As renewable energy explodes worldwide and displaces legacy power generation systems, stationary energy storage will be implemented with increasing regularity to allow electrical systems to operate more efficiently with lower prices, fewer emissions and increased reliability.  Because of this, the energy storage market is expected to grow from 172MW in 2014 to 12,147MW in 2024, according to Navigant Research. So it is only natural that companies across the globe are scrambling to get their piece of this rapidly growing pie. To date, the vast majority of the entries into the energy storage market have depended on lithium-based battery chemistry, but, the idea that lithium-ion is the technological and economic front-runner in the stationary storage space is a myth that is in dire need of de-bunking.

One size battery does not fit all

Manufacturers of lithium-ion batteries for EVs and handheld electronics would naturally like to apply their technology that was designed with only one application in mind – high energy density – to large-scale energy storage. But just because it is right for your phone, laptop, or hoverboard, it doesn’t mean lithium is the right chemistry for far more demanding, higher energy uses. Lithium-ion’s high energy density is useful for personal electronics where (smaller) size matters, but for stationary storage applications that need to have the ability to handle high power and/or long duration applications multiple times a day, a far more versatile, robust energy storage system is required.

Zinc-iron flow batteries utilise one native platform to perform both energy services (measured in kilowatt hours) which involve longer, steady discharge of the battery at lower power and power services (measured in kilowatts) which is a rapid discharge at higher power. To perform the same functions using  lithium-based storage, you’d need two complete systems; one for power, one for energy. This is because   one type of lithium cell is used for power applications and a different type of lithium cell is needed for energy services and a single storage system cannot accommodate both. Duration, cycle life, versatility, and overall battery life are areas where the chemistry and design of lithium-ion energy storage systems don’t stack up to zinc-iron battery stacks.

Battery manufacturers list capacity for energy and power, but manufacturers’ specifications generally state that lithium-ion should not be discharged below 20% state of charge (SOC). This means that the available power is actually only around 80% of the initial power rating. A redox flow battery, on the other hand, has access to 100% of its capacity at full state of charge for 20 years.

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A person could be forgiven for thinking that all the hoopla in the business press about Tesla Motors Inc. (TSLA) has raised Americans’ awareness of battery electric vehicles (EVs) and other plug-in hybrid electric vehicles (PHEVs). Forgiven, yes, but still wrong. Badly wrong.

A recent survey by strategy consulting firm Altman Vilandrie & Company discovered that 60% of Americans don’t even know that EVs exist. A full 80% have never ridden in one.

There was also some good news. According to the survey, 60% of respondents who had driven or ridden in an EV “enjoyed” the experience compared with just 8% who did not. Survey co-director Moe Kelley told NGTNews:

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While the EV adoption rate is low, there are signs of strong latent demand in the marketplace. The auto industry still needs to make more low-priced models available to consumers, as well as finding a way for more drivers to try out an EV. If those things happen, we should see the EV adoption rate accelerate.

General Motors Co. (GM) began delivering its 2017 Chevy Bolt to dealer showrooms in December. The all-electric Bolt has an advertised range of 238 miles on a single battery charge and sticker price of $37,500. Tesla’s Model 3, due out later this year, is expected to have a range of 215 miles and a base-model sticker price of around $35,000. Previous EVs have been priced higher, usually double or more than the Bolt or the Model 3.

The average U.S. new car price in 2016 was $34,077 according to Edmunds.com, and the analysts there expect the average to rise to $35,000 in 2017. With federal and state incentives, the Bolt’s price could drop to around $29,000. Tesla CEO Elon Musk has said a normally equipped Model 3’s would run about $45,000, before incentives.

So, the price is right, or getting there in Tesla’s case. But have we seen a single ad promoting the Bolt? Will we?

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To Steve Yates, the best thing about his new Tesla Powerwall is that he doesn’t have to worry anymore about the lights going out during a storm. Or maybe it’s how cool an addition it is to the entryway of his house in Monkton, Vermont.

“I’ve always wanted to have a backup power source,” said Yates, who was without electricity for 36 hours during Hurricane Irene in 2011. He also admires the Powerwall’s sleek white contours. “It’s kind of art-deco looking.”

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The batteries developed for the high demands of all-electric Mercedes-Benz cars are finding a new application as in-home energy storage units. Sound familiar? Yeah, it’s a lot like the Tesla Powerwall.

Mercedes-Benz parent company Daimler AG announced that the storage units are being manufactured by its subsidiary Deutsche ACCUMOTIVE (Daimler has a real love of all caps). The batteries are being sold, installed and supported by partners like utility and solar tech companies. That makes sense, because the storage units are usually installed along with solar panels. The units are already available in Germany, and Mercedes says it will be expanding the program internationally.

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Late last year, General Motors (NYSE:GM) inadvertently set off a mild media storm (well, at least within the EV community) when it explicitly stated that its EV battery cell costs were already as low as $145/kWh. The large automaker touted that tidbit in a slide deck during its Global Business Conference.

Battery partner LG Chem was not amused though, since $/kWh is an incredibly important number that companies like to keep proprietary due to competitive sensitivities. In disclosing the actual figure, LG Chem’s other customers might start trying to negotiate favorable pricing as well, since other customers were reportedly paying over $100/kWh more than General Motors.

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