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F I N A L R E P O R TStudy Group 5.3

Utilization of natural gas in transport sector

in the name of the group:

Davor Matic

[email protected]

Committee Session 5.3: Methane – A Global Eco‐Efficient Mobility Solution

N.I.G.C.N.I.G.C.

Worldwide Network and Organization of the Study Group

Total NGV car parc

3,203,83

4,645,35

7,55

9,44

3

4

5

6

7

8

9

10

Million NGVs

Russ ian Federation & C.I .S.

Latin America and the Caribbean

North America

Middle East

Europe

As ia ‐Paci fic

Africa

0

1

2

2003 2004 2005 2006 2007 2008

Tota l :

Market Development and Present Market Situation

Regional NGV market shares in total NGV market

22% 23% 24%28%

32%37%

56% 57% 57%52%

46%

40%

20%

30%

40%

50%

60%

(%)

Africa

As ia ‐Paci fic

Europe

Middle East

North America


Russ ian Federation & C.I.S.


Asia‐Pacific region

0%

10%

2003 2004 2005 2006 2007 2008


Share of NGVs in total vehicle parc (regional and total)

4%

6%

8%

10%

12%

14%

(%)



North America

Middle East

Europe

Asia ‐Pacifi c

Africa

Tota l :

0,38% 0,44% 0,51% 0,58% 0,79% 0,97%

0%

2%

2003 2004 2005 2006 2007 2008


Estimated natural gas consumption by NGVs

6,918,27

9,99

11,69

16,80

6

8

10

12

14

16

18

bcm



North America

Middle Eas t

Europe

As ia ‐Paci fi c

f i

0

2

4

2003 2004 2005 2006 2007

Africa

Total :


Share of NGVs in total natural gas consumption (%)

3%

4%

5%

6%

7%

8%

(%)



North America

Middle East

Europe

Asia ‐Paci fic

Afri ca

Tota l :

0,57%0,41%0,36%0,31%0,27%

0%

1%

2%

2003 2004 2005 2006 2007

Tota l :


Europeandevelopment

Petrol conversions > cylinders in luggage space

1997 – 2000: Volvo S70/V70 > cylinders in luggage space

In 1998: Fiat Multipla > under floor cylinders

1st g.< 2000

2nd generation: Volvo S80 / V70 / S60 > under floor cylinders

VW Golf & Opel Astra > under floor cylinders

Italian and French models: Fiat Punto and Doblò Citroën Berlingo, Peugeot

2001

2002

2003 g , gPartner, Renault Kangoo, Citroën CX3 > cylinders in luggage space

Opel Zafira and Combo > under floor cylinders

Mercedes Benz E 200 NGT with compressor engine > cylinders in luggage space

VW Caddy and Touran > under floor cylinders

Fiat Panda > under floor cylinders

2003

2004

2006

2007

2nd g.

Mercedes Benz E 170 NGT > under floor cylinders

OEM NGV Technology Development

2012

.

.

.

Opel Zafira, 1.6 litre turbo engine, 150 hp

3rd generation, Passat TSI, 1.4 litre, twin compressor plus turbocharger , > 450 km range, 150 bhp, 0 – 60 in 9.5 sec, ~120 g/km CO2

20083rd g.

4th generation – adding of stop‐start technology & regenerative braking, lower CO2/km to <100 g/km, range 550 km

4th g.

Europe

Vast majority of new NGV registrations: OEM products or QVM conversionsVast majority of new NGV registrations: OEM products or QVM conversions (with the approval of the concerned OEM)

HDV segment (vehicles above 12 tonnes): buses with a typical engine size of around eight liters (Daimler, Iveco, MAN, Scania, Tedom AB Volvo (incl. RVI) engines)

MDV segment (weight class 3.5 ‐ 12 tonnes): mainly 3.5 ‐ 6 tone range > same vehicle available in different configurations: vans, trucks, or small b (I D il M d S i )buses (Iveco Daily, Mercedes Sprinter…)

LDV / MDV class (< 3.5 tonnes >): Fiat Ducato, Volkswagen Transporter and Ford Transit (QVM), in France: Citroën Boxer, Peugeot Jumper models, Renault Master

LPG market mainly retrofitting of light duty gasoline powered vehicles

Summary of Technology Development and an Overview of NGV Industry Today

Asia‐Pacific

Still dominated by a wide range of different quality retrofit systemsStill dominated by a wide range of different quality retrofit systems

OEM availability in India, Korea, China (coupled with innovative technologies from Western countries):

‐ Should provide the required range of vehicles for long term NGV demand

‐ Currently tend to be Euro 3 (some Euro 4) quality ‐ depending on national emissions standards

China ‐ the single most actively growing OEM market worldwide

‐ 18 engine manufacturers offered 98 types of NGV engine models (64 kW to 250 kW) in 2007

‐ Cummins and Iveco engines present

‐ International equipment and European NGV conversion systems suppliers present

‐ L‐NGVs fleet use expanding

NG HD trucks development in Japan (25 ton class)

Replacement with natural gas of two‐stroke and three‐wheel vehicles


United States

OEM light duty sedans (American Honda Civic GX)

Small Vehicle Manufacturers (SVM) sedans, commercial work trucks and vans

HDV and MDV segments received the most marketing focus from the NGV industry

‐ High‐pressure, direct injection LNG engines (Westport Innovations) with same characteristics as base diesel engines (Cummins)

HD engines (Cummins Westport) already meeting U S EPA 2010 emission standards‐ HD engines (Cummins Westport) already meeting U.S. EPA 2010 emission standards

‐ Dedicated spark‐ignited replacement (Emissions Solutions) engines for the popular diesel HD engines models

‐ Aftermarket conversion system manufacturers for medium gasoline‐powered trucks and shuttle bus chasses


Russia

Mostly HDVs and MDVs conversions

Customers looking for OEMs

Restarted development and production in OEM HDV segment:

‐ Trucks and special purpose vehicles (KAMAZ)

‐ Buses (NEFAZ – Kamaz engine), LIAZ and PAZ (Cummins engine)

Off‐road applications in use or tested: airplane, watercrafts, construction pp p , ,equipment, agricultural tractors, rail road locomotives…


Latin America

Quick growth rates on retrofit market (up to 20‐25% annually) in Argentina then Brazil throughout the mid‐to‐late 1990s and into 2000s

Although the retrofit market has been strongest, the quick growth rate has brought more OEM (LDVs), in particular into the Brazilian market

The active NGV markets in Argentina and Brazil have had concurrent positive effects on other countries; Peru, Venezuela, Colombia, Bolivia, and p ; , , , ,to a lesser degree in Chile


Vehicles Technology Improvementsgy p

New OEM NGVs will likely use downsized, supercharged engines and possibly also micro or soft hybrid solutions:

‐ Before 2012 the car manufacturers will start introducing downsized turbo Otto engines for their standard mainstream product lines

‐ These engines would be well suited also for natural gas applications

Dual fuel turbo vehicles operation on natural gas with pilot diesel injection, possibly also with micro or soft hybrid solutions might enter the market

The impact of biomethane can bring the emissions down further when considering well‐to‐wheel emissions

Potential and Promising New Technologies and Assessment of the New Technologies Opportunities

Filling Stations Technology Improvements

To cut costs and to guarantee safety and reliabilityTo cut costs and to guarantee safety and reliability

Ionic compressor (iKompressor)(*) replaces metal piston with liquid

‐ Reducing number of moving parts and frictional losses

‐ Increased energy efficiency and lower wear and tear

Gas compression at constant temperature (water cooled jacket around compression cylinders)

RFID – Radio Frequency Identification (**) a way to ensure only certified vehicles are filledvehicles are filled

‐ RFID antenna located in the fuelling nozzle reads vehicle tag > RFID control system at the dispenser validates data from the vehicle > allows fueling if everything is ok

‐ Programmed data determined by the regulatory body issuing the tag > typically: vehicle ID, license number, owner, conversion company ID, date of conversion, inspection, expiry date etc.

Potential and Promising New Technologies and Assessment of the New Technologies Opportunities

(*) – JV Flowserve & Linde Group (**) ‐ Virdis

Average conversion costs ‐ LDVs14000

Asia‐Pacific Europe Middle Latin Russia

0

2000

4000

6000

8000

10000

12000

erage

erage

‐ min

‐ max

‐ min

‐ max

‐ min

‐ max

‐ min

‐ max

rage

rage

‐ min

‐ max

erage

‐ min

‐ max

‐ m

in

‐ max

erage

n kit

n kit

x50 l

x50 l

U.S $

Asia Pacific EuropeEast America

Russia

Global ‐ average

IGU NGV Technical & Commercial Data Base

Japan ‐ cars ‐ ave

Japan ‐ vans ‐ ave

Malaysia

Malaysia ‐

Austria

Austria

Bulgaria

Bulgaria

Croatia

Croatia

Czech Republic ‐ ave

Netherlands ‐ ave

Polan

Poland

Spain ‐ ave

Switzerland

Switzerland ‐

Iran

Iran

Argentina

‐ ave

Brazil ‐ 3rd generatio

Brazil ‐ 5th generatio

Russia ‐ personal car 2x

Russia ‐ minivan

4

NOTE: Highly dependant on type of equipment; cylinder volume, type and number; new or recycled components; approvals and certification etc.

Average conversion costs ‐ HDVs

60000

70000

A i P ifi EMiddle Latin

R i

0

10000

20000

30000

40000

50000

60000

average

ze bus ‐

ono‐fuel

ual fuel

el ‐ m

in

el ‐ m

ax

average

and ‐ min

nd ‐ m

ax

den ‐ min

den ‐ max

average

ina ‐ min

na ‐ m

ax

ia ‐ truck

sia ‐ bus

U.S $

Asia‐Pacific EuropeEast America

Russia

Global ‐ average


NOTE: Highly dependant on type of equipment; conversion type (dedicated / dual fuel); cylinder volume, type and number; new or recycled components; approvals and certification etc.

Japan ‐ micro bus ‐ a

Japan ‐ medium siz

average

Malaysia ‐ mo

Malaysia ‐ d

Bulgaria ‐ dual fue

Bulgaria ‐ dual fue

Netherlands ‐ a

Pola

Pola

Swed

Swed

Iran

‐

Argenti

Argenti

Russ

Rus

Supportive measures

Asia Pacific vehicles methane as fuel filling stationsEurope vehicles methane as fuel filling stations Asia ‐ Pacific vehicles methane as fuel filling stations

China ◙ ◙ ◙ ◙Japan ◙ ◙ ◙ ◙ ◙Malaysia ◙ ◙ ◙

Europe vehicles methane as fuel filling stations

Austria ◙ ◙ ◙ ◙Bulgaria ◙ ◙Croatia ◙Czech Republic ◙ ◙ ◙Italy ◙ ◙ * *

France ◙ ◙ ◙ ◙Netherlands ◙ ◙Poland ◙ ◙Portugal ◙ ◙

Middle East vehicles methane as fuel filling stations

Iran ◙ ◙ ◙

Latin America vehicles methane as fuel filling stations

Argentina ◙ **Brazil ◙


Spain ◙ ◙ ◙Sweden ◙ ◙Switzerland ◙ ◙ ◙United Kingdom ◙ ◙

Russia vehicles methane as fuel filling stationsRussia

◙ subsidies / grants / loans

◙ tax reductions / exemptions

* although not reported through questionnaire should be available

** in Buenos Aires

Standards, regulations and codes for vehicles and filling stations

vehicle incl conversion /garages incl.

filling stations vehicle incl conversion /garages incl.

filling stationsEuropevehicle incl. inspection

conversion / maintenance shops

underground parking

filling stations incl. inspection

Austria ◙ ◙ ◙ ◙Bulgaria ◙ ◙ ◙Croatia ◙ ◙Czech Republic ◙ ◙ ◙ ◙France ◙ ◙ ◙Netherlands ◙ ◙ ◙ ◙Poland ◙ ◙ (◙) (◙)Portugal ◙ ◙ ◙Spain ◙ ◙ ◙Sweden ◙ (◙) n.a.

Asia ‐ Pacificvehicle incl. inspection


underground parking


China ◙ ◙Japan ◙ ◙ ◙Malaysia ◙ ◙ ◙

Middle Eastvehicle incl. inspection


garages incl. underground

parking


Iran ◙ ◙ ◙ ◙

Latin Americavehicle incl. inspection



parking



◙ (◙)Switzerland ◙ ◙ ◙United Kingdom ◙ ◙ ◙ ◙

parkingArgentina ◙ ◙ ◙Brazil ◙ ◙ ◙

Russiavehicle incl. inspection



parking


Russia ◙ ◙ ◙ ◙

United Statesvehicle incl. inspection



parking


United States ◙ ◙ ◙ ◙

Collecting real life experiences from fleets operators using NGVs

One‐on‐one interviews (audits) with fleet operators

Sharing experiences from real life day‐to‐day operations

Maintenance and life‐cycle costs, repair intervals, fuelling time and flexibility, safety, additional technical and infrastructure requirements, feedback from drivers, users, mechanics and overall business efficiency compared to liquid fuels

Ad i f ( h d h id h i )

Real Life Experiences – Lessons Learnt

Advices to future users (what to do, what to avoid, how to improve)

Collecting real life experiences from fleets operators using NGVs

Natural gas buses garbage trucks and taxi fleetsNatural gas buses, garbage trucks and taxi fleets

Dual fuel trucks powered on LNG/CNG

ParisParis

LilleLilleMoscowMoscow


Lisbon Lille MadridMadridUKUKHamilton (Canada)Hamilton (Canada)Kuala LumpurKuala Lumpur

Collected experiences – Lessons Learnt and Recommendations

There are operational differences with NGVs (i.e. buses) compared to diesels > which can be effectively managed

Careful preparation of the system logistics and organization is needed:

‐ compression capacity, CNG buffer stock, maintenance, manpower, CNG vehicles specifics (autonomy, maintenance procedures based on diesel)

Training and experience of mechanics is diesel oriented (NGVs = challenge perceived over sophistication ):‐ perceived over‐sophistication ):

‐ Training to be integrated with other staff training needs

‐ Diesels also becoming more sophisticated (to meet the new emissions standards)


Collected experiences – Lessons Learnt and Recommendations

CNG station owned by gas company and not the transport enterprise:CNG station owned by gas company and not the transport enterprise:

‐ PRO: Facilitate decision on NGVs (no investments for transport enterprise)

‐ CON: Filling station capacity (and other) improvements more complicated (contractual issues)

NGV related costs could be stabilised by optimising the reliability and costs of the NGV specific spare parts

‐ Advice to carry a higher ratio of spare parts to ensure that maintenance tasks are not constrained by parts supply

Problems with first generation of CNG buses (complexity, reliability, thermal efficiency, lack of manufacturer's support) > significantly overcame in new generations models

Higher costs for NGVs are balanced by lower fuel costs compared to diesel fuel (in general, resulting in lower life cycle costs)


i l G di ib i 200 R i l NGV di t ib ti 2020Regional NGV distribution ‐ 2005

Middl E t

Europe9.4%

Africa1.3%

As ia ‐Paci fi c24.2%

Latin America and

the

Russ ian Federation & C.I.S.3.6%

Regional NGV distribution ‐ 2020

Africa0.4%

As ia ‐Paci fi c43.1%

Latin America and the

Caribbean27.9%

Russ ian Federation &

C.I.S.7.3%

Regional NGV market development scenarios

North America3.3%

Middle East1.4%

Caribbean56.7%

Middle Eas t15.7%

North America1.4%

Europe4.1%

Conclusions

There has been a dramatic increase in the numbers of OEM NGV models in the worldwide vehicle market

New developments such as high pressure direct injection and turbo charging should increase efficiency, vehicle range, and reduce emissions

New generation of vehicles are likely to move into the other regions in parallel with the development of more stringent national and local standards

Generally the life cycle costs of NGVs are comparable or even better toGenerally the life cycle costs of NGVs are comparable or even better to traditionally fuelled vehicles

Comparative reports of NGV maintenance experiences shows a positive influence of a ‘learning curve’ related to improved ‘best practices’ and the development of second generation technologies

Conclusions & Recommendations

Recommendations

Appropriate and competitive fuel pricing system relative to petrol and diesel(based on: energy equivalencies, fuel margins desired, favourable taxation that supports cleaner fuels)

Fuel quality/composition and the sale units of CNG (LNG) at the fuel pump ‐important considerations into the future

Efforts to continue harmonization of worldwide standards and regulations is needed

Natural gas industry should further evaluate the opportunities for biomethaneNatural gas industry should further evaluate the opportunities for biomethane as part of their overall fuel supply portfolio (consistent with many government policies)

Emerging technologies and natural gas‐based fuels are showing strong future potential and should be encouraged for further study and development (incl. Government sponsored R&D)

Conclusions & Recommendations

ACKNOWLEDGEMENTS This report would not be possible without kind assistance and support of (in alphabetical order):Dinara Baisheva – Gazprom ‐ Russia

John Baldwin – CNG Services Ltd. ‐ UK

Peter Boisen – NGVA Europe ‐ Sweden

Nuno Nascimento ‐ Galp Energia ‐ Portugal

Pavel Novak – Czech Gas Association – Czech Republic

B. Ochani ‐ NIGC ‐ National Iranian Gas Company – Iranp

Olivier Bordelanne ‐ GDF SUEZ – France

Jovica Budimir – Srbijagas ‐ Serbia

Erik Buthker – Dutch4 ‐ Netherlands

Osvaldo Casagrande – Inflex ‐ Argentina

Ollie Clark

Gerco Van Dijk – Gasunie ‐ Netherlands

Mats Ekelund – Taxi Stockholm ‐ Sweden

R. Fernandes – Praxair / ALGNV – Brazil

Jorge F. G. de Figueiredo – APVGN ‐ Associação Portuguesa do Veículo a Gás Natural – Portugal

Trevor Fletcher – Hardstaff (and NGVA Europe) – United Kingdom

Punnachai Footrakul – PTT ‐ Thailand

Juan Carlos Fracchia – Inflex / IANGV

p y

Kevin Park – NGVI ‐ Korea

Hasin Parvez ‐ Green Fuel CNG conversion center ‐ Bangladesh

Jonathan Parcer ‐ PT. Wendell ‐ Indonesia

Ian Patterson ‐ Virdis

Juan Plana – Sedigas / Gas Natural – Spain

Eugene Pronin – Gazprom – Russia (Study Group Vice‐Chairman)

Gracjan Ramut – PGNiG ‐ Poland

Thierry Renaudie ‐ GDF SUEZ – France

Mike Sato ‐ Tokyo Gas – Japan

Guan Saw ‐ Cummins Westport ‐ China

Martin Seifert – SVGW ‐ Switzerland

Peter Seidinger – OMV Gas & Power – Austria

Jeffrey Seisler – Clean Fuels Consulting – United States/

Björn H. Halldórsson ‐Metan Ltd – Iceland

Garth Harris – IANGV (retired) – New Zealand

Katie Kim – NGVI – Korea

Rich Kolodziej – NGV America / IANGV

Manuel Lage – NGVA Europe / Iveco – Spain

Irina Malenkina – Vniigaz ‐ Russia

Flavio Mariani – ENI Gas & Power – Italy

Alicia Milner – Canadian NGV Alliance ‐ Canada

Davor Matic – OMV Gas Adria – Croatia (Study Group Chairman)

Robert Mellema – Gasunie – Netherlands

Jeffrey Seisler – Clean Fuels Consulting – United States

Vasiliy Shashukov – Gazprom ‐ Russia

Ton Smit – Aardgasmobiel ‐ Netherlands

Alexander Stroganov ‐ Gazprom – Russia

Lee Giok Seng – Petronas / ANGVA ‐Malaysia

S.H. Taheri – IFCO ‐ Iran

Henk Verbeek – Rolande LNG ‐ Netherlands

Svetlana Videnova – Avtometan – Bulgaria

Mkrtychan Yakov – Vniigaz ‐ Russia

Koen Wiersma – Gasunie ‐ Netherlands

M. Haikal Zubir – Petronas – Malaysia

T H A N K Y O U ! ! !

FINAL REPORT - Viridistech Gas Union NGV... · Total NGV car parc 3,20 3,83 4,64 ... To cut costs...

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