congressional brief: case for zero emission technology in heavy duty trucking

PREPARED FOR REPRESENTATIVE HENRY WAXMAN (CA), REPRESENTATIVE MIKE DOYLE (PA),

REPRESENTATIVE LEE TERRY (NE) & REPRESENTATIVE GARY MILLER (CA).

The case for zero-emission technology in heavy-duty

trucking

A Cleantech Alliance of Total Transportation Services, Inc. &

Vision Industries Corporation

12/18/2011

This brief explains why deploying a fleet of zero-emission hydrogen fuel cell-powered trucks in the nation’s largest deep-water ports, to move containerized cargo, to be the only viable solution that solves: (a) the environmental concerns of poor air quality caused by diesel-powered trucks; (b) while allowing the Port Systems to continue their economic relevance to the State in which they reside.

The Case For Zero-Emission Technology In Heavy-Duty Trucking

1

Table of Contents I. Executive Summary ............................................................................................................................... 3

II. Port System Defined ............................................................................................................................. 5

Stakeholders ............................................................................................................................................. 5

Movement of Goods Defined ................................................................................................................... 6

Trucking Defined ....................................................................................................................................... 6

Drayage Defined ....................................................................................................................................... 7

Diesel Engines Defined .............................................................................................................................. 8

Hydrogen Fuel Cells Defined ..................................................................................................................... 8

III. Problem Domain ............................................................................................................................. 10

Diesel’s Negative Health Effects ............................................................................................................. 10

Environmental Impact of a Port System ................................................................................................. 10

Economic Importance of a Port to a State Government ........................................................................ 11

IV. The Solution Domain: Technology that solves the dilemma .......................................................... 12

The Hydrogen Fuel Cell/Electric Hybrid Truck Explained ........................................................................ 12

Value proposition 1: Better Performance ............................................................................................... 13

Value Proposition 2: Zero-Emissions ...................................................................................................... 13

Value Proposition 3: No Noise ................................................................................................................ 13

Value Proposition 4: Lower Lifetime Cost of Ownership ........................................................................ 14

Value Proposition 5: Hydrogen Fuel Cells - A Portable Power Supply .................................................... 14

Endorsements and Validation of Hydrogen Fuel Cell-Powered Trucks .................................................. 16

V. The Recommendation ......................................................................................................................... 17

The Environmental and Health Benefit................................................................................................... 17

The Benefit of Promoting the Use of a Sustainable & Alternative Energy Source ................................. 17

The Economic Benefit ............................................................................................................................. 18

The Program Cost .................................................................................................................................... 19

Recommended State for Implementation .............................................................................................. 20

VI. Endorsed by .................................................................................................................................... 21

VII. About the Parties ............................................................................................................................ 22

Bibliography ................................................................................................................................................ 23


2

Figure 1: Commodity Flows - Truck (DOT 1998) ........................................................................................... 3

Figure 2: A Typical Port System ..................................................................................................................... 5

Figure 3: Good Movement in a Typical Port (Woods, 2011) ........................................................................ 6

Figure 4: 4-Stroke Diesel Engine (Encyclopedia Britannica, 2011) ............................................................... 8

Figure 5: Hydrogen Fuel Cell ......................................................................................................................... 8

Figure 6: Air Quality Rankings (Methods, 1996) ......................................................................................... 11

Figure 7: Port-wide Emissions by Source (Starcrest Consulting Group, 2011) ........................................... 17

Figure 8: Hydrogen Pipeline Port of LA | Long Beach ................................................................................. 18

Figure 9: Counties with Monitors Violating Primary 8-hour Ground-level Standards (0.060 –

0.070 parts per million) ............................................................................................................................... 20

Figure 10: Proposed Zero-Emission Gate -- Attractive Adoption Catalyst .................................................. 20


3

I. Executive Summary At the turn of the century, the U.S. economy accounted for one-fourth (1/4) of the world’s gross

domestic product, including $4 trillion of import and export activity. The bulk of goods, enter the

country as containerized cargo at major ports of entry.

According to a U.S. Department of Transportation report, the bulk of the goods enters the United States

from the West Coast and is dispersed nationally through major trucking arteries.

Figure 1: Commodity Flows - Truck (DOT 1998)

In the United States, the largest and busiest deep-water ports are the twin Ports of Los Angeles and Long

Beach, which accounts for over $306 billion of commercial cargo, 40% of the nation’s goods movement.

To move this cargo are over 16,000 heavy-duty diesel-powered trucks performing drayage service in and

around the port systems.

Unfortunately, the price of this industrial production and global trade has been toxic emissions from

diesel truck exhaust -- the leading cause of respiratory and cancer causing illnesses in the trade

corridors.

Due to its economic relevance, contributing over billions of dollars in State and Local Taxes, a State, like

California, faces the dilemma of how to allow the port system to continue expanding (in order to

generate higher revenues) while complying with federal, state and local mandates to reduce harmful

emissions.

The solution brought before this Congressional Subcommittee is Hydrogen fuel cell-powered trucks, for

the following reasons:

1. Hydrogen fuel cell-powered trucks are already being tested at the Port of Long Beach.

2. Hydrogen is in abundant supply at major port areas.

3. Hydrogen as a fuel, promotes the use of an alternative and sustainable energy source.


4

4. Hydrogen fuel cell-powered trucks outperform a conventional diesel in terms of horsepower

and torque.

5. Hydrogen as a fuel is half (1/2) the price of diesel, if piped-in from a nearby gas or oil refinery – a

common occurrence at deep-water ports.

6. Most importantly, they emit zero-emissions.

The Cleantech Alliance of Total Transportation Systems, Inc. and Vision Industries Corporation is

requesting funding assistance for one hundred Class 8 Hydrogen fuel cell / electric hybrid trucks and a

fueling station to service the fleet.

While the initial deployment of this program is Southern California, the relevance of the cleantech

solution can be easily deployed to other national ports of entry where hydrogen is readily available, such

as Houston, Oakland, Seattle, NY|NJ and Savannah GA.

This brief has the full support of fellow members of Congress, State Assemblymembers, the Mayors of

Los Angeles and Long Beach, Environmental Groups and other interested stakeholders.


5

II. Port System Defined In order to understand the complexity of the port problem, we must first understand the underpinnings

of goods movement as it relates to the port system, truck categorization, the characteristics of drayage

service, and the technology of propulsion and power supply choices.

Stakeholders The key stakeholders within a port system:

1. Port Authorities

2. Licensed Motor Carriers (trucking fleet operators)

3. Trade Corridors

4. Communities in the trade corridors

Figure 2: A Typical Port System

A typical port system has ships entering terminals to load or unload containerized cargo to licensed

motor carriers, who then take these goods to intermodal facilities and warehouses for national

distribution. The transportation workhorse at these port systems have been diesel-powered trucks, who

move these containers on a 24/7 basis.

Port Authorities

Trade Corridor

Trade Corridor


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Movement of Goods Defined In a typical port setting, the movement of containerized cargo comes in three categories:

1. Direct— Ship to truck to a local warehouse (or distribution center).

2. Transloaded – Ship to truck to warehouse for repackaging.

3. Intermodal – Ship to truck to a rail yard.

Figure 3: Good Movement in a Typical Port (Woods, 2011)

At a major port system, a typical truck driver spends a majority of their time waiting to load or unload

their cargo. Over 70% of their duty cycle is in idle mode. Unfortunately, a diesel engine does not stop

emitting harmful particulates while a driver waits in line. Depending on the shipping terminal, it can

take up to one (1) hour to pick-up a single container.

Trucking Defined Trucks are defined by their combined gross vehicle weight rating (CGVWR1). In the movement of

containerized cargo are performed by Class 8 vehicles, CGVWR of 80,000 lbs. In its simplest form, Class

8 trucks can be further broken-down into propulsion systems (motor type) and power sources that

deploy cleantech (non-cleantech) components.

1 Gross Combination Vehicle Weight Rating (GCVWR) – the maximum allowable combined weight of the tow

vehicle and the attached cargo container.

1

2

3


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In 2011, cleantech solutions are available in both the make-up and configuration of the propulsion

(motor type) and power source.

Table 1: Power Supply & Motor Choices in Trucking

Environmental Factor

Power Supply Propulsion (motor) Chassis

Not Cleantech Diesel Fuel Internal Combustion

Cleantech Batteries Electric

Cleantech Liquid Natural Gas

Cleantech Hydrogen Fuel Cell

The selection of the propulsion system and power source has everything to do with duty-cycle:

Distance traveled

Payload

Route

Idling time

Fuel availability

Fuel prices

Emission standards

Returning to a central hub

Drayage Defined In the case of drayage service, the movement of containerized cargo is over short distances, usually

from the Port to a rail yard and back.

Table 2: Drayage Characteristics

Distance traveled: < 50 miles

Payload: ~60,000 lbs. Route: Port to Rail Yard Idling time: 75% of duty-cycle Fuel availability: Diesel (abundant) Returning to a central hub: every day


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Diesel Engines Defined A diesel engine is an internal combustion engine that uses the heat of compression to initiate ignition of a fuel mixture injected into the combustion chamber. Once the fuel has been ignited and a power stroke has happened, emissions are expelled from the chamber. The expelled gases are carbon monoxide, NOx and unburned hydrocarbon (HC).

Figure 4: 4-Stroke Diesel Engine (Encyclopedia Britannica, 2011)

Toxic Exhaust

NOx CO unburned hydrocarbons

An air/fuel mixture drawn into cylinder

Air/fuel mixture compressed

Heat compression ignites mixture.

Power.

Exhaust valve opened. Gases expelled.

Expelled gasses

Hydrogen Fuel Cells Defined On the other hand, fuel cells convert chemical energy in hydrogen to electricity. Pure

water and potentially useful heats are the only byproducts. (Program, 2006)

Figure 5: Hydrogen Fuel Cell

Byproduct


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1. Hydrogen fuel is fed into the anode of the fuel cell. Helped by a catalyst, hydrogen molecules

(H2) are split into electrons and protons.

2. Electrons are channeled through a circuit to produce electricity.

3. Protons pass through the polymer electrolyte membrane.

4. Oxygen (from the air) enters the cathode and combines with the electrons and protons to form

water.

5. Water vapor and heat are released as byproducts of the reaction.


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III. Problem Domain States with relevant deep-water ports face the problem of allowing a major source of revenue to

continue operations in the face of numerous legal entanglements with environmental groups and

communities in the trade corridors.

Simply put, diesel exhaust has been proven to have direct relationship to a person’s chances of

metastasizing respiratory and/or cardiovascular illnesses.

On the other side of the ledger, a State and local governments receives billions of dollars in tax revenue

from the port system. The ports also provide millions of jobs in a region.

Diesel’s Negative Health Effects In 1998, California identified diesel exhaust particulate matter (PM) as a toxic air contaminant based on

its potential to cause cancer, premature death, and other health problems. Diesel engines also

contribute to California's fine particulate matter (PM 2.5) air quality problems. Those most vulnerable

are children whose lungs are still developing and the elderly who may have other serious health

problems (Board C. A., 2010).

Diesel exhaust contains more than 40 toxic air contaminants. The California Air Resource Board

estimates that about 70% of the cancer risk that the average Californian faces from breathing toxic air

pollutants stems from diesel exhaust particles. (California, 2001)

Table 3: Health Effects Associated with Goods Movement in CA - 2005 (Angeles, 2011)

Health Outcomes Cases Per Year

Premature Death 2,400

Hospital Admissions (Respiratory Causes) 2,000

Hospital Admissions (Cardiovascular Causes) 830

Asthma and Other Lower Respiratory Symptoms 62,000

Acute Bronchitis 5,100

Work Loss Days 360,000

Minor Restricted Activity Days 3,900,000

School Absence Days 1,100,000

Environmental Impact of a Port System Because this movement of cargo is usually over pre-defined routes, on a repeated basis, municipalities

within these routes suffer from some of the worst air quality in the United States.

Residences along these trade corridors are exposed to diesel exhaust and other vehicle emissions, noise

from truck-congested roads, bright lights from round-the-clock operations, and other potential health

threats.


11

It is not without coincidence, that the regions around the top-7 ports in the United States happen to

have the worst Air Quality Rankings in the nation.

Figure 6: Air Quality Rankings (Methods, 1996)

Economic Importance of a Port to a State Government Despite its environmental and health drawback, deep-water port systems are usually a major source of

tax revenues and jobs for the state and local governments in which they reside.

Case in point, in a March 2007 national economic impact study by the twin ports of Los Angeles | Long

Beach, reported that imports coming in through the complex generated jobs, income and tax revenues

in every state in the nation. (Hricko, 2008)

Table 4 - Growth in the National Impact of Trade, 1194-2005, For Goods Using Southern California's Trade Infrastructure Network

1994 2000 2005

Total Trade $74 billion $196 billion $256 billion

State and Local Taxes $6.0 billion $16.4 billion $28.1 billion

Jobs (Full-time Equivalents) 1.1 million 2.0 million 3.3 million


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IV. The Solution Domain: Technology that solves the dilemma In a study commissioned by the twin Port of Los Angeles and Long Beach, a zero-emission solution was

the only way that the ports will be allowed to expand its routes into new and current municipalities.

In 2011, a solution was found. Through the public-private partnership between the U.S. Department of

Energy, the twin Port of Los Angeles | Long Beach and Vision Industries Corporation, came the 1st Class 8

zero-emission big-rig Hydrogen Fuel Cell / Electric Hybrid vehicle, the Tyrano™.

In its simplest form, the hybrid vehicle runs on an electric motor powered by Lithium-ion batteries and

Hydrogen fuel cells. The Tyrano is currently undergoing drayage testing at the Port of Long Beach by a

national trucking fleet operator, Total Transportation Services, Inc. (TTSI).

The Hydrogen Fuel Cell/Electric Hybrid Truck Explained Vision Industries Corporation is headquartered in El Segundo, California. Vision provides a proprietary hydrogen/electric hybrid drive system that out-performs a conventional diesel truck. The Tyrano has:

1. Superior power (536 HP and 3,300 lbs./ft. of torque) with the; 2. Extended range provided by a hydrogen fuel cell, at a; 3. Lower cost per mile, and with a; 4. Zero-emission footprint!


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The heart of the hybrid hydrogen/electric truck is the software running the electronic control unit (ECU). The ECU controls all the sensors and control boxes running the:

Electric Motor (converts electrical energy to mechanical energy).

Battery Pack (giving power to the electric motor).

Hydrogen Fuel Cell (recharges the batteries).

Compared to a conventional diesel truck, the Vision Tyrano, has better performance (torque and

horsepower), a lower cost of ownership and does so with a zero-emission footprint. It’s also extremely

quiet.

Value proposition 1: Better Performance

2010 Diesel LNG Hydrogen FC Class 8 Truck

Horsepower 450 peak 320 peak 536 peak

Torque (foot/lbs.) 1,350 peak 1,000 peak 3,300 peak

Fuel 10,000 Gal. 16,700 Gal. 6,765 lbs.

Value Proposition 2: Zero-Emissions


Particulates 12.37 lbs. 4.6 lbs. Zero Emission NMHC/MHC 173 lbs. 66.5 lbs. Zero Emission NOx 1,485 lbs. 570 lbs. Zero Emission CO2 217,800 lbs. 142,145 lbs. Zero Emission

Value Proposition 3: No Noise


Noise Pollution Yes Yes No


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Value Proposition 4: Lower Lifetime Cost of Ownership

Value Proposition 5: Hydrogen Fuel Cells - A Portable Power Supply A hydrogen fuel cell-powered truck has an electric motor powered by Lithium-ion batteries. The

batteries are constantly charged by a fuel cell that converts hydrogen gas into electricity. The batteries

can also benefit from the use of Regenerative Braking to incrementally add charge.

In a hybrid hydrogen / electric vehicle, the batteries can be charged in four (4) scenarios:

In the driving mode, the fuel cells could be programmed to either:

1. Recharge the batteries if its state-of-charge (SOC) was getting low, and/or;

2. Directly assist in powering the electric motor.

Traditional Vision's

Diesel Class 8 Truck Savings

Initial Vehicle Cost 140,000 270,000 (130,000)

Tax Credit for New Qualified Alt. Motor Vehicles - (40,000) 40,000

Initial Net Vehicle Cost 140,000 230,000 (90,000)

Service Life Fueling Costs $606,365 $229,412 $376,953

Service Life Maintenance Costs $25,600 20000 $5,600

Salvage Value (20,000) (20,000) -

Total Ownership Cost $751,965 $359,412 292,553

AssumptionsVehicle Service Life (years) 8 8

Miles/Year 78,000 78,000

Fuel Cost (per gallon of diesel or $/lbs. of H2) $4.47 $2.50

MPG or MPP(H2) (50/50 duty cycle) 4.6 6.8

Maintenance Cost/Year $3,200 $2,500

Vehicle Metrics


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In a braking situation, an electric vehicle can be configured to take advantage of Regenerative Braking, in which the vehicles mechanical energy – during braking -- is harvested and re-routed to charge the battery.

While the hydrogen / electric vehicle is parked, the fuel cell can be triggered to begin charging the batteries if its state-of-charge was low. In a typical port scenario, where the majority of a truck driver’s time is spent in a stop-and-go or queuing mode, the batteries would have ample time to regain full-charge before out-bound service is resumed.

At the end of a duty-cycle, the owner-operator or fleet operator has the option to plug-in the vehicle into a power source to recharge the batteries for the next shift. The fuel cell can also be programmed to assist in charging if the vehicle were to be used in a 24/7 scenario.


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Endorsements and Validation of Hydrogen Fuel Cell-Powered Trucks

In 2010, the U.S. Department of Energy classified Vision’s Class 8 Truck and Terminal Tractor as “Advanced & Alternative Vehicles.”

Federal Government

In 2010, the Port of Los Angeles and the Port of Long Beach separately awarded Vision Industries with a contract to deliver a Class 8 heavy-duty truck for demonstration and testing in revenue services.

State Port Authority

On July 18, 2011, Total Transportation Services, Inc. presented Vision Industries with a Letter of Intent to purchase one hundred Class 8 Hydrogen Fuel Cell / Electric Hybrid trucks, with the option to purchase an additional 300 units.

National Trucking Fleet Operator


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V. The Recommendation The Cleantech Alliance of TTSI and Vision Industries is asking this Congressional Subcommittee for

funding assistance for the purchase and manufacturing of:

1. One hundred Class 8 Hydrogen Fuel Cell-Powered Trucks, and for the;

2. Construction of an on-site Hydrogen Fuel Station to service the fleet.

The Environmental and Health Benefit If 100 diesel trucks were replaced with 100 Hydrogen Fuel Cell / Electric Hybrid trucks at the Ports of Los Angeles | Long Beach, the effect would be equivalent to removing the following pounds of toxins and diesel particulates from the air on a yearly basis: Figure 7: Port-wide Emissions by Source (Starcrest Consulting Group, 2011)

The Benefit of Promoting the Use of a Sustainable & Alternative Energy Source In today’s energy supply system, electricity, gasoline, diesel fuel and natural gas are made from the

conversion of a primary energy source, such as coal, petroleum or underground methane into a

deliverable form of energy.

Hydrogen on the other hand can be made from a variety of energy feedstock using the resources and

processes that are most economical preferred. (Authority, 2004) The most prevailing way to produce

Hydrogen is steam reforming. Steam reforming is a 70% efficient process that coverts methane (and

other natural gases) into hydrogen and carbon monoxide with the introduction of steam and a nickel

catalyst.

Diesel PM NOx SOx CO HC

a) Emissions / Yr

Heavy-Duty Vehicles (tons) 28 1,523 4 352 71

Heavy-Duty Vehicles (lbs) 56,000 3,046,000 8,000 704,000 142,000

(2000 lbs / ton)

Total South Coast Air Basin (tons) 271 8,216 1,339 1,936 452

Total South Coast Air Basin (lbs) 542,000 16,432,000 2,678,000 3,872,000 904,000

Percentage 10% 19% 0.3% 18% 16%

b) Drayage Trucks Ports (2011) 16,000 16,000 16,000 16,000 16,000

Emissions (tons) / Yr / Diesel 0.0018 0.0952 0.0003 0.0220 0.0044

Emissions (lbs) / Yr / Diesel 3.50 190.38 0.50 44.00 8.88

c) 100 H2 FC Trucks

Emission Revomed (tons) / Yr 0.18 9.52 0.03 2.20 0.44

Emission Revomed (lbs) / Yr 350 19,038 50 4,400 888


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Figure 8: Hydrogen Pipeline Port of LA | Long Beach

Hydrogen is in abundant supply near most Ports. In the State of California, there is a 17-mile underground pipeline built by Air Products & Chemicals (NYSE: ADP). The Air Products & Chemicals’ Wilmington plant, which supplies Hydrogen to the eight (8) oil refineries within close proximity, has the capacity to produce over 800,000 lbs. of Hydrogen per day. The combined eight (8) oil refineries consume 400,000 lbs. per day, which leaves 400,000 lbs. that can be used to refuel 20,000 Hydrogen FC powered trucks.

The Economic Benefit Based on fueling cost alone, one hundred Hydrogen Fuel Cell-Powered Trucks can save a trucking fleet

operator an estimated $37,695,345, over an 8 year period compared to conventional diesel trucks.

Traditional H2 Fuel Cell / Single Unit 100 Unit

Diesel Hybrid Electric Savings Savings

Service Life Fueling Cost 8 8

Miles/Year 78,000 78,000

Fuel Cost (per gallon diesel, lbs. of H2) $4.47 $2.50

MPG or MPP (H2) (50/50 duty cycle) 4.6 6.8

Gallons/Year | lbs./Year 16,957 11,471

Fuel Cost / Year $75,796 $28,676 $47,119 $4,711,918

Fuel Cost Over 8 Years $606,365 $229,412 $376,953 $37,695,345


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The Program Cost Table 5: Itemization of Program Cost

Itemization of Program Cost Rate Units Amounts 100-unit Amount ($)

Class 8 Zero-emission Truck Cost 270,000$ 1 27,000,000$

Direct Labor Cost / Truck

Assemblers (Rate/Hr) x 2 17.00$ 144 489,600$

Fabricators (Rate/Hr) x 2 17.00$ 144 489,600$

Engineering (Rate/Hr) x 2 50.00$ 144 1,440,000$

Program Administration Cost 50,000$

Total Truck Cost 29,469,200$

Build Cycle: 9-days per truck (8-hr work day)

Itemization of Program Cost Rate Units Amounts Station Amount ($)

Hydrogen Fueling Station

Site Preparation 2,700,000$ 1 2,700,000$

Storage 500,000$ 1 500,000$

Dispenser 400,000$ 1 400,000$

Canopy 450,000$ 1 450,000$

Backup Reformers (500 kg) 2,500,000$ 1 2,500,000$

Product Compressor 500,000$ 1 500,000$

Total Fueling Station Cost 7,050,000$

Total Funds Requested 36,519,200$


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Recommended State for Implementation Based on dangerous ozone levels, the economic significance of the twin Ports of Los Angeles and Long

Beach ($306B in commercial cargo), and current hydrogen infrastructure in-place, we are suggesting

that this program start in the State of California.

California has the greatest number of counties who violate the 0.070 ppm standards. (Agency U. S.,

2008)

Figure 9: Counties with Monitors Violating Primary 8-hour Ground-level Standards (0.060 – 0.070 parts per million)

On a national scale, California has led the way in cleantech adoption and innovation. They may also

have come up with an attractive and viable zero-emission adoption catalyst, a zero-emission gate. In an

October 2011 meeting, the Los Angeles Board of Harbor Commissioners expressed their support for the

creation of a zero-emission gate at the Twin Ports of Los Angeles and Long Beach.

Figure 10: Proposed Zero-Emission Gate -- Attractive Adoption Catalyst

The proposed zero-emission gate will allow zero-emission vehicles faster and preferred access to the extremely over-crowded Port’s terminals, thus enabling zero-emission truck operators to double their load transportation during the day.


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VI. Endorsed by In a separate communique, we will provide letters of support for this zero-emission solution from fellow

members of Congress, State Assemblymembers, the Mayors of Long Beach and Los Angeles,

Environmental Groups and other interested stakeholders.

On behalf of Total Transportation Services, Inc. and Vision Industries Corporation, we thank you for your

time and consideration.


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VII. About the Parties

Total Transportation Services, Inc. (“TTSI”), based in Los Angeles, CA, is a leading national provider of port drayage and related trucking and logistics services in the United States.

‒ Provides construction support, long-haul truckload brokerage and value-added warehousing services.

‒ Operations in many of the ports across the country including: Long Beach, Los Angeles, San Diego and Stockton in California and Savannah, GA and Norfolk, VA.

‒ Fifth largest provider of drayage services in the twin ports of Long Beach and Los Angeles, which service over 65% of the containers entering the United States

‒ First company to place into service a clean fleet in the Ports of Long Beach, Los Angeles, and San Diego.

Headquarters: 18735 South Ferris Place Rancho Dominguez, CA 90220 (O) 310-816-0260 (F) 310-984-3195 www.tts-i.com

Vision Industries Corporation (OTCBB: VIIC), based in El Segundo, CA, is a developer of zero-emission hydrogen fuel cell / electric hybrid vehicles and turnkey hydrogen fueling systems. Vision’s proprietary hybrid drive system combines the superior acceleration of a battery-powered electric vehicle with the extended range provided by a hydrogen fuel cell.

Headquarters: 120 Eucalyptus Drive El Segundo, CA 90245 (O) 310-450-0299 (F) 310-450-0202 www.VisionIndustriesCorp.com


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United State Environmental Protection Agency: http://www.epa.gov/ozonedesignations/

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Starcrest Consulting Group, L. (2011). Port of Los Angeles Inventory of Air Emissions - 2010. Los Angeles,

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Gateway Cities, CA: Gateway Cities Council of Government.

congressional brief: case for zero emission technology in heavy duty trucking

Automotive

value proposition

hydrogen fuel cells

emission technology

port systems

typical port system

economic benefit

health benefit

environmental impact