Final report – Johan Cruijff ArenA Operational Pilot: Johan Cruijff ArenA Case Study

The Johan Cruijff ArenA (JC ArenA) is a big events location in Amsterdam, where national and international football matches, concerts and music festivals take place for up to 68,000 visitors. The JC ArenA is already one of the most sustainable, multi-functional stadia in the world and is realizing even more inspiring smart energy solutions for the venue, it’s visitors and neighbourhood. The JC ArenA presents a complex testbed for innovative energy services, with a consumption of electricity comparable to a district of 2700 households. Thanks to the 1 MWp solar installation on the roof of the venue, the JC ArenA already produces around 8% of the electricity it needs, the rest is by certified regional wind energy. Within the Seev4-City project the JC ArenA has invested in a 3 MW/2.8 MWh battery energy storage system, 14 EV charging stations and one V2G charging unit. The plan was to construct the 2.8 MWh battery with 148 2nd life electric car batteries, but at the moment of realisation there were not enough 2nd life EV batteries available, so 40% is 2nd life. The JC ArenA experienced compatibility issues installing a mix of new and second-life batteries. Balancing the second-life batteries with the new batteries proved far more difficult than expected because an older battery is acting different compared to new batteries. The EV-based battery energy storage system is unique in that it combines for the first time several applications and services in parallel. Main use is for grid services like Frequency Containment Reserve, along with peak shaving, back-up services, V2G support and optimization of PV integration. By integrating the solar panels, the energy storage system and the (bi-directional) EV chargers electric vehicles can power events and be charged with clean energy through the JC ArenA’s Energy Services. These and other experiences and results can serve as a development model for other stadiums worldwide and for use of 2nd life EV batteries. The results of the Seev4-City project are also given in three Key Performance Indicators (KPI): reduction of CO2-emission, increase of energy autonomy and reduction in peak demand. The results for the JC ArenA are summarised in the table below. The year 2017 is taken as reference, as most data is available for this year. The CO2 reductions are far above target thanks to the use of the battery energy storage system for FCR services, as this saves on the use of fossil energy by fossil power plants. Some smaller savings are by replacement of ICE by EV. Energy autonomy is increased by better spreading of the PV generated, over 6 instead of 4 of the 10 transformers of the JC ArenA, so less PV is going to the public grid. A peak reduction of 0.3 MW (10%) is possible by optimal use of the battery energy storage system during the main events with the highest electricity demand

Multi-Objective Techno-Economic-Environmental Optimisation of Electric Vehicle for Energy Services

Electric vehicles and renewable energy sources are collectively being developed as a synergetic implementation for smart grids. In this context, smart charging of electric vehicles and vehicle-to-grid technologies are seen as a way forward to achieve economic, technical and environmental benefits. The implementation of these technologies requires the cooperation of the end-electricity user, the electric vehicle owner, the system operator and policy makers. These stakeholders pursue different and sometime conflicting objectives. In this paper, the concept of multi-objective-techno-economic-environmental optimisation is proposed for scheduling electric vehicle charging/discharging. End user energy cost, battery degradation, grid interaction and CO2 emissions in the home micro-grid context are modelled and concurrently optimised for the first time while providing frequency regulation. The results from three case studies show that the proposed method reduces the energy cost, battery degradation, CO2 emissions and grid utilisation by 88.2%, 67%, 34% and 90% respectively, when compared to uncontrolled electric vehicle charging. Furthermore, with multiple optimal solutions, in order to achieve a 41.8% improvement in grid utilisation, the system operator needs to compensate the end electricity user and the electric vehicle owner for their incurred benefit loss of 27.34% and 9.7% respectively, to stimulate participation in energy services

SEEV4-City approach to KPI Methodology

SEEV4-City is an innovation project funded by the EU Interreg North Sea Region Programme. Its main objective is to demonstrate smart electric mobility and renewable energy solutions integration and share its learnings. The project must report on the results of 6 Operational Pilots (OPs) of the following three Key Performance Indicators (KPIs): A. Estimated CO2 reduction B. Estimated increase in energy autonomy C. Estimated Saving from Grid Investment Deferral The project aimed to establish a common methodology to calculate the contributions to the three main KPIs with significant level of detail and accuracy (where feasible). This was a collaborative exercise between Work package (WP) partners leading WP3-Intelligence (Data analysis, monitoring and simulation), WP4- Operational Pilots Implementation and Coordination and WP5-Policy and Business Case work packages and was done in consultation with the OP partners. The result of this effort is collated in this defined approach the KPI Methodology report. It is part of a collection of reports published by the project covering a variation of specific and cross-cutting analysis as well as different evaluation perspectives spanning the 6 operational pilots

On Beneficial Vehicle-to-Grid (V2G) Services

A number of studies have investigated the possibility of extending Electric Vehicle (EV) Lithium-ion battery life by deliberately choosing to store the battery at a low to moderate state of charge. Recently, there has been considerable interest shown in the scheme of a deliberate discharge and subsequent recharge of a battery to yield an overall reduction in battery degradation whilst carrying out Vehicle-to-Grid (V2G) services (so-called ‘beneficial V2G’). This paper presents an investigation of the conditions permitting successful operation of this method by examining incremental time variation of the relevant parameters for two types of cells from results of the same physical size and chemistry, and similar capacity. These two types of cells are found in this present analysis to offer differing degrees of suitability for beneficial V2G

Pharmacokinetics and pharmacodynamics of topotecan administered daily for 5 days every 3 weeks

Topotecan is a novel semisynthetic derivative of the anticancer agent camptothecin and inhibits the intranuclear enzyme topoisomerase I. The lactone structure of topotecan, which is in equilibrium with the inactive ringopened hydroxy acid, is essential for this activity. The open form predominates at physiological pH. We performed a pharmacokinetic, study as part of a phase I study in patients with various types of soli

Final report - Leicester City Hall Operational Pilot: V2B and V2G at Leicester City Hall – case study

This report provides evaluation of the SEEV4-City Operational Pilot at Leicester City Hall, in the city of Leicester, U.K. In cooperation with Cenex UK, a demonstration project was set up to evaluate the technical requirements and commercial benefits of V2B (Vehicle to Building) technology at Leicester City Hall, U.K. It is part of a collection of reports published by the project covering a variation of specific and cross-cutting analysis and evaluation perspectives and spans 6 operational pilots. This report is dedicated to the analysis of the pilot itself

Vehicle4 Energy Services (V4ES) Evaluation for Upscaling and Transnational potential: Assessing the potential of further roll-out of 8 differing V4(ES) solutions

This report is intended to collect, present, and evaluate the various solutions applied in individual operational pilots for their (upscaling and transnational transfer) potential, in terms of opportunities and barriers, over the short and long(er)-term. This is done by identifying the main characteristics of the solutions and sites and the relevant influencing factors at different local (dimension) contexts. The analysis provides insights in barriers but also opportunities and conditions for success across four main dimensions that make up the local context landscape. We consider two main roll-out scenarios: 1. Upscaling within the boundaries of the country where the operational pilot (OP) took place 2. Transnational Transfer relates to the potential for transferring a (V4)ES solution to any of the other three (project) countries There are several aspects within the four main dimensions that are cross-cutting for all four countries, either because EU legislation lies at its roots, or because market conditions are fairly similar for certain influencing factors in those dimension. Ultimately, both Smart Charging and V2X market are still in their relevant infancies. The solutions applied in various SEEV4-City pilots are relatively straightforward and simple in ‘smartness’. This helps the potential for adoption but may not always be the optimal solution yet. The Peak shaving or load/demand shifting solutions are viable options to reduce costs for different stakeholders in the (electricity) supply chain. The market is likely to mature and become much smarter in coming 5 – 10 years. This also includes the evolvement (or spin-offs) of the solutions applied in SEEV4-_City as well. At least in the coming (approximately) 5 years Smart Charging appears to have the better financial business case and potential for large scale roll-out with less (impactful) bottlenecks, but looking at longer term V2X holds its potential to play a significant role in the energy transition. A common denominator as primary barriers relates to existing regulation, standards readiness and limited market availability of either hardware or service offerings. SEEV4-City has published a significant collection of varying reports, many taking a specific focus. For more detailed information on, for example a particular solution at one of the OPs or more in-depth policy evaluation, please look into these additional reports. They can be found through the Interreg NSR or project specific website, or one of the partners of the project would be glad to provide them

Predicting outcome of internet-based treatment for depressive symptoms.

In this study we explored predictors and moderators of response to Internet-based cognitive behavioral therapy (CBT) and Internet-based problem-solving therapy (PST) for depressive symptoms. The sample consisted of 263 participants with moderate to severe depressive symptoms. Of those, 88 were randomized to CBT, 88 to PST and 87 to a waiting list control condition. Outcomes were improvement and clinically significant change in depressive symptoms after 8 weeks. Higher baseline depression and higher education predicted improvement, while higher education, less avoidance behavior and decreased rational problem-solving skills predicted clinically significant change across all groups. No variables were found that differentially predicted outcome between Internet-based CBT and Internet-based PST. More research is needed with sufficient power to investigate predictors and moderators of response to reveal for whom Internet-based therapy is best suited. © 2013 Copyright Society for Psychotherapy Research

Final report – Loughborough Operational Pilot: Loughborough V2H Operational Pilot Final report with extension of Burton-upon-Trent with V2G application

This is the final report of the SEEV4-City Operational Pilot (OP) in Loughborough and its second phase in Burton-upon-Trent, UK. It is part of a collection of reports published by the Smart, clean Energy and Electric Vehicles for the City (SEEV4-City) Project