Bidirectional charging as a flexibility lever in industrial and logistics transport

Commercial transport is undergoing a profound transformation. Commercial vehicles account for around one third of transport-related greenhouse gas emissions, with heavy-duty vehicles above 15 t gross vehicle weight responsible for the largest share [8]. At the same time, light commercial vehicles below 3.5 t play a central role in urban distribution, general cargo transport and last-mile logistics. Due to short daily mileages, high predictability and regular returns to the depot, these vehicles offer favourable conditions for electrification. In parallel, the regulatory framework for the transport sector is becoming significantly stricter. EU fleet emission standards for light commercial vehicles will tighten considerably from 2030 onwards. The AFIR Regulation requires companies to expand charging infrastructure. With EU ETS II, direct CO₂ costs for road transport will arise from 2027. In addition, more and more cities are introducing zero-emission zones, making emission-free vehicles a prerequisite. For industry and logistics, electrification is therefore becoming not only an ecological but also an economic necessity [4,5,6,7].

The role of bidirectional charging for flexibility potentials

Against this background, the question of which applications and sectors in commercial freight transport are particularly suitable for providing flexibility potentials, for example through bidirectional charging, is becoming increasingly important. The aim is not primarily a general market description, but a qualitative and quantitative assessment of the potentially activatable flexibility potential of different logistics segments. Due to the wide variety of use cases, vehicle types and operational framework conditions, this question is particularly complex. Accordingly, there was a strong need for systematic classification based on clearly defined criteria. In various research activities at FfE and in the context of the BID-EV project, a categorisation was developed that is based on 16 application categories and focuses on the respective purpose of vehicle use. This structure makes it possible to analyse and compare sector-specific differences in mileage, standing times and operational flexibility.

Structures of the logistics sector between fragmentation and concentration

In principle, the German transport and logistics sector is characterised by a highly fragmented market structure. A large share (77%) of companies operate fleets with fewer than 11 vehicles [3]. At the same time, the larger vehicle stock is concentrated among a small number of larger companies. Around 20% of companies operate roughly 75% of the vehicles used in commercial road freight transport [8]. At the same time, smaller companies with clearly defined use cases also show suitable framework conditions, highlighting the need for an application-based rather than purely size-based assessment.

Company types and use profiles in commercial freight transport

Several types of companies can be distinguished within the sector. Transport companies focus on the physical movement of goods, while freight forwarders additionally organise, dispatch and select means of transport, often involving subcontractors. Contract logistics companies, by contrast, are deeply integrated into their customers’ value creation processes and provide handling, warehousing and additional services alongside transport. The market structure is complemented by asset-light logistics providers, which primarily coordinate logistics chains through digital control and IT solutions [8]. Use profiles in the sector range from local and regional transport to long-distance transport. Local and regional transport is defined as covering distances of up to around 150 km, while longer distances are classified as long-distance transport [8]. In addition, certain logistics segments are particularly relevant for flexibility solutions. These include the courier, express and parcel (CEP) sector (7–10% of all vans), gastronomy and wholesale (>10%), crafts and construction sites (15–20%), as well as services and administration (>10%). These segments have different mobility patterns and may therefore be suitable for bidirectional charging to varying degrees [10, 9, 1]. The decisive factor is not only the sector, but also the respective use profile, particularly with regard to daily mileages, return times to the depot, standing times and temporal predictability.

Practical modelling for fleet operators

Overall, the transformation of the freight transport sector cannot be driven by regulatory requirements or technological progress alone; it also requires in-depth research and practical analysis tools. In commercial transport in particular, general assumptions quickly reach their limits, as the operating conditions of electric commercial vehicles are characterised by highly heterogeneous driving profiles. Differences in vehicle types, application segments, daily mileages, standing times, route structures and depot use lead to strongly varying mobility and charging needs. A simple classification of logistics segments is therefore not sufficient to make well-founded statements about electrification potential, grid impacts or flexibility options. Against this background, the Research Center for Energy Economics (FfE) makes an important contribution through various research projects, for example the Bid-E-V project, as well as practical tools.

One of these tools is the CHAMPPy tool. Charging and Mobility Profiles in Python (CHAMPPy) is a Python programme that can be used to simulate synthetic mobility and charging profiles for various electric vehicles, including vans, trucks, buses and passenger cars. Since existing studies and simulation software mainly focus on passenger cars, CHAMPPy stands out by taking the commercial transport sector into account. CHAMPPy can therefore make an important contribution to the decarbonisation of the transport and logistics sector. FfE offers CHAMPPy in two versions for fleet operators: a light version, in which users can adjust predefined parameters, and a full version, in which the model can be reconfigured and enriched with new reference data. Both versions are available from FfE upon request.

CHAMPPy contacts:

• Florian Biedenbach;
• Kirstin Ganz

Weitere Informationen:

• Bid-E-V | Bidirektionale elektrische Vans
• CHAMPPy

Literatur:

[1]     BIEK. (2023). KEP‑Studie 2023: Analyse des Marktes in Deutschland. Bundesverband Paket und Expresslogistik. https://bpex-ev.de/files/biek/downloads/papiere/BIEK_KEP-Studie_2023.pdf
[2]    Bundesamt für Güterverkehr. (2021). Struktur der Unternehmen des gewerblichen Güterkraftverkehrs und des Werkverkehrs. Köln: Bundesamt für Güterverkehr, 2021.
[3]    Bundesamt für Logistik und Mobilität. (2019). Marktstruktur im gewerblichen Güterkraftverkehr. BMDV. https://www.balm.bund.de/SharedDocs/Downloads/DE/Statistik/Unternehmen/Ustat/Ustat_2020.pdf?__blob=publicationFile&v=2
[4]    European Union. (2023a). Regulation (EU) 2023/1804 on the deployment of alternative fuels infrastructure (AFIR). Official Journal of the European Union.
[5]    European Union. (2023b). Directive (EU) 2023/959 amending Directive 2003/87/EC as regards the EU Emissions Trading System for buildings and road transport (ETS II). Official Journal of the European Union.
[6]    European Union. (2019). Regulation (EU) 2019/631 setting CO₂ emission performance standards for new passenger cars and for new light commercial vehicles. Official Journal of the European Union.
[7]    European Union. (2008). Directive 2008/50/EC on ambient air quality and cleaner air for Europe. Official Journal of the European Union.
[8]    Gebrande, J. (2023). Potenziale und Herausforderungen der Nutzfahrzeugelektrifizierung auf Basis von Unternehmensbetrachtungen innerhalb der deutschen Transport‑ und Logistiklandschaft.  [Unveröffentlichte Masterarbeit]
[9]    Klauenberg, J., Rudolph, C., & Zajicek, J. (2016). Potential users of electric mobility in commercial transport: Identification and recommendations. Fraunhofer ISI. https://doi.org/10.1016/j.trpro.2016.11.020
[10]  Savy, M. (2016). Understanding the role of LCVs in the European transport system. European Commission. https://www.piarc-france.org/ressources/documents/3/779-S3-0-SAVY.pdf