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We present a comparison of solar thermal and solar electric cooling for a typical small office building exposed to two different European climates (Freiburg and Madrid). The investigation is based on load series for heating and cooling obtained previously from annual building simulations in TRNSYS. A conventional compression chiller is used as the reference system against which the solar options are evaluated with respect to primary energy savings and additional cost. A parametric study on collector and storage size is carried out for the solar thermal system to reach achieve the minimal cost per unit of primary energy saved. The simulated solar electric system consists of the reference system, equipped with a grid connected photovoltaic module, which can be varied in size. For cost comparison of the two systems, the electric grid is assumed to function as a cost-free storage. A method to include macroeconomic effects in the comparison is presented and discussed. Within the system parameters and assumptions used here, the grid coupled PV system leads to lower costs of primary energy savings than the solar thermal system at both locations. The presumed macroeconomic advantages of the solar thermal system, due to the non-usage of energy during peak demand, can be confirmed for Madrid

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This paper shows the results of an in-depth techno-economic analysis of the public transport sector in a small to midsize city and its surrounding area. Public battery-electric and hydrogen fuel cell buses are comparatively evaluated by means of a total cost of ownership (TCO) model building on historical data and a projection of market prices. Additionally, a structural analysis of the public transport system of a specific city is performed, assessing best fitting bus lines for the use of electric or hydrogen busses, which is supported by a brief acceptance evaluation of the local citizens. The TCO results for electric buses show a strong cost decrease until the year 2030, reaching 23.5% lower TCOs compared to the conventional diesel bus. The optimal electric bus charging system will be the opportunity (pantograph) charging infrastructure. However, the opportunity charging method is applicable under the assumption that several buses share the same station and there is a “hotspot” where as many as possible bus lines converge. In the case of electric buses for the year 2020, the parameter which influenced the most on the TCO was the battery cost, opposite to the year 2030 in where the bus body cost and fuel cost parameters are the ones that dominate the TCO, due to the learning rate of the batteries. For H2 buses, finding a hotspot is not crucial because they have a similar range to the diesel ones as well as a similar refueling time. H2 buses until 2030 still have 15.4% higher TCO than the diesel bus system. Considering the benefits of a hypothetical scaling-up effect of hydrogen infrastructures in the region, the hydrogen cost could drop to 5 €/kg. In this case, the overall TCO of the hydrogen solution would drop to a slightly lower TCO than the diesel solution in 2030. Therefore, hydrogen buses can be competitive in small to midsize cities, even with limited routes. For hydrogen buses, the bus body and fuel cost make up a large part of the TCO. Reducing the fuel cost will be an important aspect to reduce the total TCO of the hydrogen bus.