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.

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