100 kW
module
40%
• Distributed
generation
• Higher temperature enables
CHP
• Increased tolerance to fuel
impurities
• Pt catalyst
• Long start up time
• Low current and power
Molten
Carbonate
(MCFC)
Solution of lithium,
sodium and/or
potassium
carbonates, soaked
in a matrix
600-700°C
1112-1292°F
300
k W- 3 M
W
300 kW
module
45 – 50%
• Electric utility
• Distributed
generation
• High efficiency
• Fuel flexibility
• Can use a variety of catalysts
• Suitable for CHP
• High temperature
corrosion and breakdown
of cell components
• Long start up time
• Low power density
Solid Oxide
(SOFC)
Yttria stabilized
zirconia
700-1000°C
1202-1832°F
1 kW – 2
MW
60%
• Auxiliary power
• Electric utility
• Distributed
generation
• High efficiency
• Fuel flexibility
• Can use a variety of catalysts
• Solid electrolyte
• Suitable f o r CHP & CHHP
• Hybrid/GT cycle
corrosion and breakdown
of cell components
operation requires long
start up
time and limits
Polymer Electrolyte is no longer a single category row. Data shown does not take into account High Temperature PEM which operates in the range of 160o
C to 180o
C. It solves
virtually all of the disadvantages listed under PEM. It is not sensitive to impurities. It has usable heat. Stack efficiencies of 52% on the high side are realized. HTPEM is not a
PAFC fuel cell and should not be confused with one.
104
U.S. Department of Energy, Fuel Cells Technology Program, http://www1.eere.energy.gov/hydrogenandfuelcells/fuelcells/pdfs/fc_comparison_chart.pdf, August 5, 2011
105
Ballard, “CLEARgen Multi-MY Systems”, http://www.ballard.com/fuel-cell-products/cleargen-multi-mw-systems.aspx, November, 2011

45
Appendix VII –Analysis of Strengths, Weaknesses, Opportunities, and Threats for Maine
Strengths
Stationary Power – Strong market drivers including high
electricity cost, cold climate, reliance on oil for space heating,
strong CHP and district heating market, strong environmental
and green energy awareness), capable core of fuel cell CHP
installers, energy storage demand to serve ME’s aggressive
wind-power industry, strong ongoing expansion of natural gas
service/distribution.
Transportation Power - Strong market drivers including a
dispersed population highly reliant on truck and auto
transportation, receptive and environmentally conscious
alternative fuels/transportation market, relatively low income
population in need of relief from automobile fuel costs, strong
Navy shipbuilding industry as potential user of H2/FC auxiliary
power system, strongly interested in fleet-based hydrogen
fueling station development (SunHydro model), strong interest
in municipal transit and fuel cell -powered rail.
Economic Development Factors – Brunswick Renewable
Energy Park emphasis on skills development and technology
synergies, aggressive state level policy to policy to develop
renewable wind and biomass energy technologies, skilled and
well organized network of precision manufacturing firms tied
into aerospace and communications equipment industries,
strong labor force at relatively low wages, R&D/business
infrastructure for advanced biofuels and composite material
structures, growing University of Maine commitment to fuel
cell and biomass R&D, state funding source familiarity/comfort
with H2/FC technology
Weaknesses
Stationary Power – No technology/industrial momentum at the
OEM level, geographically distant from OEMs for component-
supply opportunities.
Transportation Power – No technology/industrial base at the
OEM level, lack of infrastructure funding, relatively dispersed
population for transportation services.
Economic Development Factors – limited state incentives,
somewhat sluggish overall state economy, relatively
undeveloped core of technology skills/knowledge base.

46
Opportunities
Stationary Power – Opportunity as an “early adaptor market”,
some supply chain buildup opportunities around SP deployment.
Linkage between H2/FC technologies and advanced biofuels
R&D. Dispersed population & economy needs distributed
solutions. Major need for power storage in conjunction with
Maine's planned offshore wind-power R&D and development.
Transportation Power – Hydrogen refueling station plans. Early-
stage potential for major roll-out in marine auxiliary power (US
Navy). Commuter rail expansion.
Portable Power – Little currently-identified opportunity
Economic Development Factors – Brunswick “Renewable Energy
Industrial Park” can be significant seed nucleus for both
deployment & development. Machine-tool industry pursuing
H2/FC components supply-chain opportunities.
Threats
Stationary Power – The region’s favorable market
needs/demand could be met by other technologies/sources –
Canadian hydro & nuclear, wind, geothermal, direct biomass
and power-storage alternatives – batteries, solid state, ammonia
etc.
Transportation Power – The region’s favorable market
characteristics and needs could be met by other electric
vehicles, particularly in the absence of a hydrogen
infrastructure.
Economic Development Factors – competition from more fully-
equipped states/regions, wind and other renewables grab Maine
energy industry momentum, lack of funding to sustain
University of ME’s momentum in storage and fuel cell
technologies related to biomass and wind, hesitation of state
government to support alternative energy incentives.

47
Appendix VIII – Partial list of Fuel Cell Deployment in the Northeast region
Manufacturer Site Name Site Location Year Installed
Plug Power T-Mobile cell tower Storrs CT 2008
Plug Power Albany International Airport Albany NY 2004
FuelCell Energy Pepperidge Farms Plant Bloomfield CT 2005
FuelCell Energy Peabody Museum New Haven CT 2003
FuelCell Energy Sheraton New York Hotel & Towers Manhattan NY 2004
FuelCell Energy Sheraton Hotel Edison NJ 2003
FuelCell Energy Sheraton Hotel Parsippany NJ 2003
UTC Power Cabela's Sporting Goods East Hartford CT 2008
UTC Power Whole Foods Market Glastonbury CT 2008
UTC Power Connecticut Science Center Hartford CT 2009
UTC Power St. Francis Hospital Hartford CT 2003
UTC Power Middletown High School Middletown CT 2008
UTC Power Connecticut Juvenile Training School Middletown CT 2001
UTC Power 360 State Street Apartment Building New Haven CT 2010
UTC Power South Windsor High School South Windsor CT 2002
UTC Power Mohegan Sun Casino Hotel Uncasville CT 2002
UTC Power CTTransit: Fuel Cell Bus Hartford CT 2007
UTC Power Whole Foods Market Dedham MA 2009
UTC Power Bronx Zoo Bronx NY 2008
UTC Power North Central Bronx Hospital Bronx NY 2000
UTC Power Hunt's Point Water Pollution Control Plant Bronx NY 2005
UTC Power Price Chopper Supermarket Colonie NY 2010
UTC Power East Rochester High School East Rochester NY 2007
UTC Power Coca-Cola Refreshments Production Facility Elmsford NY 2010
UTC Power Verizon Call Center and Communications Building Garden City NY 2005
UTC Power State Office Building Hauppauge NY 2009
UTC Power Liverpool High School Liverpool NY 2000
UTC Power New York Hilton Hotel New York City NY 2007
UTC Power Central Park Police Station New York City NY 1999
UTC Power Rochester Institute of Technology Rochester NY 1993
UTC Power NYPA office building White Plains NY 2010
UTC Power Wastewater treatment plant Yonkers NY 1997
UTC Power The Octagon Roosevelt Island NY 2011
UTC Power Johnson & Johnson World Headquarters New Brunswick NJ 2003
UTC Power CTTRANSIT (Fuel Cell Powered Buses) Hartford CT 2007 - Present

48
Appendix IX – Partial list of Fuel Cell-Powered Forklifts in North America106
Company City/Town State Site
Year
Deployed
Fuel Cell
Manufacturer
# of
forklifts
Coca-Cola
San Leandro CA
Bottling and
distribution center
2011 Plug Power 37
Charlotte NC Bottling facility 2011 Plug Power 40
EARP
Distribution
Kansas City KS Distribution center 2011
Oorja
Protonics
24
Golden State
Foods
Lemont IL Distribution facility 2011
Oorja
Protonics
20
Kroger Co. Compton CA Distribution center 2011 Plug Power 161
Sysco
Riverside CA Distribution center 2011 Plug Power 80
Boston MA Distribution center 2011 Plug Power 160
Long Island NY Distribution center 2011 Plug Power 42
San Antonio TX Distribution center 2011 Plug Power 113
Front Royal VA
Redistribution
facility
2011 Plug Power 100
Baldor
Specialty Foods
Bronx NY Facility
Planned
in 2012
Oorja
Protonics
50
BMW
Manufacturing
Co.
Spartanburg SC
Manufacturing
plant
2010 Plug Power 86
Defense
Logistics
Agency, U.S.
Department of
Defense
San Joaquin CA Distribution facility 2011 Plug Power 20
Fort Lewis WA Distribution depot 2011 Plug Power 19
Warner
Robins
GA Distribution depot 2010 Hydrogenics 20
Susquehanna PA Distribution depot
2010 Plug Power 15
2009 Nuvera 40
Martin-Brower Stockton CA
Food distribution
center
2010
Oorja
Protonics
15
United Natural
Foods Inc.
(UNFI)
Sarasota FL Distribution center 2010 Plug Power 65
Wal-Mart
Balzac
Al,
Canada
Refrigerated
distribution center
2010 Plug Power 80
Washington
Court House
OH
Food distribution
center
2007 Plug Power 55
Wegmans Pottsville PA Warehouse 2010 Plug Power 136
Whole Foods
Market
Landover MD Distribution center 2010 Plug Power 61
106
FuelCell2000, “Fuel Cell-Powered Forklifts in North America”, http://www.fuelcells.org/info/charts/forklifts.pdf, November,
2011

49
Appendix X – Comparison of PEM Fuel Cell and Battery-Powered Material Handling
Equipment
3 kW PEM Fuel Cell-Powered
Pallet Trucks
3 kW Battery-powered
(2 batteries per truck)
Total Fuel Cycle Energy Use
(total energy consumed/kWh
delivered to the wheels)
-12,000 Btu/kWh 14,000 Btu/kWh
Fuel Cycle GHG Emissions
(in g CO2 equivalent 820 g/kWh 1200 g/kWh
Estimated Product Life 8-10 years 4-5 years
No Emissions at Point of Use  
Quiet Operation  
Wide Ambient Operating
Temperature range
 
Constant Power Available
over Shift

Routine Maintenance Costs
($/YR)
$1,250 - $1,500/year $2,000/year
Time for Refueling/Changing
Batteries 4 – 8 min./day
45-60 min/day (for battery change-outs)
8 hours (for battery recharging & cooling)
Cost of Fuel/Electricity $6,000/year $1,300/year
Labor Cost of
refueling/Recharging
$1,100/year $8,750/year
Net Present Value of Capital
Cost
$12,600
($18,000 w/o incentive)
$14,000
Net Present Value of O&M
costs (including fuel)
$52,000 $128,000

50

Maine Hydrogen and Fuel Cell Development Plan Summary

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Maine Hydrogen and Fuel Cell Development Plan Summary