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This paper focuses on FuelCell-based electromobility (Commercial and Heavy-Duty Vehicles) to judge its ability to reduce GHG (Greenhouse Gas) emissions in the Transport sector as to fulfill Paris Agreement demands to struggle against Global warming. Current LCA studies and literature show that BEVs (Battery Powered Vehicles) offer lesser emissions...
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The major driver of global warming has been identified as the anthropogenic release of greenhouse gas (GHG) emissions from industrial activities. The quantitative monitoring of these emissions is mandatory to fully understand their effect on the Earth's climate and to enforce emission regulations on a large scale. In this work, we investigate the p...
Citations
... Regarding the LCA of trucks, most of the reviewed studies [30][31][32][33][34][35][36][37] included the full life cycle, covering vehicle production and EoL, and a Well-to-Wheel (WTW) analysis (Table S3). Wolff et al. focused on the production phase and provided a detailed approach for a scalable inventory for heavy-duty, long-haul trucks [38]. ...
... Our results for the GWP of the vehicles per tkm are lower compared to [31], in their case, with the European electricity mix, and to [37] (Table 6); however, this can be easily explained. Sacchi et al. and Tahir et al. include road construction and road wear emissions [31,37]. ...
... Our results for the GWP of the vehicles per tkm are lower compared to [31], in their case, with the European electricity mix, and to [37] (Table 6); however, this can be easily explained. Sacchi et al. and Tahir et al. include road construction and road wear emissions [31,37]. Additionally, Sacchi et al. consider a lower transport performance with a payload factor of 36% [31]. ...
Decarbonizing long-haul, heavy-duty transport in Europe focuses on battery-electric trucks with high-power chargers or electric road systems and fuel-cell-electric vehicles with hydrogen refueling stations. We present a comparative life cycle assessment and total cost of ownership analysis of these technologies for 20% of Germany’s heavy-duty, long-haul transport alongside internal combustion engine vehicles. The results show that fuel cell vehicles with on-site hydrogen have the highest life cycle emissions (65 Mt CO2e), followed by internal combustion engine vehicles (55 Mt CO2e). Battery-electric vehicles using electric road systems achieve the lowest emissions (21 Mt CO2e) and the lowest costs (EUR 45 billion). In contrast, fuel cell vehicles with on-site hydrogen have the highest costs (EUR 69 billion). Operational costs dominate total expenses, making them a compelling target for subsidies. The choice between battery and fuel cell technologies depends on the ratio of vehicles to infrastructure, transport performance, and range. Fuel cell trucks are better suited for remote areas due to their longer range, while integrating electric road systems with high-power charging could offer synergies. Recent advancements in battery and fuel cell durability further highlight the potential of both technologies in heavy-duty transport. This study provides insights for policymakers and industry stakeholders in the shift towards sustainable transport. The greenhouse gas emission savings from adopting battery-electric trucks are 54% in our high-power charging scenario and 62% in the electric road system scenario in comparison to the reference scenario with diesel trucks.
... Among the published case studies, six focus on Europe using different perspectives. Through an LCA, Tahir and Hussain [75] propose that, with the current German energy matrix, BEVs seem to present more advantages with fewer emissions and a better user driving experience when compared with FCEVs. However, a significant impact in the transport sector needs to happen to reduce the upcoming emissions in the future. ...
Road transportation is a significant source of CO2 emissions and energy demand. Consequently, initiatives are being promoted to decrease the sector's emissions and comply with the Paris agreement. This article synthesizes the available information about heavy-duty fuel cell trucks as their deployment needs to be considered a complementary solution to decreasing CO2 emissions alongside battery electric vehicles. A thorough evaluation of 95 relevant documents determines that the main research topics in the past ten years converge on public policies, hydrogen supply chain, environmental impact, drivetrain technology, fuel cell, and storage tank applications. The identified research gaps relate to expanding collaboration between institutions and governments in developing joint green macro policies focused on hydrogen heavy-duty trucks, scarce research about hydrogen production energy sources, low interest in documenting hydrogen pilot projects, and minimal involvement of logistic companies, which need to plan their diesel freight's conversion as soon as possible.
One option to reduce greenhouse gas (GHG) emissions from heavy-duty vehicles is switching to hydrogen as a fuel, which is converted in drive trains powered by fuel cells. In addition to the production of new hydrogen trucks, it is also possible to convert used diesel-powered trucks to hydrogen-powered vehicles. This paper aims to evaluate the environmental impact of a heavy-duty truck converted from diesel propulsion to a hydrogen fuel cell drive regarding life-cycle GHG emissions and mineral resource scarcity (MRS). This life cycle assessment focuses on the construction and end-of-life phases of the vehicle (first part) and on the entire life cycle, including the use phase (second part). The largest share of GHG emissions for the hydrogen-powered truck (first part) originates from the tank system and the chassis, specifically due to the materials reinforced plastics, steel, and aluminum. The fuel cell system is responsible for half of the MRS, mainly due to the used platinum, which, as well as steel, accounts for about one-third of the MRS. The hydrogen supply path is the most crucial factor determining the overall GHG emissions (second part). To reduce GHG emissions compared to a conventional diesel-driven truck, the share of renewable energy within the power mix has to be at least 61 %. The MRS increases with an increasing share of renewable energy within the power mix. To reduce GHG emission of a converted hydrogen-powered truck, the use of reinforced plastics and platinum should be minimized, thus contributing to more efficient use of mineral resources.
