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  "documentTitle": "Hydrogen applications and business models",
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      "text": "Indirect value creation, such as local job creation and grid stabilization, should be considered for hydrogen valuation.",
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      "text": "The LCOE produced is expected to be comparable between the two technologies: $150 to $250 per MWhe.",
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      "text": "Battery electric vehicles are the main competitor of hydrogen in the mobility segment, in particular for light-duty vehicles. (Heavy-duty BEV such as trucks and buses are limited by battery-size requirements.) However, BEV are limited in range (maximum of 650 km with an average of 100-200 km in real-life conditions) and long recharging time. A FCEV is expected to be more competitive than a BEV for a journey of more than ~300 km. For trains, hydrogen is the cheapest clean solution if the rail line is not electrified, which avoids high capex. However, on electrified lines, electric trains are already cheaper than diesel and hydrogen trains.",
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      "text": "Lithium-ion batteries are suited for intra-day storage and frequency stabilization, whereas hydrogen is more suited for long-term seasonal storage.",
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      "text": "Power-to-molecule. Electrolyzer is built on a refinery or a chemicals production plant in addition to a SMR and provides hydrogen when electricity surplus is available. However, scalability is limited: electrolyzer (pilot plant) in the Wesseling refinery in Germany supplies only 1% of hydrogen needs to the refinery but could spare about 9 kgCO2 per kgH2 at a cost of about $120 to $150 per tCO2.",
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      "text": "Power-to-mobility. Hydrogen is produced on site at the refueling station. If overall LCOH drops down to $4 to $5 per kg, making it competitive with gasoline, the vehicle acquisition cost is expected to remain higher, increasing total cost of ownership. The CO2 abatement cost is $570 to $2,000 per tCO2 for passenger cars, $120 per tCO2 for buses, and $60 per tCO2 for trains.",
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      "text": "CO2 abatement cost: $60",
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      "text": "Indirect value creation, such as local job creation and grid stabilization, should be considered for hydrogen valuation. Hydrogen business solutions generally provide additional indirect value that are not considered in its economic assessment. Developing a hydrogen economy would require gaining economies of scale and developing large production hubs that could supply multiple applications. To prioritize investments, carbon abatement cost and carbon avoided, as well as favorable impact on local economies, could be used as metrics to assess hydrogen's relevance compared with other solutions.",
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      "text": "Lithium-ion batteries for electricity storage and mobility are the main competitor to hydrogen on its segments.",
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      "text": "Business models - Business cases (Section 4.2: pages 125–186)",
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      "text": "Most hydrogen business models require policy support, with heavy-duty transportation being the most promising one in the current context (2/2)",
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