In recent years, the European Union (EU) has set ambitious targets toward a carbon-free energy transition. Many studies show that a drastic reduction in greenhouse gas emissions-at least 90% by 2050-is required. In the transition toward a sustainable energy system, solar (or green) hydrogen plays many important roles, as it is a clean and safe energy carrier that can also be used as a fuel in transportation and in electricity production. To understand and steer the transition from the current energy system toward an integrated hydrogenbased energy and transport system, we propose a framework that integrates a technical and economic feasibility study, a controllability study, and institutional analysis. This framework is applied to the Car as Power Plant (CaPP) concept, which is an integrated energy and transport system. Such a system consists of a power system based on wind and solar power, conversion of renewable energy surpluses to hydrogen using electrolysis, hydrogen storage and distribution, and hydrogen fuel cell vehicles that provide mobility, electricity, heat, and water. Controlling these vehicles in their different roles and designing an appropriate organizational system structure are necessary steps in the feasibility study. Our proposed framework for a future 100% renewable energy system is presented through a case study.@en

Fuel Cell Electric Vehicles (FCEVs) in combination with green hydrogen (obtained from renewable sources), could make a significant contribution in decarbonizing the European transport sector, and thus help achieve the ambitious climate goals. However, most vehicles are parked for about 95% of their life time. This work proposes the more efficient use of these vehicles by providing vehicle-to-grid (V2G) services achieving the integration of the transport and energy systems. The aim of this work is to determine the technical and financial potential value that FCEVs could have by providing frequency reserves. Experiments were carried out with a Hyundai ix35 FCEV that was adapted with a power output socket so it can operate in V2G when parked, delivering maximum 10 kW direct current power. Results show that both power sources in the fuel cell electric vehicle, which are the fuel cell stack and the battery, can react in the order of milliseconds and thus are suitable to offer fast frequency reserves. The challenge lays in the communication between the car and the party that sends the signal for the activation of the frequency reserves. As one unit does not provide enough power to be able to participate in the electricity market, a car park acting as aggregator of FCEVs was designed taking into account current technology developments. A carpark with a direct current microgrid, a hydrogen local network and only occupied by FCEVs was designed. A financial model was developed to evaluate the economic potential of the car park to participate in the electricity market providing frequency reserves. Results show that by using the fuel cells in the FCEVs in V2G, monetary benefits could be obtained when providing automated frequency restoration reserves (aFRR) upwards. Key parameters are found to be the investment costs, amount of vehicles available, hydrogen price and price of aFRR. With a car park of approximately 400 cars all year long available, payback times of 11.8 and 3.5 years were obtained taking into account worst and best case scenarios for a 15 year period analysis, respectively.@en

The shift to markets based on servicising, i.e. market-level transitions from product-based to service-based production and consumption patterns, may contribute to achieve absolute decoupling, i.e. the combined development of economic growth and environmental impact reduction. However, the potential of this contribution is largely unknown. In this paper a generic agent-based model of servicising is presented with which this potential can be explored further, taking into account decision making procedures of business and consumer agents, including market research, preferences, and willingness to pay. The details of the servicising model are presented, and the model's abilities are demonstrated through three case studies from different sectors: car and bike sharing, crop protection, and domestic water-saving systems. Absolute decoupling was found to occur in some of the policy scenarios, but results vary widely between cases. It is concluded that the model can be used to explore the impact of public policy on the uptake of servicising and on absolute decoupling in various sectors, and is therefore a useful support tool for policy makers who aim to promote servicising, as well as for researchers studying potential servicising impacts.

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The Car Park as Power Plant (CPPP) is a main business concept related to a future integrated sustainable mobility and energy system in which hydrogen is a key energy carrier. In order to investigate the uncertain profitability of the CPPP concept, an optimisation model has been developed of a CPPP system that includes an electrolyser, a hydrogen storage tank, and fuel cell electric vehicles, which can produce electricity from hydrogen. The potential profits that can be obtained with electricity price arbitrage through energy storage are explored by means of various energy market scenarios. It is concluded that the CPPP electricity arbitrage business model can be profitable for a future system with a high share of wind and solar power, but that profit levels are highly dependent on electricity prices in hours with low wind and solar power generation.@en

In the unbundled national electricity markets in Europe, the balancing market is the institutional arrangement that deals with the balancing of electricity demand and supply. This paper presents a framework for policy makers that identifies the relevant design variables and performance criteria that play a role in the design and analysis of European balancing markets. We outline the full extent of the design challenge through a discussion of trade-offs among performance criteria, uncertain effects of design variables, and the many inter-linkages between the balancing market and the electricity market at large. Policy makers can address the balancing market design challenge by adopting a structured approach in which design variables, performance criteria, market conditions, system developments, and resultant market incentives are explicitly considered.@en

This paper presents an agent-based analysis of the impact of different cross-border balancing arrangements on balancing market performance for the case of Northern Europe, i.e. the Netherlands, Germany and the Nordic region, taking into account the change in behaviour of Balance Responsible Parties (BRPs). The four compared arrangements are separate markets, Area Control Error (ACE) netting, balancing energy trading, and a common merit order list. It is found that ACE netting reduces the total Dutch imbalance costs by 25%, but that the more advanced arrangements have the potential to reduce those costs for the Netherlands and Germany by as much as 50%. However, in case of the common merit order list the imbalance risks for Nordic BRPs increase largely because of the regional marginal pricing, and the system balance states of Germany and the Nordic region are largely affected due to changes in BRP behaviour. The large imbalance costs reductions in Germany and the Netherlands are the result of the import of more than half of the balancing energy from the Nordic region, which is possible because of the high availability of cross-border capacity between the areas.@en

The topic of electricity balancing market integration is first and foremost concerned with the distinction between different cross-border balancing arrangements. Four main arrangements are ACE netting, BSP-TSO trading, an additional voluntary pool, and a common merit order list. In order to investigate the impact of different cross-border balancing arrangements, an agent-based model has been built, which simulates the operation of the balancing markets of the Netherlands, Germany and the Nordic region, including the surplus and balancing energy exchange resulting from integration. The results show that different arrangements have a different impact on imbalance costs for the market. For the case of Northern Europe, the common merit order list results in the lowest imbalance costs, but ACE netting and the voluntary pool are also beneficial integration steps.@en