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The top of each bar represents a cost calculation based on the current off-the-shelf costs for the technology. The bottom of each bar represents the DOE goal for a mature commercialized (mass produced) technology, for example $30/kW with a 5000-hour life, which are the DOE goals for PEM fuel cells in transportation applications. The dashed line with the numeric value is based upon discussions with stakeholders regarding projected mature costs assuming wide-scale adoption of the technology. The full report can be found at http://www.nrel.gov/docs/fy10osti/46719.pdf. Figure 1 illustrates that hydrogen-based electricity storage systems could compete with battery- based systems but not with pumped hydro or CAES. Two of the most important factors in determining the cost of electricity delivered by these hydrogen systems are the cost of the electricity used to produce the hydrogen and the roundtrip efficiency of the system. In the case study of aboveground storage in steel tanks combined with a fuel cell generator, the left-most bar, the roundtrip efficiency was about 30% and the cost of electricity input to the system was 3.8 cents/kWh. This means that about 12 cents of the 28 cents/kWh cost of delivered electricity shown for the mature system is generating costs. If the round trip efficiency of the system could be improved to 60%, substantial savings could be realized. High temperature steam electrolysis and high temperature fuel cell technologies based on solid oxide electrolytes hold the promise of achieving roundtrip efficiencies in this range. Another factor that contributes to the high cost of delivered electricity is the high capital costs for the electrolyzer units and the fuel cells. Electrolyzer and fuel cell units are notorious for having small scaling factors. For example, alkaline electrolyzer units in size classes as large as 2 megawatts (electrical input) are available today from several sources. They cost on the order of $900/kW for a single unit. To build a 50 megawatt (electrical input) hydrogen production facility would require purchasing and joining 25 units. This has the potential of bringing the cost down to about $700/kW. Because alkaline electrolysis is a mature technology, no significant reduction in costs can be expected with volume production. PEM fuel cells, on the other hand, are not commercially available in megawatt sizes at present and, because of their developmental nature, have costs in the thousands of dollars per kilowatt (electrical output). The transportation fuel cells currently under development for transit bus applications are the closest match to the fuel cells needed for an electricity arbitrage application. These units are being developed and tested in transit buses in sizes of about 100 to 200 kW output and are designed specifically to operate on hydrogen. Unlike grid-connected stationary fuel cells operating on natural gas that are designed to operate 24 hours a day, the transit bus fuel cells operate only about eight hours per day, which is a closer match to the operating time of a PEM fuel cell in an electricity arbitrage application. PEM fuel cells in transit bus applications have already demonstrated more than 9,000 hours of operational life. A 12,500-hour operational life in an electricity arbitrage application would be consistent with an 8-year replacement cycle. Here again, building a 50 megawatt (electrical output) fuel cell installation would require purchasing two hundred fifty 200-kilowatt fuel cells. Clearly there is not much in the way of cost savings, due to scaling factor, to be realized by building large electrolyzer and fuel cell installations. The question arises: can capital cost be reduced by developing a unit that combines the electrolyzer and fuel cell functions, in other words, a reversible fuel cell? 2PDF Image | Reversible Fuel Cells Workshop Summary Report
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