5Capital and
operating costs, utilization, and natural gas and electricity
consumption for the technologies associated with these pathways
can be found in Appendix B of the Baseline Report.
6Solid oxide fuel cell.
7Light duty vehicle.
8Internal combustion engine.
9The range of incentives simulated here (10% to
25%) was chosen as it was the range typically explored in the
federal government’s analysis and modelling work related
to climate change.
10This is
the sum of energy demand associated with fuel cell buses, fuel
cell light-duty vehicles and hydrogen internal combustion engine
light-duty vehicles.
11The Energy 2020 model includes light-duty fleet
vehicles within the personal vehicles category.
12Energy consumption associated with transportation
in the context does not include transportation demand from industrial
or commercial activities.
13Percentages
do not add to 100% because we have only included those modes
of direct relevance to this study; for example, we did not present
results for changes in marine and train.
14Recall that
results only vary between the SMR Reference Case and the Electrolysis
Reference Case for the transportation sector. The trend in stationary
fuel cells is identical between the SMR and Electrolysis Reference
Cases.
15Greenhouse Gas emissions associated with transportation
in this context does not include transportation emissions from
industrial or commercial activities with the exception of light-duty
fleet vehicles and buses.
16Greenhouse Gas emissions associated with transportation
in this context does not include transportation emissions from
industrial or commercial activities with the exception of light-duty
fleet vehicles and buses.
17As penetration
of fuel cells increases, a shift in emissions from the electric
utilities sector to the residential and commercial sectors occurs.
18https://www.davidsuzuki.org/files/WOL/ElectricityMap.pdf
19Note that
the drop in hydrogen price shown in the table above is slightly
less than 25% because the reduction in cost took place before
taxes.
20Energy consumption associated with transportation
in this context does not include transportation demand from
industrial or commercial activities with the exception of light-duty
fleet vehicles and buses.
21This is the sum of energy demand associated with
fuel cell buses, fuel cell light-duty vehicles and hydrogen
internal combustion engine light-duty vehicles.
22Energy consumption
associated with transportation in this context does not include
transportation demand from industrial or commercial activities
with the exception of light-duty fleet vehicles and buses.
23Percentages do not add to 100% because we have
only included those modes of direct relevance to this study;
for example, we did not present results for changes in marine
and train.
24The increase in emissions in the case of hydrogen
from electrolyzers is consistent with work completed in the
United States. See for example, the May 2004 issue of Scientific
American, which contains an article titled “Questions
about a Hydrogen Economy.”
25Greenhouse Gas emissions associated with transportation
in this context does not include transportation emissions from
industrial or commercial activities with the exception of light-duty
fleet vehicles and buses.
26Greenhouse Gas emissions associated with transportation
in this context does not include transportation emissions from
industrial or commercial activities with the exception of light-duty
fleet vehicles and buses.
27Greenhouse Gas emissions associated with transportation
in this context does not include transportation emissions from
industrial or commercial activities with the exception of light-duty
fleet vehicles and buses.
28Transportation emissions in this table include
both emissions associated with hydrogen production and emissions
associated with hydrogen consumption.
29Row, J.,
et. al. June 2002. Life-Cycle Value Assessment of Fuel Supply
Options for Fuel Cell Vehicles in Canada. Pembina Institute.
30Availability was not a limiting factor in this
analysis as market penetration did not reach the maximum amount
assumed allowable in the model.
31For this table, the price of hydrogen represents
either the SMR or electrolyzer hydrogen price, depending on
which was cheaper in the year 2020. For most regions, SMR was
the cheaper hydrogen production option. Regions that favoured
hydrogen production from electrolyzers include Quebec, Manitoba,
New Brunswick and Nova Scotia. The prices shown in the table
above include taxes.
32The fuel
cell is used to generate both heat and electricity, and thus
the cost of the fuel cell, including natural gas as the source
fuel, is competing with both electricity and heating fuel prices
for market share.
33 See, for example, the United States Department
of Energy, Hydrogen Posture Plan.
34General Motors Corporation, 2001. Well-to-Wheel
Energy Use and Greenhouse Gas Emissions of Advanced Fuel / Vehicle
Systems – North American Analysis.
35Ibid.