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All sourcesNASA NTRSDOE OSTI
DOE OSTI2026

Circular economy pathways for decarbonizing aluminum and steel automotive body sheet components in the United States

Decarbonizing vehicle production is essential to reducing automotive sector emissions. This study quantifies greenhouse gas (GHG) emissions from aluminum and steel auto-body sheet components produced in the US. It evaluates the effectiveness of circular economy (CE) strategies (greater closed-loop recycling of pre-consumer scrap, post-consumer scrap, and increased manufacturing yields) to reduce supply chain emissions across different process technology and electricity grid decarbonization pathways. We combine dynamic material flow analysis (2025–2050) with cradle-to-gate life-cycle modeling to assess production emissions and the potential reductions associated with the CE strategies under frozen, moderate, and aggressive technology and grid decarbonization scenarios. Current emissions intensities are estimated at approximately 12.3 kg.CO₂eq/kg of aluminum and 4.3 kg.CO₂eq/kg of steel sheet embedded in the vehicle. Under the frozen decarbonization scenario and current levels of circularity, annual emissions attributable to US aluminum and steel auto-body sheet supply chains could rise by 54 % and 18 % respectively by 2050. Rapid deployment of the CE strategies can cut these annual emissions in 2050 by 52 % for aluminum and 44 % for steel. However, scrap quality constraints lead to saturation points, limiting these benefits unless addressed. Aggressive deployment of low-carbon production technologies and a low-carbon grid reduces the relative benefit of implementing the CE strategies; however, even under the aggressive technology and grid decarbonization scenario, the CE strategies reduce annual emissions by a further 23 %-54 % by 2050. These findings highlight the urgent need to integrate CE strategies into the sheet metal supply chain to support decarbonization efforts and help meet climate targets.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2024

Potential Adoption and Benefits of Co-Optimized Multimode Engines and Fuels for U.S. Light-Duty Vehicles

Exploring a diverse portfolio of technologies for decarbonization is crucial to understanding the potential impacts of different technological solutions and their associated environmental implications. Using high-octane, high-sensitivity biofuel blends in co-optimized multimode engines can increase engine efficiency and reduce vehicle emissions. Here, the multimode engine research focuses on the benefits of light-duty vehicle engines, which can operate in multiple modes depending on the vehicle's load. Low-temperature combustion can improve efficiency and reduce emissions (such as those from oxides of nitrogen and particulate matter) during low-load operation, while spark ignition performance is maintained in high-load operation. These advanced engines can be optimized to run on blends of biobased fuels. This analysis models scenarios for potential market adoption of co-optimized multimode vehicles fueled by three different bioblendstocks: ethanol, isopropanol, and isobutanol. An integrated modeling approach is used to forecast the energy and environmental impacts of the deployment of co-optimized multimode vehicles and fuels in the light-duty sector over the 2020-to-2050 time horizon. The multidisciplinary approach combines vehicle sales modeling, system dynamics modeling of the biorefining industry, and life cycle assessment to estimate the emissions and energy benefits. The models consider market forces such as consumer preferences for vehicle attributes, biofuel supply and demand dynamics subject to biorefinery capacity build-out and bioresource constraints, and forecasted changes to the U.S. bulk energy system over time. Market adoption of co-optimized vehicles is evaluated across a wide parameter space for incremental vehicle cost and engine efficiency improvement. This analysis reveals that the deployment of co-optimized multimode fuels and vehicles results in up to a 5% reduction in annual sector-wide life cycle greenhouse gas (GHG) emissions by 2050, relative to a business-as-usual scenario, but is also indicates environmental trade-offs, such as higher life cycle water-use. Emission benefits could potentially increase beyond 2050, as the new technologies penetrate the market and gain a foothold. Results also show that, under certain circumstances, vehicles with engines co-optimized for use with high-octane, high-sensitivity biofuel blends can be cost-competitive with conventional gasoline, while reducing GHG emissions. Our modeling results indicate that co-optimized multimode fuels and engines can be strategically leveraged in tandem with electrification to decarbonize the light-duty sector. Co-optimized vehicles could play a role in the early years of the time horizon, while electric vehicles (EVs) could become more competitive in the later years, highlighting the complementary benefits of these technologies for GHG reductions.

Oke, Doris↗
DOE OSTI2025

Transforming US agriculture for carbon removal with enhanced weathering

Abstract Enhanced weathering (EW) with agriculture uses crushed silicate rocks to drive carbon dioxide removal (CDR) 1,2 . If widely adopted on farmlands, it could help achieve net-zero emissions by 2050 2–4 . Here we show, with a detailed US state-specific carbon cycle analysis constrained by resource provision, that EW deployed on agricultural land could sequester 0.16–0.30 GtCO 2 yr −1 by 2050, rising to 0.25–0.49 GtCO 2 yr −1 by 2070. Geochemical assessment of rivers and oceans suggests effective transport of dissolved products from EW from soils, offering CDR on intergenerational timescales. Our analysis further indicates that EW may temporarily help lower ground-level ozone and concentrations of secondary aerosols in agricultural regions. Geospatially mapped CDR costs show heterogeneity across the USA, reflecting a combination of cropland distance from basalt source regions, timing of EW deployment and evolving CDR rates. CDR costs are highest in the first two decades before declining to about US$100–150 tCO 2 −1 by 2050, including for states that contribute most to total national CDR. Although EW cannot be a substitute for emission reductions, our assessment strengthens the case for EW as an overlooked practical innovation for helping the USA meet net-zero 2050 goals 5,6 . Public awareness of EW and equity impacts of EW deployment across the USA require further exploration 7,8 and we note that mobilizing an EW industry at the necessary scale could take decades.

Science & Technology - Other Topics↗
DOE OSTI2025

Driving the grid forward: How electric vehicle adoption shapes power system infrastructure and emissions

We model the effect of plug-in electric vehicle (EV) adoption on U.S. power system generator capacity investment, operations, and emissions through 2050 by estimating power systems outcomes under a range of EV adoption trajectory scenarios. Our EV adoption scenarios are informed by 1) an Energy Information Administration scenario with no policy intervention, 2) EV growth expected under the Inflation Reduction Act (IRA), 3) a Biden Administration 50% EV sales target by 2030, 4) the Environmental Protection Agency’s projections under vehicle emissions standards, and 5) the International Energy Agency’s roadmap to Net Zero by 2050. We find across these scenarios that increasing EV adoption induces investment in new wind, solar, storage, and natural gas capacity, affecting power generation mix and emissions. The net effect of increasing EV adoption beyond our IRA base case is to increase power sector emissions by about 5 mtCO 2 eq per EV-year in 2026 (comparable to displaced gasoline vehicle combustion emissions), but this effect rapidly drops to annual levels below 1 mtCO 2 eq per EV-year by 2032 and continues below this level through 2050. Consequential effects of EV adoption vary regionally, with most regions primarily increasing wind or solar capacity and some regions primarily increasing natural gas capacity, even in 2050. Our national emissions estimates per EV-year are relatively robust to the level of EV adoption beyond our baseline and to variation in assumptions about power systems, EV behavior, and policy.

Science & Technology - Other Topics↗
DOE OSTI2023

U.S. State Renewables Portfolio & Clean Electricity Standards: 2023 Status Update [Slides]

This report provides an overview and status update on U.S. state renewables portfolio standards (RPS) and has been expanded from previous editions to also cover 100% clean electricity standards (CES) adopted by a growing number of states. The report, published in slide-deck form along with accompanying data files, describes recent legislative revisions, key policy design features, compliance with interim targets, past and projected impacts on clean electricity development, and compliance costs. The 2023 edition presents historical data through year-end 2022 and projections out to 2050. Key trends from this edition of the report include the following: -Evolution of state RPS and CES programs: States continue to refine and revise their RPS policies, often by adopting higher targets and/or broader CES policies. Among the 29 states plus DC with an RPS, 16 states have RPS targets of at least 50% of retail sales, and 17 states have a 100% CES or RPS target. -Historical impacts on renewables development: Roughly half of all growth in U.S. renewable electricity (RE) generation and capacity since 2000 is associated with state RPS requirements, though that percentage has declined in recent years, representing 30% of all U.S. RE capacity additions in 2022. Within some regions, particularly the Northeast and Mid-Atlantic, RPS policies play a more central role in motivating RE growth. -Future RPS and CES demand and incremental needs: RPS and CES policies will require roughly 300 terawatt-hours (TWh) of additional clean electricity supply by 2030 and 800 TWh by 2050, requiring total U.S. non-hydro RE generation to reach 28% of electricity sales by 2050 (compared to 17% today). This amounts to roughly one-quarter of EIA’s projected RE growth through 2050. -RPS target achievement to-date: States have generally met their interim RPS targets in recent years, with only a few exceptions reflecting unique, state-specific issues. Most CES targets are not yet in force. -Renewable energy certificate (REC) pricing trends: Prices for NEPOOL Class I RECs remained at roughly $\$40$ /MWh over the past year, just below alternative compliance payment (ACP) rates in the larger state markets, while PJM Tier I REC prices continued to rise, reaching $\$30$ /MWh by year-end. Prices for solar RECs (or SRECs) remained relatively stable, and continue to exhibit wide variation across states, with the highest prices ($\$200-450$ /MWh) in NJ, MA, and DC. -RPS compliance costs: RPS compliance costs average roughly 3.5% of retail electricity bills across RPS states, though vary widely from state to state, with the highest costs (8-12% of retail bills) in states with solar carve-outs and high SREC prices.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
NASA NTRS1999

Increasing CO2 Coupled with Other Anthropogenic Perturbations: Effects on Ozone and Other Trace Gases

The GSFC 2D interactive chemistry-radiation-dynamics model has been used to study the effects on stratospheric trace gases of past and future CO2 increases coupled with changes in CFC'S, methane, and nitrous oxide. Previous simulations with the GSFC model showed that the stratospheric cooling calculated to result from doubling atmospheric CO2 would lead, in the absence of a growth of other anthropogenic gases, to a decrease in upper stratospheric NO(y) of roughly 15%. This work has been extended to simulate changes in stratospheric chemistry and dynamics occurring between the years 1960 and 2050. The simulations have been carried out with and without changes in CO2. In the low latitude upper stratosphere ozone is predicted to be 10% greater in 2050 than in 1990 when increased CO2 is included, compared with an increase of only 2% without the inclusion of CO2. In the low latitude lower stratosphere, ozone is predicted to decrease by about 1% between 1990 and 2050 when CO2 changes are taken into account, in contrast to an approximate 3% increase when they are not. The simulated behavior of water vapor is another example of the coupled responses. Between 1990 and 2050 low latitude water vapor is predicted to increase by 4% and 2% in the upper and lower stratosphere, respectively, without the inclusion of CO2 increases. with the inclusion of CO2 changes, the water vapor increases are predicted to be roughly 12% and 8%, for the upper and lower stratosphere, respectively.

Rosenfield, J. E.↗
NASA NTRS2021

Present and future aerosol impacts on Arctic climate change in the GISS-E2.1 Earth system model

The Arctic is warming 2 to 3 times faster than the global average, partly due to changes in short-lived climate forcers (SLCFs) including aerosols. In order to study the effects of atmospheric aerosols in this warming, recent past (1990–2014) and future (2015–2050) simulations have been carried out using the GISS-E2.1 Earth system model to study the aerosol burdens and their radiative and climate impacts over the Arctic (>60°N), using anthropogenic emissions from the Eclipse V6b and the Coupled Model Intercomparison Project Phase 6 (CMIP6) databases, while global annual mean greenhouse gas concentrations were prescribed and kept fixed in all simulations. Results showed that the simulations have underestimated observed surface aerosol levels, in particular black carbon (BC) and sulfate (SO2−4), by more than 50 %, with the smallest biases calculated for the atmosphere-only simulations, where winds are nudged to reanalysis data. CMIP6 simulations performed slightly better in reproducing the observed surface aerosol concentrations and climate parameters, compared to the Eclipse simulations. In addition, simulations where atmosphere and ocean are fully coupled had slightly smaller biases in aerosol levels compared to atmosphere-only simulations without nudging. Arctic BC, organic aerosol (OA), and SO2−4 burdens decrease significantly in all simulations by 10 %–60 % following the reductions of 7 %–78 % in emission projections, with the Eclipse ensemble showing larger reductions in Arctic aerosol burdens compared to the CMIP6 ensemble. For the 2030–2050 period, the Eclipse ensemble simulated a radiative forcing due to aerosol–radiation interactions (RFARI) of −0.39 ± 0.01 W/sq. m, which is −0.08 W/sq. m larger than the 1990–2010 mean forcing (−0.32 W/sq. m), of which −0.24 ± 0.01 W/sq. m was attributed to the anthropogenic aerosols. The CMIP6 ensemble simulated a RFARI of −0.35 to −0.40 W/sq. m for the same period, which is −0.01 to −0.06 W/sq. m larger than the 1990–2010 mean forcing of −0.35 W/sq. m. The scenarios with little to no mitigation (worst-case scenarios) led to very small changes in the RFARI, while scenarios with medium to large emission mitigations led to increases in the negative RFARI, mainly due to the decrease in the positive BC forcing and the decrease in the negative SO2−4 forcing. The anthropogenic aerosols accounted for −0.24 to −0.26 W/sq. m of the net RFARI in 2030–2050 period, in Eclipse and CMIP6 ensembles, respectively. Finally, all simulations showed an increase in the Arctic surface air temperatures throughout the simulation period. By 2050, surface air temperatures are projected to increase by 2.4 to 2.6 °C in the Eclipse ensemble and 1.9 to 2.6 °C in the CMIP6 ensemble, compared to the 1990–2010 mean. Overall, results show that even the scenarios with largest emission reductions leads to similar impact on the future Arctic surface air temperatures and sea-ice extent compared to scenarios with smaller emission reductions, implying reductions of greenhouse emissions are still necessary to mitigate climate change.

Aerosols↗
NASA NTRS2017

A Vision for Ice Giant Exploration

From Voyager to a Vision for 2050: NASA and ESA have just completed a study of candidate missionsto Uranus and Neptune, the so-called ice giant planets. It is a Pre-Decadal Survey Study, meant to inform the next Planetary Science Decadal Survey about opportunities for missions launching in the 2020's and early 2030's. There have been no space flight missions to the ice giants since the Voyager 2 flybys of Uranus in 1986 and Neptune in 1989. This paper presents some conclusions of that study (hereafter referred to as The Study), and how the results feed into a vision for where planetary science can be in 2050. Reaching that vision will require investments in technology andground-based science in the 2020's, flight during the 2030's along with continued technological development of both ground- and space-based capabilities, and data analysis and additional flights in the 2040's. We first discuss why exploring the ice giants is important. We then summarize the science objectives identified by The Study, and our vision of the science goals for 2050. We then review some of the technologies needed to make this vision a reality.

2050↗
DOE OSTI2023

Long-term carbon intensity reduction potential of K-12 school buildings in the United States

School buildings have a great potential for carbon emission reduction since their annual emission is about 72 million metric tons. Currently, more than 30% of school buildings were built before 1960 and are underperforming. To effectively reduce carbon emissions via school building retrofits, it is critical for policymakers to understand the carbon intensity reduction potential of retrofitting school buildings in different regions. Hence, this study develops a method to comprehensively assess the long-term carbon intensity reduction potential of aggregated commercial buildings on a county-by-county basis in the continental U.S. We apply this method to the K-12 school buildings including primary and secondary school buildings. Here, this paper predicts the carbon intensity reduction potential of K-12 school buildings with eight building retrofit measures from 2022 to 2050 in the continental U.S. The results reveal several interesting findings: (1) In the approximately 3,000 counties of the U.S. from 2022 to 2050, the carbon intensity reduction potential of retrofitting K-12 school buildings in each county ranges from 0.41 kg/m 2 to 40.00 kg/m 2 . (2) Even in the same climate zone, the trends of carbon intensity reduction potential from 2022 to 2050 are different depending on their electricity sources. For example, in a hot and humid climate zone, the carbon intensity reduction potential in Florida will decrease from 2044 to 2048. However, in Mississippi, the carbon intensity reduction potential from 2044 to 2046 will increase due to the termination of the nuclear energy usage. (3) Generally, reducing lighting power density leads to more carbon intensity reduction in most states, but it might not be applicable for states with high clean energy penetration, such as Washington.

32 ENERGY CONSERVATION, CONSUMPTION, AND UTILIZATI↗
DOE OSTI2022

Technology, technology, technology: An integrated assessment of deep decarbonization pathways for the Canadian oil sands

As a party to the Paris Agreement, Canada has an ambitious climate target of net-zero emissions by 2050. The country also holds the world's third largest oil reserves in the Alberta oil sands. Given increasing emissions from the oil sands sector, achieving Canada's net-zero target requires significant oil sands decarbonization. If, while phasing out fossil fuels, there is still a demand for Canadian oil sands, then the decarbonization of the resource production process becomes crucial. In this study, we use an enhanced version of the Global Change Analysis Model (GCAM) with a detailed unconventional oil sector for Canada, including mining and in situ resources. We ask, what is the future of the oil sands sector in deeply decarbonized global and Canadian economies? We address this question under four mitigation scenarios with varying global net-zero GHG emissions constraints, three additional representative lower carbon extraction technologies available for the oil sands sector, as well as global direct air capture (DAC) deployment. We find that lower carbon technology deployment allows a 20%–44% increase in oil sands production by 2050 for scenarios with net-zero GHG emissions in 2100 or 2075. DAC helps maintain oil sands production in the most ambitious global decarbonization scenario (net-zero GHG by 2050), without which low international oil demand makes Canadian oil sands production uncompetitive. Canadian oil sands production thus depends highly on the availability of lower carbon extraction technologies and international oil demand, which to a certain extent relies on the availability and global deployment of negative emissions technologies.

04 OIL SHALES AND TAR SANDS↗
DOE OSTI2025

Total cost of ownership of vehicle electrification and fuel switching options for light-duty and heavy-duty vehicles

Projecting the transition from combustion engines to battery-based powertrains is complex becuase it involves numerous interdependent decisions. This study estimates total cost of ownership (TCO) to assess the economic viability of powertrain electrification, focusing exclusively on advances in vehicle and fuel technologies. Under two bounding technology-progress scenarios, we develop vehicle designs and fuel cost trajectories, which serve as inputs to TCO projections for selected classes from 2021 to 2050. We analyzed a small sport utility vehicle (SUV) to represent the light-duty vehicle (LDV) sector, and four medium- and heavy-duty vehicle (MHDV) classes: Class 6 box delivery, Class 8 drayage, Class 8 long-haul, and Class 8 transit bus. For each class, we compared the TCO of battery electric vehicles (BEVs) and fuel cell hybrid electric vehicles (FCHEVs) against conventional internal combustion engine vehicles (ICEVs). The results show that modern ICEVs generally have lower TCO; however, BEVs and FCHEVs could match or have lower TCOs than ICEVs over time, depending on technological progress. In LDVs, BEV300 is projected to deliver the lowest TCO by 2050, particularly under the high-progress scenario. In MHDVs, both BEVs and FCHEVs could become more cost-competitive than ICEVs by 2050 in the high-progress case. Beyond these results, the findings suggest further investigation is warranted for BEV charging infrastructure, FCHEV hydrogen refueling infrastructure, and MHDV charging strategies. In conclusion, these factors could reduce the fuel-cost share of TCO and enhance the competitiveness of BEVs and FCHEVs relative to ICEVs.

Battery electric vehicle↗
DOE OSTI2022

Quantifying policy gaps for achieving the net-zero GHG emissions target in the U.S. light-duty vehicle market through electrification

The U.S. light-duty vehicle (LDV) industry, a major greenhouse gas (GHG) emitting sector, is embracing decarbonization. Considering only electrification pathways, this study uses publicly-available tools – MA3T and VISION on vehicle market penetration, fleet accounting and life-cycle analysis to quantify the policy gaps for LDVs to achieve the net-zero GHG emissions target in nine vehicle penetration cases under two electricity mix scenarios, including the U.S. administration's decarbonization strategy – 100% clean electricity by 2035. The MA3T model is a multinomial discrete choice model for market share projection by vehicle technology, and the VISION is a vehicle stocks and GHG emissions projection model by using vehicle and travel characteristics. This study projects the impacts of technology and policy enforcement on shaping the dynamics and decarbonization of the LDV market. Additionally, achieving the expected improvement of battery technology and charging infrastructure is critical but can only reduce the 2050 GHG emissions to 48–54% of the 2020 level under the electricity renewable mix scenario. It is almost impossible to achieve a 100% battery electric vehicle stock by 2050 and the 2050 net-zero target in the LDV industry unless ban of internal combustion engine technology is implemented starting in 2035 and under the 2035 100% clean electricity scenario. These extreme conditions also sacrifice most from the consumer welfare perspective. A greater policy forcing intensity accelerates plug-in electric vehicle penetration, while with declining marginal effect and reduced consumer welfare. Among the investigated policy scenarios, the policy forcing intensity equivalent to a fuel tax of $1–2 per gasoline gallon reduces the most GHG emissions while keeping a positive consumer welfare.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Impacts of future nuclear power generation on the international monitoring system

Many countries are considering nuclear power as a means of reducing greenhouse gas emissions, and the IAEA (IAEA, 2022) has forecasted nuclear power growth rates up to 224% of the 2021 level by 2050. Nuclear power plants release trace quantities of radioxenon, an inert gas that is also monitored under international agreements as a signature of nuclear weapons tests. To better understand how nuclear energy growth (and resulting Xe emissions) could affect this global nonproliferation architecture, we modeled daily releases of radioxenon isotopes used for nuclear explosion detection in the International Monitoring System (IMS) that is part of the Comprehensive Nuclear Test-Ban Treaty: 131m Xe, 133 Xe, 133m Xe, and 135 Xe to examine the change in the number of radioxenon detections as compared to the 2021 detection levels. If a 40-station IMS network is used, the detections of 133 Xe in 2050 would range from 82% for the low-power scenario to 195% for the high-power scenario, compared to the detections in 2021. If an 80-station IMS network is used, the detections of 133 Xe in 2050 would range from 83% of the 2021 detection rate for the low-power scenario to 209% for the high-power scenario. Essentially no detections of 131m Xe and 133m Xe are expected. The high growth scenario could lead to a six-fold increase in 135 Xe detections, but the total number of detections is still small (on the order of 1 detection per day in the entire network).

22 GENERAL STUDIES OF NUCLEAR REACTORS↗
DOE OSTI2023

Demand-side solutions in the US building sector could achieve deep emissions reductions and avoid over $100 billion in power sector costs

Buildings are energy-intensive and a primary source of US end-use sector carbon emissions. Although building emissions today are 25% below their 2005 peak, far deeper reductions are needed to reach the US 2050 net-zero emissions goal. However, plausible decarbonization pathways that consider both buildings and their interactions with the power grid remain poorly understood. Here, we couple detailed modeling of building energy use and the grid to quantify building decarbonization potential and associated grid impacts. We find up to a 91% reduction in building CO 2 emissions from 2005 levels by 2050 using a portfolio of building efficiency, demand flexibility, and electrification measures alongside rapid grid decarbonization. Building efficiency and flexibility could generate up to $107 billion in annual power system cost savings by 2050, offsetting over a third of the incremental cost of full grid decarbonization. Our results underscore multiple benefits of demand-side solutions for deep decarbonization of US buildings.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2023

Exploring decarbonization pathways for USA passenger and freight mobility

Abstract Passenger and freight travel account for 28% of U.S. greenhouse gas (GHG) emissions today. We explore pathways to reduce transportation emissions using NREL’s TEMPO model under bounding assumptions on future travel behavior, technology advancement, and policies. Results show diverse routes to 80% or more well-to-wheel GHG reductions by 2050. Rapid adoption of zero-emission vehicles coupled with a clean electric grid is essential for deep decarbonization; in the median scenario, zero-emission vehicle sales reach 89% for passenger light-duty and 69% for freight trucks by 2030 and 100% sales for both by 2040. Up to 3,000 terawatt-hours of electricity could be needed in 2050 to power plug-in electric vehicles. Increased sustainable biofuel usage is also essential for decarbonizing aviation (10–42 billion gallons needed in 2050) and to support legacy vehicles during the transition. Managing travel demand growth can ease this transition by reducing the need for clean electricity and sustainable fuels.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Climate change and its influence on water systems increases the cost of electricity system decarbonization

The electric sector simultaneously faces two challenges: decarbonization to mitigate, and adaptation to manage, the impacts of climate change. In many regions, these challenges are compounded by an interdependence of electricity and water systems, with water needed for hydropower generation and electricity for water provision. Here, we couple detailed water and electricity system models to evaluate how the Western Interconnection grid can both adapt to climate change and develop carbon-free generation by 2050, while accounting for interactions and climate vulnerabilities of the water sector. We find that by 2050, due to climate change, annual regional electricity use could grow by up to 2% from cooling and water-related electricity demand, while total annual hydropower generation could decrease by up to 23%. To adapt, we show that the region may need to build up to 139 GW of additional generating capacity between 2030 and 2050, equivalent to nearly thrice California's peak demand, and could incur up to $\$$150 billion (+7%) in extra costs.

13 HYDRO ENERGY↗
DOE OSTI2023

Scaling Up CSP: How Long Will it Take?

Concentrating solar power (CSP) is one of the few scalable technologies capable of delivering dispatchable renewable power. Therefore, many expect it to shoulder a significant share of system balancing in a renewable electricity future powered by cheap, intermittent PV and wind power: the IEA, for example, projects 73 GW CSP by 2030 and several hundred GW by 2050 in its Net-Zero by 2050 pathway. In this paper, we assess how fast CSP can be expected to scale up and how long time it would take to get new, high-efficiency CSP technologies to market, based on observed trends and historical patterns. We find that to meaningfully contribute to net-zero pathways the CSP sector needs to reach and exceed the maximum historical annual growth rate of 30%/year last seen between 2010-2014 and maintain it for at least two decades. Any CSP deployment in the 2020s will rely mostly on mature existing technologies, namely parabolic trough and molten-salt towers, but likely with adapted business models such as hybrid CSP-PV stations, combining the advantages of higher-cost dispatchable and low-cost intermittent power. New third-generation CSP designs are unlikely to play a role in markets during the 2020s, as they are still at or before the pilot stage and, judging from past pilot-to-market cycles for CSP, they will likely not be ready for market deployment before 2030. CSP can contribute to low-cost zero-emission energy systems by 2050, but to make that happen, at the scale foreseen in current energy models, ambitious technology-specific policy support is necessary, as soon as possible and in several countries.

concentrated solar power↗
DOE OSTI2023

Coordinating the electric vehicle transition and electricity grid decarbonization in the U.S. is not essential to achieving substantial long-term carbon dioxide emissions reductions

Abstract How quickly the US can decarbonize light-duty vehicle (LDV) transportation depends on the rates of change of electric vehicle (EV) sales, stock turnover, and grid decarbonization. We build a stock turnover model to assess how sensitive achieving 2050 LDV decarbonization targets is to these rates. We estimate carbon dioxide (CO 2 ) reductions of 70%–85% by 2050, including emissions from vehicles and upstream electricity generation, provided that new vehicle sales transition to 100% EVs and substantial grid decarbonization are accomplished by 2050. This result is robust to continuation of long-term trends of increasing vehicle longevity, and to whether the timing of EV sales growth and grid decarbonization are coordinated. If the two key goals are met, the annual contribution of EV electricity use to CO 2 emissions will be small over the entire period.

Leard, Benjamin↗