Maas, ReneKrjutškov, KasparPakosta, Robert2023-05-122023-05-122023-05-12https://dspace.tktk.ee/handle/20.500.12863/4707Antud uurimus viidi läbi, et selgitada välja kas TLT liinide 7 ja 65 bussid asendada elektri- või vesinikbussidega. Uurimuse läbiviimise ajal oli antud liinidel kasutusel diisel- ja gaasibussid. TLT-l on vaja vahetada välja just diiselbusse, kuna Euroopa Liidu direktiivi kohasel peab olema aasta 2025 lõpuks 15,5% bussipargist null-emissioonidega busse ja 2030 lõpuks 21,5%. Välja selgitamaks kumb null-emissiooniga buss oleks mõistlikum võtta kasutusele, võrreldi mõlemat lahendust kolmest aspektist: logistika, rahalised kulud ja CO2 heitgaaside kogus. Lisaks uute bussiliikide omavahelisele võrdlusele, lisas autor võrdlusesse ka 2023 kevadel kasutusel olevad variandid, ehk diisel- ja gaasibussid. Tulemusena selgus, et vesinikbusside rahalised kulud on igas aspektist suuremad, kui elektribussidel. Elektribussidel on ilmastiku mõju tõttu akudele vaja pantograaflaadijaid lõpp-peatustesse, et ka talviti saaks kogu teepikkus probleemideta läbitud. Kuid vesinikbusside soetuskulud olid nii suured, et need ületasid ka ekstra trafode ja pantograaflaadijate kulusi elektribussidele. Kõige suurem rahaline erinevus tuli kütusest. Vesinikbusside kütus kilomeetri kohta on üle nelja korra kallim. Kogukulud kaheksale elektribussile (neli tükki liinile nr 7 ja neli tükki liinile nr 65) tulid 15 aasta peale 9 571 943,64 € ja vesinikbussidele 18 091 450,59 €. Logistilisest aspektist on vesinikbusside taristu kergem ja odavam variant TLT-le. Kuna vesinikbussid saavad ka talviti sõita ühe paagitäiega, piisab ainult Peterburi teele pistiklaadijate rajamisest. Elektribussidel on külmade talve ilmade ja vähese kineetilise energia tõttu vaja ka pantograaflaadijaid Seli lõpp-peatusesse, et lõunapausi ajal saaks vajadusel akusid laadida. 30 minutiga saab buss laadida kuni 150 kWh. Vesinik- ja elektribussid on mõlemad null-emissiooniga sõidukid, seega taastavate energiaallikate kasutamisel ei ole heitgaase. Kuid elektribussidel on vaja salongikütteks lisakütteseaded, mis rakendub +5 °C juures, et akusid mitte koormata. See seade töötab biodiislil, mille tulemusel on ka elektribussidel CO2 heitgaasid. 15 aasta peale tuleb küttekehast liini 7 ja 65 elektribusside kohta 82,46 tonni CO2 heitgaase. Elektribusside lisakütteseadme CO2 heitgaasidekogus jääb 99,09% madalamaks, kui diiselbussidel ja 99.302% madalamaks, kui gaasibussidel. 2023 kevade seisuga on TLT-l autori arvates parem variant võtta liinidele 7 ja 65 diisel- ja gaasibusside asemel kasutusse elektribussid. Elektribusside negatiivsed omadused võrreldes vesinikbussidega on vajadus lisa laadijate järele talviste tingimuste tõttu ja lisakütteseadmest tulenevad CO2 heitgaasid. Elektribusside kulud koos lisalaadijatega on madalamad, kui vesinikbussid ja lisaküttekehade heitgaaside kogus jääb nulli-lähedaseks, kui võrrelda diisel- ja gaasibusside heitgaaside kogustega. Vesinikbusside suurimaks probleemiks on rahalised kulud. Uurimistöö tegemisel on vesinikbusside tehnoloogia suhteliselt uus. Eestis pole veel ühtegi vesiniksõidukit ega vesiniklaadimisjaama. Seega 2023 on veel liiga vara, et soetada vesinikbusse. Lisaks on vesinikkütuse efektiivsus madalam, kui elektrienergial. Elektrisõidukitel jõuab tootmisest sõiduki energia kasutamiseni 76% energiast, kuid vesinikul ainult 30%.This study was carried out to determine whether to replace buses on Tallinn City Transport routes 7 and 65 with electric or hydrogen buses. At the time of the study, diesel and CNG buses were in use on these routes. Tallinn City Transport needs to replace diesel buses in particular, as according to the European Union directive, by the end of 2025, 15.5% of the bus fleet must be zero-emission buses and by the end of 2030, 21.5%. To determine which zero-emission bus would be more reasonable to implement, both solutions were compared in three aspects: logistics, financial costs, and CO2 emissions. In addition to comparing the new types of buses, the author also added the diesel and gas buses that will be in use in the spring of 2023 to the comparison. As a result, it turned out that the financial costs of hydrogen buses were more expensive in every aspect than electric buses. Although electric buses require pantograph chargers at the end stops due to the weather's impact on the batteries, hydrogen bus acquisition costs were so high that they exceeded the extra transformer and pantograph charger costs for electric buses. The biggest financial difference came from the fuel costs. The fuel for hydrogen buses is over four times more expensive per kilometer. The total cost for eight electric buses (four on line 7 and four on line 65) for 15 years was 9,571,943.64€, and for hydrogen buses, it was €18,091,450.59. The logistic aspect shows that the infrastructure for hydrogen buses is a easier and cheaper option for Tallinn City Transport. Since hydrogen buses can run with one tank even in winter, it is enough to install plug-in chargers on Peterburi Road. Electric buses, due to cold winter weather and low kinetic energy, need pantograph chargers in the Seli end station to charge the batteries during the lunch break if necessary. The bus can be charged up to 150 kWh in 30 minutes. As hydrogen and electric buses are both zero-emission vehicles, there are no emissions when using renewable energy sources. However, electric buses require additional heating systems for the passenger compartment that are activated at +5 °C to avoid overloading the batteries. This system runs on biodiesel, which results in CO2 emissions for electric buses. Over 15 years, the electric buses on lines 7 and 65 will emit 82.46 tons of CO2 from the heating system. The CO2 emissions from the electric buses' additional heating system are 99.09% lower than diesel buses and 99.3% lower than CNG buses. As of spring 2023, the author believes that it is a better option for Tallinn City Transport to replace diesel and CNG buses with electric buses on lines 7 and 65. The negative aspects of electric buses compared to hydrogen buses are the need for additional chargers due to winter conditions and CO2 emissions from the additional heating system. The costs of electric buses, including additional chargers, are lower than for hydrogen buses, and the emissions from additional heating systems are near-zero compared to the emissions from diesel and CNG buses. The biggest problem with hydrogen buses is the financial cost. During the research, it was found that the technology for hydrogen buses is relatively new. There are no hydrogen vehicles or hydrogen refueling stations in Estonia yet. Therefore, it is too early to purchase hydrogen buses in 2023. In addition, the efficiency of hydrogen fuel is lower than that of electricity. Electric vehicles use 76% of the energy produced from manufacturing to power the vehicle, while hydrogen only uses 30%.etTransport::ReisijateveduTransport ja logistikalõputöö