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One of the key challenges that still facing the adoption of renewable energy systems is having a powerful energy storage system (ESS) that can store energy at peak production periods and return it back when the demand exceeds the supply. In this paper, we discuss the costs associated with storing excess energy from power grids in the form of hydrogen using proton exchange membrane (PEM) reversible fuel cells (RFC). The PEM-RFC system is designed to have dual functions: (1) to use electricity from the wholesale electricity market when the wholesale price reaches low competitive values, use it to produce hydrogen and then convert it back to electricity when the prices are competitive, and (2) to produce hydrogen at low costs to be used in other applications such as a fuel for fuel cell electric vehicles. The main goal of the model is to minimize the levelized cost of energy storage (LCOS), thus the LCOS is used as the key measure for evaluating this economic point. LCOS in many regions in United States can reach competitive costs, for example lowest LCOS can reach 16.4¢/kWh in Illinois (MISO trading hub) when the threshold wholesale electricity price is set at $25/MWh, and 19.9¢/kWh in Texas (ERCOT trading hub) at threshold price of $20/MWh. Similarly, the levelized cost of hydrogen production shows that hydrogen can be produced at very competitive costs, for example the levelized cost of hydrogen production can reach $2.54/kg-H 2 when using electricity from MISO hub. This value is close to the target set by the U.S. Department of Energy. Levelized cost of energy storage (LCOS) curves for several regions in the United States. Image 1 • A model to calculate the levelized cost of energy storage for reversible fuel cells. • RFC system as energy storage system can increase the resiliency of the power grids. • RFC can be designed to store electricity and produce hydrogen for other uses. • Roundtrip efficiency and capital cost are key factors that shape the LCOS in RFC. [ABSTRACT FROM AUTHOR]

In this work, we focus on industrial sector decarbonization in California through the synthesis and injection of Synthetic Natural Gas (SNG) into the existing natural gas pipeline using two technology approaches: (1) a net carbon-negative biomass SNG process from wood residue gasification, and (2) a carbon-neutral Power-to-Gas (PtG) SNG process for the chemical storage of surplus electricity from high adoption of intermittent renewable sources in the electricity grid (e.g., more than 20% of electricity supply from wind and solar). SNG is a key potential low-carbon fuel to meet an array of industrial process requirements without replacing application-specific end-use equipment. We outline and model pathways that can make these technologies more competitive and present a case study for the industrial sector in California, accounting for industrial fuel demand, feedstock supply, and recent federal incentives for carbon capture and storage (45Q federal regulation). A performance assessment and economic analysis with single and coupled parameter sensitivity have been carried out. BioSNG with carbon capture is found to be less expensive today ($96.67/MWh SNG) than PtG SNG ($421.21/MWh). PtG SNG has more opportunity for cost reduction with electrolyzer capital costs and electricity prices the most critical cost parameters. The estimated cost for bioSNG in 2050 ($73/MWh SNG) is lower than the projected reference citygate price of conventional natural gas in 2050 ($87.57/MWh), but the projected cost of PtG SNG is still two to three times higher unless a high capacity factor can be achieved with low electricity prices and lower electrolyzer cost. SNG can reduce up to 17% of industrial natural gas demand and almost 19 Mt CO 2 from California's industrial GHG emissions in 2050. These pathways represent significant opportunities to decarbonize the industrial sector but represent dramatic production changes and underscore the need for sustained policy commitments to support these technologies. • BioSNG can displace 19% of 2016 levels of industrial natural gas in California. • PtG-SNG can displace 7% of 2016 levels of industrial natural gas in California. • Estimated 2050 LCOE for bio- and lower-cost PtG SNG comparable to projected NG price. • The 45Q federal tax credit reduces the current price of bioSNG by 23%–31%. • In 2050, bioSNG with carbon capture gives 18.6 MtCO 2 industrial GHG reduction. [ABSTRACT FROM AUTHOR]

Many countries and regions of the world are pursuing aggressive decarbonization policies in the transportation sector aiming to sharply reduce the sales of conventional gasoline and diesel-powered internal combustion engine vehicles (ICEVs). Zero emission vehicles (ZEVs), such as battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs), have zero tailpipe emissions, but still can be considerably more expensive than ICEVs, which is one key factor hampering their wide-scale adoption. Still, many decarbonization roadmaps and plans call for a large ramp up of ZEVs in coming years. For example, the International Energy Agency's aggressive 2DS high H 2 scenario estimates 11 M BEVs and 4 M FCEVs sold in 2030 and California has also set aggressive sales targets under its ZEV Mandate. This paper provides a detailed life cycle cost analysis comparison for FCEV versus other vehicle technologies, assuming these international adoption scenarios are implemented using a learning rate approach. Results show that the fuel cell system is the key factor in making FCEV life cycle costs comparable to ICEV costs. With an 18% learning rate, FCEVs are estimated to be cost competitive with ICEVs by 2025, but with an 8% learning rate, this cost-competitive point is pushed out almost 25 years. [ABSTRACT FROM AUTHOR]

Technology learning rates can be dynamic quantities as a technology moves from early development to piloting and from low volume manufacturing to high volume manufacturing. This work describes a generalizable technology analysis approach for disaggregating observed technology cost reductions and presents results of this approach for one specific case study (micro-combined heat and power fuel cell systems in Japan). We build upon earlier reports that combine discussion of fuel cell experience curves and qualitative discussion of cost components by providing greater detail on the contributing mechanisms to observed cost reductions, which were not quantified in earlier reports. Greater standardization is added to the analysis approach, which can be applied to other technologies. This paper thus provides a key linkage that has been missing from earlier literature on energy-related technologies by integrating the output of earlier manufacturing cost studies with observed learning rates to quantitatively estimate the different components of cost reduction including economies of scale and cost reductions due to product performance and product design improvements. This work also provides updated fuel cell technology price versus volume trends from the California Self-Generation Incentive Program, including extensive data for solid-oxide fuel cells (SOFC) reported here for the first time. The Japanese micro-CHP market is found to have a learning rate of 18% from 2005 to 2015, while larger SOFC fuel cell systems (200 kW and above) in the California market are found to have a flat (near-zero) learning rate, and these are attributed to a combination of exogenous, market, and policy factors. [ABSTRACT FROM AUTHOR]

• A mathematical model to calculate the LCOS for reversible fuel cells and Li-ion batteries. • Techno-economic model for a standalone PV solar system in green energy buildings. • Uncertainty and simulation cost analyses of energy storage systems used in green buildings. Energy storage systems (ESSs) were introduced to overcome the risks posed by energy curtailment. In this paper, we compare the Levelized cost of storage (LCOS) for PEM Reversible Fuel Cells, Solid Oxide Fuel Cells, and Lithium-Ion Batteries in three different locations in the United States (Tucson, Seattle, and Rochester) that are characterized by different energy consumption profiles. This research examines three commercial buildings of different sizes: small, medium, and large, with three occupancy profiles: low, medium, and high energy consumption in each of the three locations. The objective is to quantify the impact of uncertain demand and uncertain financial parameters on the LCOS. The results show that all ESSs can represent an attractive alternative to energy curtailment regardless of the building size or the occupancy profile. Further, the results show that fuel cells are a better fit for demand uncertainty as they are more resilient to changes and remain attractive despite that. The uncertainty analysis showed that the minimum LCOS was $0.049/kWh, and it was for a PEM-RFC in a small building in Tucson under high energy consumption behavior. Oppositely, the maximum LCOS was $0.679/kWh, and that was for a large building in Seattle under high energy usage occupancy as well. [ABSTRACT FROM AUTHOR]

Myelofibrosis is an indicator of poor prognosis in myeloproliferative neoplasms (MPNs), but the precise mechanism(s) contributing to extracellular matrix remodeling and collagen deposition in the bone marrow (BM) niche remains unanswered. In this study, we isolated mesenchymal stromal cells (MSCs) from mice transplanted with wild-type thrombopoietin receptor (MPLWT) and MPLW515L retroviral-transduced bone marrow. Using MSCs derived from MPLW515-transplant recipients, excessive collagen deposition was maintained in the absence of the virus and neoplastic hematopoietic cells suggested that the MSCs were reprogrammed in vivo. TGFβ production by malignant megakaryocytes plays a definitive role promoting myelofibrosis in MPNs. However, TGFβ was equally expressed by MSCs derived from MPLWT and MPLW515L expressing mice and the addition of neutralizing anti-TGFβ antibody only partially reduced collagen secretion in vitro. Interestingly, profibrotic MSCs displayed increased levels of pSmad3 and pSTAT3 suggesting that inflammatory mediators cooperating with the TGFβ-receptor signaling may maintain the aberrant phenotype ex vivo. FGFb is a known suppressor of TGFβ signaling. Reduced collagen deposition by FGFb-treated MSCs derived from MPLW515L mice suggests that the activating pathway is vulnerable to this suppressive mediator. Therefore, our findings have implications for the future investigation of therapies to reverse fibrosis in MPNs. [ABSTRACT FROM AUTHOR]

Long-distance road-freight transport emits a large share of Germany's greenhouse gas (GHG) emissions. A potential solution for reducing GHG emissions in this sector is to use green hydrogen in fuel cell electric vehicles (FC-HDV) and establish an accompanying hydrogen refueling station (HRS) network. In this paper, we apply an existing refueling network design model to a HDV-HRS network for Germany until 2050 based on German traffic data for heavy-duty trucks and estimate its costs. Comparing different fuel supply scenarios (pipeline vs. on-site), The on-site scenario results show a network consisting of 137 stations at a cost of 8.38 billion € per year in 2050 (0.40 € per vehicle km), while the centralized scenario with the same amount of stations shows a cheaper cost with 7.25 billion euros per year (0.35 € per vehicle km). The hydrogen cost (LCOH) varies from 5.59 €/kg (pipeline) to 6.47 €/kg (on-site) in 2050. • Assessment of new refueling network design model and its cost for Germany in 2050. • Results show a network consisting of 137 stations. • Cost of an HDV-HRS network for on-site production is 8.38 bn€/a (6.47 €/kgH 2). • Cost of an HDV-HRS network for centralized production is 7.25 bn€/a (5.59 €/kg H 2). • Centralized production needs H 2 pipeline of 5381 km with 0.23 m average diameter. [ABSTRACT FROM AUTHOR]

• Simulated hydrogen (H 2) demand from 2030 California fuel cell vehicle deployment. • Simulated electrolysis H 2 production using PLEXOS power system model of Western US. • Flexible electrolysis operation can reduce system costs, carbon dioxide emissions. Hydrogen fuel cell electric vehicles (FCEVs) have been proposed as an option for lowering carbon dioxide (CO 2) and pollutants emissions from the transportation sector, when implemented in combination with green hydrogen production methods such as water electrolysis powered by renewable electricity. FCEVs also have the added advantages of high specific energy density and rapid refueling, two important challenges that battery electric vehicles have not yet fully overcome. Moreover, flexible operation of electrolysis could support the grid and lower electricity costs. In this paper, we simulate time-varying FCEV hydrogen refueling demand for light, medium- and heavy-duty vehicles met using electrolysis systems distributed throughout the Western U.S. power system. We find that by oversizing electrolyzers the resulting load flexibility results in different hydrogen generation temporal profiles, average electricity costs, renewable curtailment levels, and CO 2 emissions. Our results indicate that increasing hydrogen production flexibility lowers hydrogen and electricity generation cost and CO 2 emissions, but there is a tradeoff between lowering operational cost and increasing electrolyzer capital cost, yielding a minimum total system cost at a size corresponding to between 80% and 90% annual capacity factor assuming a future electrolyzer cost of $300/kW. [ABSTRACT FROM AUTHOR]

Abstract Hydrogen is a flexible energy carrier that can be produced in various ways and support a variety of applications including industrial processes, energy storage and electricity production, and can serve as an alternative transportation fuel. Hydrogen can be integrated in multiple energy sectors and has the potential to increase overall energy system flexibility, improve energy security, and reduce environmental impact. In this paper, the interactions between fuel cell electric vehicles (FCEVs), hydrogen production facilities, and the electric power grid are explored. The flexibility of hydrogen production systems can create synergistic opportunities to better integrate renewable sources into the electricity system. To quantify this potential, we project the hourly system-wide balancing challenges in California out to 2025 as more renewables are deployed and electricity demand continues to grow. Passenger FCEV adoption and refueling behavior are modeled in detail to spatially and temporally resolve the hydrogen demand. We then quantify the system-wide balancing benefits of controlling hydrogen production from water electrolysis to mitigate renewable intermittency, without compromising the mobility needs of FCEV drivers. Finally, a control algorithm that can achieve different objectives, including peak shaving, valley filling, and ramping mitigation is proposed. Our results show that oversizing electrolyzers can provide considerable benefits to mitigate renewable intermittency, while also supporting the deployment of hydrogen vehicles to help decarbonize the transportation sector. Highlights • Interactions between FCEVs and electric power systems are studied. • FCEV powertrain, adoption and refueling behavior are modeled. • Two controllers are designed to mitigate California “Duck Curve” problems. • Controllable H 2 production systems can facilitate renewable energy deployment. [ABSTRACT FROM AUTHOR]

Climate change and increased electrification of space and water heating in buildings can significantly affect future electricity demand and hourly demand profiles, which has implications for electric grid greenhouse gas emissions and capacity requirements. We use EnergyPlus to quantify building energy demand under historical and under several climate change projections of 32 kinds of building prototypes in 16 different climate zones of California and imposed these impacts on a year 2050 electric grid configuration by simulation in the Holistic Grid Resource Integration and Deployment (HIGRID) model. We find that climate change only prompted modest increases in grid resource capacity and negligible difference in greenhouse gas emissions since the additional electric load generally occurred during times with available renewable generation. Heating electrification, however, prompted a 30–40% reduction in greenhouse gas emissions but required significant grid resource capacity increases, due to the higher magnitude of load increases and lack of readily available renewable generation during the times when electrified heating loads occurred. Overall, this study translates climate change and electrification impacts to system-wide endpoint impacts on future electric grid configurations and highlights the complexities associated with translating building-level impacts to electric system-wide impacts. [ABSTRACT FROM AUTHOR]

Jurisdictions throughout the world are contemplating greenhouse gas (GHG) mitigation strategies that will enable meeting long-term GHG targets. Many jurisdictions are now focusing on the 2020-2050 timeframe. We conduct an inter-model comparison of nine California statewide energy models with GHG mitigation scenarios to 2050 to better understand common insights across models, ranges of intermediate GHG targets (i.e., for 2030), necessary technology deployment rates, and future modeling needs for the state. The models are diverse in their representation of the California economy: across scenarios with deep reductions in GHGs, annual statewide GHG emissions are 8-46 % lower than 1990 levels by 2030 and 59-84 % lower by 2050 (not including the Wind-Water-Solar model); the largest cumulative reductions occur in scenarios that favor early mitigation; non-hydroelectric renewables account for 30-58 % of electricity generated for the state in 2030 and 30-89 % by 2050 (not including the Wind-Water-Solar model) ; the transportation sector is decarbonized using a mix of energy efficiency gains and alternative-fueled vehicles; and bioenergy is directed almost exclusively towards the transportation sector, accounting for a maximum of 40 % of transportation energy by 2050. Models suggest that without new policies, emissions from non-energy sectors and from high-global-warming-potential gases may alone exceed California's 2050 GHG goal. Finally, future modeling efforts should focus on the: economic impacts and logistical feasibility of given scenarios, interactive effects between two or more climate policies, role of uncertainty in the state's long-term energy planning, and identification of pathways that achieve the dual goals of criteria pollutant and GHG emission reduction. [ABSTRACT FROM AUTHOR]

[Display omitted] • Heat waves are becoming more frequent and more severe due to climate change. • Disadvantaged communities are more vulnerable to extreme heat conditions. • Methodology was developed to assess effects of passive measures on resilience. • 11 passive measures were evaluated on prototype buildings and at district scale. • Installing window films and adding roof insulation were the most effective measures. Disadvantaged communities face a growing threat to staying safe during heat waves, especially during coincident power outages. This study develops a methodology to evaluate the effectiveness of passive cooling measures (those that operate without power) to improve residential building heat resilience. Building performance is simulated for representative homes and on district scales in two disadvantaged communities in Fresno, California. Eleven passive measures are evaluated using four heat resilience metrics with and without grid power. Results show performance of the mitigation measures varies by building characteristics, surrounding environment, and power scenario. The two most effective measures were installing solar-control window films and adding roof insulation. For pre-1978 single-family homes, these two measures can reduce unmet degree-hours (UDH) indoors by 12% and 11% respectively without grid power, or 28% and 37% with grid power. Their respective UDH reductions at district scale typically range 8% — 20% and 4% — 12% without grid power, or 14% — 44% and 8% — 51% with grid power. Top floors have higher overheating risk than lower floors during extreme heat events with coincident power outages. Natural ventilation can help, reducing UDH by 21% — 26%. The methodology and findings from this study can help cities, communities, and utilities develop effective and targeted strategies to promote greater residential heat resilience. [ABSTRACT FROM AUTHOR]