Comparison of Four Fuel Cell Battery Hybrid Powertrains in Bus Applications NHA Annual Hydrogen Conference 2008 Kevin Harris Business Development & Sale Director, North America, Hydrogen Power Systems Hydrogenics Corporation

Agenda Introduction to Hydrogenics Why Fuel Cells in Transit Buses Challenges Four Types Fuel Cell Hybrid Buses Conclusion

Hydrogenics Profile Two business units OnSite Generation Power Systems NASDAQ: HYGS TSX: HYG Two business units OnSite Generation Power Systems 1,600+ hydrogen products deployed worldwide since 1948 84 patents held and 459 patents filed Headquartered in Toronto, Canada Head Office - Toronto, Canada

Our Strategic Focus Hydrogenics offers a comprehensive suite of products through two complementary business units OnSite Generation Grow industrial markets Transition products and expertise to emerging energy markets Power Systems Target early adopting markets with certified products Continue to seed ‘later to emerge’ markets We currently operate HYGS through two key business units. However, the similarities between the appliances are quite striking By operating with a horizontal vs vertical business model, we have been able to minimize our R&D spend and take advantage of well established market channels from our OEM partners STRATEGY

Blue Chip Customer Base Over 100 + customers worldwide Brag sheet Our largest test equipment customers over the past several years cumulatively are the Japanese automakers

HyPM Power Module Family HyPM XR Backup Power Modules HyPM HD Mobility Power Modules XR4 XR8 XR12 HD4 HD8 HD12 HD16 HD 65 Power (kW) 4.5 8.5 12.5 4.5 8.5 12.5 16.5 65.5 Voltage Range (VDC) 30-38 24-38 37-57 58-79 48-79 36-57 48-76 218-305 Max. Current (A) 150 350 350 80 180 350 350 300 Dimensions (cm) 87x50x32 87x50x32 96x50x32 85x36x25 85x36x25 94x45x30 96x51x41 87x50x32 Volume (L) 139 139 154 77 77 127 201 578 Mass (kg) 80 80 90 75 75 78 115 321 Humidification Zero Zero Zero Partial Partial Partial Partial Full

Hydrogenics Fuel Cell Products Example Applications Fuel Cell Power Modules HyPM XR (for backup power) and HyPM HD (for mobility power) Fuel Cell Power Packs, HyPX

Fuel Cell Power Module Applications

Why Fuel Cells in Buses? Urban air quality Climate change Energy security Centralized refueling Space for fuel storage Community involvement, public education, and marketing Noise issues Government controlled or influenced

Challenges of Fuel Cell Buses Capital cost Reliability and durability of the fuel cells Refueling time Current cost of hydrogen

Fuel Cell Hybrid Buses NRCan Bus HCATT Bus NRW Midibus FTA/CARB Bus

Fuel Cell Hybrid Buses Bus Project  NRCan Hybrid Bus HCATT Hybrid Bus NRW Hybrid Midibus FTA/CARB Hybrid Buses Powertrain architecture Fuel Cell Dominant Hybrid Battery Dominant Fuel Cell Plug-in Hybrid (BDFCPH) Fuel Cell–Battery Balanced Hybrid Bus make New Flyer ElDorado Tecnobus Mobile Energy Solutions Length of bus (ft) 40 30 17 35 No. of seats 34 23 8 37 Top speed (mph) 60 20 Demonstration site and start date Winnipeg, MB August 2006 Honolulu, HI Feb 2004 NRW, Germany Dec 2005 Columbia, SC Summer 2008, Burbank, CA Fall 2008

Fuel Cell Hybrid Buses Bus Project  NRCan Hybrid Bus HCATT Hybrid Bus NRW Hybrid Midibus FTA/CARB Hybrid Buses Power of fuel cell system (kW) 180 20 12 32 Size of motor, continuous power rating (kW) 170 120 25 123 Amount of on-board hydrogen (kg) 45 10 6 29 Range (miles) 250 125 300 (est’d) Type of on-board electrical energy storage Ultracapacitor Lead Acid Batteries Nickel Cadmium Batteries Lithium Titanate Batteries rechargeable from grid power, i.e. Plug-in hybrid No Yes

Levels of “Hybridity” 180 / 170 20 / 120 12 / 25 32 / 150 Hydrogen (kWhe) as a Percentage of Total kWhe cap. Fuel Cell Power as a Percentage of Motor Power Fuel Cell Pwr / Motor Rated Pwr Examples 180 / 170 100%+ 97% Plug-in hybrid 20 / 120 17% 78% TREND: from fuel cell only to fuel cell dominant hybrid to fuel cell balanced hybrid to battery dominant fuel cell plug-in hybrid. Examples: CUTE to Univ of Delaware, GM and Ford now doing fuel cell plug-in hybrid cars. It should be noted that the HCATT and FTA/CARB buses are not only battery dominant, fuel cell hybrids, but are also plug-in hybrids (BDFCPH). That is, these buses, because their batteries are more significant in terms of energy capacity than the batteries (or ultracapacitors) in a fuel cell dominant hybrid system, provide justification for and have the capability of being recharged directly from grid power when parked. In fact, these buses are designed to be battery charge depleting and thus allowing for a smaller, more cost-effective fuel cell. The reason you cannot get rid of the fuel cell altogether is you cannot get the range from the batteries alone. For this reason, some refer to the fuel cell in this kind of powertrain architecture as a range extension device. 12 / 25 48% 91% Plug-in hybrid 32 / 150 21% 79%

Benefits of BDFCPH Architecture Opportunity to recharge batteries directly from grid power Reduction of cost of development of the fuel cell power module Reduction of the capital cost of the bus Reduction of the fueling costs A smaller fuel cell means less hydrogen Steadier state load on the fuel cell

An Opportunity to Beat Diesel Calculations have shown that under the right circumstances a BDFCPH bus can beat a standard diesel bus on an life cycle analysis Parameter Assumption Lifetime of fuel cell stack (operating hours) 10,000 Price of fuel cell power module ($/kW) 1000 Battery life (years) 5 Price of battery ($/kWh) 300 Diesel price ($/gal) 4.25 Hydrogen price ($/kg) 4.50 Cost of Electricity ($/kWh) 0.10 Bus lifecycle (years) 12

Conclusions We believe that a BDFCPH architecture makes most sense in terms of commercializing a practical, affordable, zero-emission bus The BDFCPH architecture uses the best of both worlds Batteries for peak power needs and recapture of braking energy Hydrogen and fuel cells to meet range requirements

Find out more about us….. www.hydrogenics.com Kevin Harris 661-253-2593 kharris@hydrogenics.com Hydrogenics Corporation Thank you