Fuel cell drive for urban freight transport in comparison to diesel and battery electric drives: a case study of the food retailing industry in Berlin

European Transport Research Review

卷:14

Anne Magdalene Syré¹  Dietmar Göhlich¹  Alexander Grahle¹  John Kenneth Winkler¹  Kai Martins-Turner² 

[1]Chair of Methods for Product Development and Mechatronics, Technische Universität Berlin

[2]|Chair of Transport Systems Planning and Transport Telematics, Technische Universität Berlin

关键词: Urban freight transport;    Multi agent;    Vehicle routing problem;    Decarbonization;    Fuel cell electric vehicles;    Well to wheel;   

DOI  :  10.1186/s12544-022-00525-6

来源: DOAJ

【 摘 要 】

Abstract The option of decarbonizing urban freight transport using battery electric vehicle (BEV) seems promising. However, there is currently a strong debate whether fuel cell electric vehicle (FCEV) might be the better solution. The question arises as to how a fleet of FCEV influences the operating cost, the greenhouse gas (GHG) emissions and primary energy demand in comparison to BEVs and to Internal Combustion Engine Vehicle (ICEV). To investigate this, we simulate the urban food retailing as a representative share of urban freight transport using a multi-agent transport simulation software. Synthetic routes as well as fleet size and composition are determined by solving a vehicle routing problem. We compute the operating costs using a total cost of ownership analysis and the use phase emissions as well as primary energy demand using the well to wheel approach. While a change to BEV results in 17–23% higher costs compared to ICEV, using FCEVs leads to 22–57% higher costs. Assuming today’s electricity mix, we show a GHG emission reduction of 25% compared to the ICEV base case when using BEV. Current hydrogen production leads to a GHG reduction of 33% when using FCEV which however cannot be scaled to larger fleets. Using current electricity in electrolysis will increase GHG emission by 60% compared to the base case. Assuming 100% renewable electricity for charging and hydrogen production, the reduction from FCEVs rises to 73% and from BEV to 92%. The primary energy requirement for BEV is in all cases lower and for higher compared to the base case. We conclude that while FCEV have a slightly higher GHG savings potential with current hydrogen, BEV are the favored technology for urban freight transport from an economic and ecological point of view, considering the increasing shares of renewable energies in the grid mix.

【 授权许可】

Unknown