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LO/0267/2008validità dal 18/02/2008

YEAR 9 - n. 2 - nOVEMBER 2009

nATURAL GASVEHICLES

VEHICLES, EnERGY, EnVIROnMEnT

NV

Natural gas vehiclesvehicles, energy, environment

Milano, November 2009Year 9 - Issue 2Six-monthly magazineReg. Tribunale Milano nº 416 del 9 giugno 2000Registro operatori di comunicazione n° 8654editor in chief:Alfredo Zainoeditor:Com-Media S.r.l.Via Serio, 16 - 20139 MilanoTel. +39 02-56810171 Fax + 39 02-56810131E-mail: [email protected]: www.watergas.itPublisher:Com-Media S.r.l.Page layout by:Briefing - Milanoadvertising:Com-Media S.r.l.Printed by:Multigraf S.r.l.Via Colombo, 61 20155 Gorla Minore (VA)

circulation:5.000 issuesCopyright © byCom-Media S.r.L. MilanoAll rights reserved.

cover: La Solarworld no. 1

CONTENTS>> EDITORIAL

The hydrogen car is a consolidated reality in Italy ............................................................. 2

>> TRENDs

BikeMi, the new public transport by bicycle in Milano ..................................................... 3

The norms on gas quality .............................................................................................................. 5

The use of hydrogen for automotive applications - state of the art ........................... 13

>> fOcus ON NGV

Solarworld no. 1: the solar energy car on show on the roads of Milano ................. 30

New piaggio porter: the little big worker

is more and more environment friendly ................................................................................. 32

Interview to Paolo Vettori president of Assogasmetano ............................................... 36

What is the future like for the after-market conversion to gas of vehicles? ........ 38

>> NGV sysTEm ITALIA sEcTION

Venti grandi aziende impegnate nel settore del gas naturale per i trasporti ....... 42

>> TEcHNIcAL sEcTION

The norm CUNA NC 120-01 Technical Requirements for the firms which

convert vehicles to CNG and LPG ............................................................................................. 47

>> EVENTs

Biogas and cng for ngv more and more environment friendly ............................. 52

>> NEWs fROm NGV cOmPANIEs

News from NGV companies ........................................................................................................ 70

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Personally, I believe that the one and only escape way is based on three “pillars”• Energy efficiency also in the transport system. It

is not just a matter of producing less polluting vehicles that consume less energy, but it is rather a matter of designing and constructing a person and good mobility system, in such a way as to ensure any particular transport need the specific more efficient solution;

• Elimination of the useless trips, by means of the re-designing of the production and consumption models, so to minimize their reciprocal geographic distance;

• Utilisation of energy sources intrinsically clean, with the final target of the renewable energy sources.

In relation to this last point I believe that CNG will fully play its role of transition energy source as, even if being a fossil energy, hence not renewable, its world proven reserves have a higher residual life compared to crude oil; and it has a far lower impact on environment. Furthermore, it’s availability is not hampered by the limitation in quantity as it is the case of LPG as we mentioned above. So the CNG conversion of remarkable shares of the national car fleet is not a problem in this case. Using CNG to fuel 20% of the cars in circulation would require an additional availability of about 9 billion cubic metres, i.e. 10% of the total national consumption of natural gas in Italy today. An interesting perspective is showing on now, thanks to the development of bio-methane production from organic, agriculture, industry and residential wastes.Now, finally, let’s do some clarification. Many people talk about the hydrogen car as a future solution for all problems; but the hydrogen car has been available since very long. In fact, as everybody knows, in the molecule of methane, four atoms out of five are hydrogen’s…

Alfredo Zaino

(1) Source: Ministry of EconomY - Bilancio energetico nazionale 2007

(2) Source: Consorzio Ecogas

Over the last months, the economic crisis has stimulated the car manufacturers to adopt marketing policies which privilege ecology and in particular the purchase and operation economy.The choice of nearly all OEM, has been focused on producing gas vehicles. CNG, and even more so LPG, allow a remarkable reduction of the purchase cost, thanks to the financial incentives, and provide money saving, thanks to reduced refuelling cost.So, there is only good news? Not quite.

In 2007 the transport sector has consumed 1.8 billion litres LPG (1) to serve over 1 million cars (2). As the cars and trucks/buses in circulation in Italy are about 40 million, the amount of LPG that would be necessary to fuel even only 20% of the total national vehicle fleet would be about 15 billion litres! It is unlikely that the oil industry can provide such an amount of LPG; and even if it could, the price would do anything but keeping at the present low level.

The wide and nearly generalised offer of LPG cars is thus only transitional, and it serves to counter in the short term the negative trend of the car industry.

What will happen in the middle term? Let us start from some simple assumptions:• The price of crude oil has dizzily fallen down

after an equally giddy rise in a matter of few months. The market tensions that have originated these fluctuations are certainly not disappeared, and it is likely that they will act even more vigorously in the future, given the decreasing residual life of the fossil energy reserves in the world;

• The world economic crisis which is depressing all markets, leads consumers to have a less shameless behaviour compared to the past, thus creating a vicious circle (production-consumption) particularly in the sector of such kind of goods like the car;

• The growing consciousness of the negative effect of the fossil energy consumption on the environment will render the consumption of the polluting energy sources more and more expensive, and will foster the cleaner ones.

THE HYDROGEN CAR IS A CONSOLIDATED REALITY

IN ITALY

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BIkEMI, THE NEw puBLIC TRANSpORT

BY BICYCLE IN MILANO

In Milano the policy has done a turning in the direction of the sustainable mobility. Besides the Ecopass, i.e. the payment system for the most polluting vehicles for the access to the central part of the city, which is the so called Cerchia dei Bastioni, a new service has been launched of bike sharing, i.e. a new public transport mode by bicycle, which joins the well settled structure of public transport vehicles on the road and the metro lines.Similarly to the case of the Ecopass, also the BikeMi – so the new service has been called – is at present active in the most central part of the city: the Comune di Milano, the supporting body, has inaugurated the system on last December 2008, after installing the sufficient amount of take and return stations to render the system immediately effective.

The milanese bike sharing is on the Italian panoramic an absolute novelty. The level of appreciation already obtained in the first month of operation is determined by the practicality of use, by the low costs, by the dissemination of the stations, the reliability of the electronic control and monitoring systems and by the quality of the bicycle fleet (they have an autonomous light, cardan transmission, basket, strong wheels and tyres, gears, adjustable saddle). Milano, is certainly a city which is suitable to use of the bicycle; some other Italian cities, equally suitable and where some bike sharing service has been initiated, have not acquired the same success: this is certainly due to the different quality of the systems. BikeMi was launched after the first experiences of this kind in Paris, Lyon, Barcelona and other large cities, improving the quality of their systems to increase the efficiency. The administrative centre of Catalogna, for example, haa a service managed like in Milano by Clear Channel, a north American colossus of communication.

Characteristics an functins of BikeMIThis service offers the customers a fleet of vehicles composed of 1020 bicycles scattered around in 76 take and return stations already active, at present over the Cerchia dei Bastioni and in the direction of the Stazione Centrale FS.Since May this year, once accomplished the step of localisation of the stations, 1,400 bicycles are available in a total of 103 stations, and the average distance among them is not more than 300/400 metres.Each station has an electronic system that recognises

the customer badge, before allowing him to take a bicycle. It show on a display which bicycle the customer must take, and it shows the nearest stations with free places, in the case he is not able to return the bicycle because the station is full.

With the personal badge of BikeMi, or the activation code in the case of weekly or monthly subscription, the customer start a request for unblock one bicycle for him to take at any one of the stations, and within a maximum length of time of 30 seconds, he must take the bicycle unhooking it from the rack. Since the taking of the bicycle, he is allowed 30 minutes of free use of it, and the bicycle can be returned at any station.The daily operation time at present is limited between 7:00 and 23:00, i.e. a total of 16 consecutive hours. The continuative use of the bicycle is limited to a maximum of 2 hours, but after the first 30 minutes the fare is 50 €cents per each 30 minutes or a fraction: once the maximum limit of 2 consecutive hours has been passed, after the first 30 minutes, the customer credit card is charged € 2,00 for each hour or fraction, but the customer can pass the limit of 2 hours only three times or his subscription will be cancelled.Hence BikeMi, stimulathe the customers to make short trips, only from start to destination, so that the bicycles are always available for other customers.

Some data about the first months of BikeMI (source: Comune di Milano, end of March 2009)The subscribers are nearly 7,000 and they have done since 3 December, more than 77,000 trips. The average duration of a trip is about 13 minutes, but at present this service is limited to the Cerchia

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dei Bastioni, which area lays in a circle of about 3-4 km diameter.The average age of the customers is about 50 years, and 52% are men: the subscribers are mostly clerks, professionals and manager (74%), the student share is 8% and retired people are another 8%.The average number of trips per badge is always constant, about 1,8 per badge, which indicates the substantial repetitiveness of the use of this service by persons that go to work and go back home: at present the available data do not include the daily badges, which might interest more the tourist utilisation or the occasional users with different habits than the regular users.

The peak use hours are between 8:30 and 9:30 and between 18:00 and 19:00.From Monday to Friday the percentage of subscribers which use the service is absolutely larger, as compared to the active badges, than it is on Saturday and on holydays, when the demand go down.

The bike sharing is appreciated by users for various reasons: certainly one reason is the normal cost of owning and maintaining a bicycle, such as the purchase of spare parts and anti-theft systems; then there is the problem of parking the bicycle, the obligation to use the bicycle for all the trips , without the possibility to change transport means in case of rain, or in case of modification to the program of travel.opposite, the bike sharing offer the bicycles availability for a limited time, which de facto prevents from using them for tourist long journeys; the characteristics of sturdiness of these bicycles render them heavier and makes some trips harder and more tiring, but this ensures more resistance to the very frequent daily stresses to which the bicycles are subject. The bike sharing addresses in particular a lazy customer, who is less inclined to use the bicycle also in case of adverse weather conditions, as opposed to the normal owner of a bicycle.Anyway the user of the bicycle belong to such a numerous group of different people, that it is very difficult to classify him: the Comune di Milano, to support and to foster the use of the bicycle by many more users (both with bike sharing and owned bicycles) is developing a more efficient network of bicycle lanes, suitable to the persons who go to wok, or simply go for a ride, or to children who go to school, and to old people. The bike sharing service is now exerting a “traction effect” on the whole concept of using the bicycle in the area of Milano.

Lorenzo Giorgio

BIKEMI SUBSCRIPTION CONDITIONS • Possession of a credit card for payment of the use above 30 minutes

and for a caution money of € 150,00 in case of omission of return of the bicycle;

• Payment of € 36,00 for 12 months use (up to 28th February 2009 the promotion did require € 25,00 per 12 months and up to 30 April it offered 15 months use instead of 12 at the cost of € 36,00);

• Starting from April, weekly subscriptions cost € 6,00; daily subscrip-tions cost € 2,50.

• Subscription is activated by connecting to the web site www.bikemi.it, calling the free phone number 800808181, going to the ATM points or, from a mobile unit, connecting to the site wap.bikemi.com;

BIKEmI, THE NEW PuBLIc TRANsPORT By BIcycLE IN mILANONV

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n PreambleThere has always been a debate between car OEM and gas industry about gas quality. Car OEM tend to ask for a constant quality gas; ideally, pure methane, the gas that has the higest antikno-cking power (i.e. a virtual octane number of 140). This would ease their work, and would allow them to design extremely clean engines, tuned to the best performance and to very low polluting emissions. But distributing a gas with constant composition and characteristics is not feasible in the real world. Natural gas is coming from a number of different sources all around the world, and each single gas reservoir provides gas with its own composition. No particular treatment is done on gas at well he-ad, besides filtering, desulphurization and drying if needed. This entails a certain variability of the gas com-position over the network and the time, which is unavoidable. The one and only requirement the transported gas has to meet, is a perfect interchangeability between the different sources, which limits the composition variation range width. So the gas industry, in its turn, asks the car OEM to design self-adaptive engines which are able to cope with the variation of gas composition. Technology breakthroughs like the closed loop fuelling control and knock sensors may help a lot. There are now on the market even engines capable of running with four different fuels, for example pure gasoline, pure alcohol, gasoline/alcohol blend and CNG. So it is entirely possible to take profit from this strategy to cope with the gas composition variability. Then, in a not so distant future, the ever increasing usage of biogas and LNG will substantially allevia-te the phenomenon of the composition variability for the gas distributed by the pipeline system. There are particularly lucky cases in this regard, such as that of Japan and Spain, which, as they receive almost all their natural gas supply by me-ans of LNG tanker (Japan) or the most of it (Spain) are not forced to face this composition variation, as the liquefaction process and the subsequent re-gasification process necessarily tend to reduce to a great extent. But for most of the other countries the composi-tion variation is unavoidable. Even if in the future in the short term we will see an increase of LNG consumption, for the undoub-ted advantages that it brings about in terms of

energy security, energy source diversification, and, why not, market negotiation potential. For more or less the same reasons, “mutatis mu-tandi”, the countries which gas supply hinges to-day mainly on LNG, tend to build or implement also a gas pipeline network. This debate is going to last in time. The NGV market is growing nowadays at incre-asing pace. CNG is no longer considered a niche market fuel, but it is rather a full dignity fuel. So, it is no longer an alternative fuel, but rather another alternative for fuel. This is rising the need for some official norm cove-rage also for gas fuel quality, as in the case of all the other fuels, gasoline, diesel oil, LPG, for which a specification is in place (gasoline: EN 228; diesel oil: EN590; LPG: EN 589). There is even one for bio-diesel, the prEN14214, now in preparation, but there is no one for CNG. The European normalization bodies are willing to fill this gap in some way.

The situation of gas quality in EuropeIn Europe the quality of gas, in particular the CNG for NGV, has become a primary importance the-me. The gas industry is committed with the prepara-tion of norms covering the management of the quality of the gas transported by pipelines. Each region and geographic area has its own gas specification. In Europe, CNG must meet the sa-me quality designation requirements imposed to pipeline quality natural gas. This is also due to the small amount of gas desti-ned at present to automotive applications. The German, Austrian and Swiss gas industry are jointly working on this theme, also in conjunction with car OEM like Volkswagen, Mercedes, and GM (OPEL). In the Central Europe countries such as Germany, Austria, Switzerland there are norms which impo-se filtering, drying and other treatments of CNG before delivering it to vehicles.

The norms in forceThe quality of natural gas, and in particular CNG, is at present covered by some international stan-dards and local norms of the European countries, including Italy. At national and international level there are for example:• The standard SAE (Society of Automotive Engi-

neering) J1616 1994 “Surface Vehicle Recom-

THE NORMS ON GAS quALITY

mended Practice - Recommended Practice for Compressed Natural Gas Vehicle Fuel”;

• the norm ISO 15403 “Natural gas for use as a compressed fuel for vehicles — Part 1: Desi-gnation of the quality; Part 2: Specification of the quality”

• the German norm DIN 51624 “Automotive fuels – Natural Gas – Requirements and test proce-dures”;

• the German DVGW Arbeitsblatt G260 “Gasbe-schaffenheit (Quality Norms for natural gas)”

• the technical report CUNA “Compressed natural gas (CNG) for automotive application – referen-ce values”;

• the Italian Network Code (a similar norm is in application also in the other countries)

• the “Regulation of the Polish Ministry of Com-merce 1st January 2007 on the quality require-ments for compressed natural gas (CNG)”

• the European EASEE – Gas European Association for the Streamlining of Energy Exchange - gas

Let us see in more details what some of these norms say about the characteristics of natural gas.

SAE J1616This is probably the most ancient norm covering the quality of CNG. SAE J1616 states that CNG is a practical automotive fuel, with advantages and disadvantages when compared to gasoline. It has a good octane quality, is clean burning, easy to meter, and generally produces lower vehicle exhaust emissions. The properties of natural gas are influenced by the processing of natural gas by the production and transmission companies and by the regional gas supply, storage, and demand balancing done by distribution companies often in concert with pipeline companies to maintain uninterrupted ser-vice throughout the year, e.g., peak shaving with propane-air. Composition can vary hourly under

certain operating conditions in certain areas of the countries. Natural gas is comprised chiefly of methane (ge-nerally 88 to 96 mole percent) with the balance being a decreasing proportion of non-methane alkanes (i.e., ethane, propane, butanes, etc.). Other components found in natural gas are ni-trogen (N

2), carbon dioxide (CO2), water, oxygen, and trace amounts of lubricating oil (from com-pressors) and sulphur found as hydrogen sulphide (H2S) and other sulphur compounds. Before entering the transmission system, it is pro-cessed to meet limits on hydrogen sulphide, water, condensibles of heavier hydrocarbons, inert gases such as CO2, and nitrogen, and energy content. Mercaptan odorants (e.g., tertiary butyl mercap-tan) are added by local distribution companies for safety reasons to detect the presence of na-tural gas which otherwise would be odorless. Water content and other corrosion precursors, heavier hydrocarbons which may condense wi-thin the fuel container, particulate matter, oil and energy content need to be controlled in order to minimize corrosion and provide satisfactory low-temperature vehicle operation, performance, and emissions levels. The provisions contained in the SAE Recommen-ded Practice are intended to protect the interior surfaces of the fuel container and other vehicle fuel system components such as fuel injector and exhaust catalyst elements from the onset of corrosion, poisoning, the deposition of liquids or large dust particles, or the formation of water, ice particles, frost, or hydrates. The provisions of SAE J1616 are not intended to address the composition of natural gas as delive-red to a fuelling station, but rather at the outlet of it, as delivered into the containers on the served vehicle. SAE J1616 presents the more important physical and chemical characteristics of CNG as vehicle fuel

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Main points of saE J1616 about gas quality

item prescription

Water dew point 5.6°C (10°F) below the monthly lowest dry bulb temperature.

Sulphur compounds 1 grain/100 ft3 (2.83 m3), i.e. 32 ppm mass, hence 0.023 g/m3

CO2 Maximum recommended content: 3%, to keep stoichiometric combustion.

Methanol Methanol blending prohibited (it is poisonous).

oxygen No limits to oxygen in gas, provided the resulting gas concentration is below 1/5 of the lower ignition level, i.e. 1% in air (the lower ignition limit of natural gas in air is 5%. The higher ignition level is 15%). Oxygen concentration in air is about 21%. So 1/5 of LIL in air means the LIL in oxygen.

Particulate matter Gas must be processed with filter rating at 5 micron.

Liquid hydrocarbons Less than 1% of the storage volume, at the lowest ambient temperature and at pressures between 800 and 1,200 psig (5,517 to 8,275 kPa.

odorant Delivered CNG must be odorised with such a quantity of odorant that gas is detectable at a concentration corresponding to 1/5 of the lower ignition level, i.e. 1% in air.

Wobbe index Recommended WI = 48.5 to 52.9 MJ/m3; acceptable WI at high altitudes = 44.7 to 46.6 MJ/m3

THE NORms ON GAs quALITyNV

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and describes pertinent test methods for defining or evaluating these properties. According to SAE J1616, in order for CNG to ef-fectively provide satisfactory and safe operation for users, there is a need to address specific issues relative to its use as a vehicle fuel. The two primary areas relate to compressed sto-rage of natural gas and vehicle fuel system and engine performance issues. These provisions have been derived through a joint effort of the SAE TC-7 Natural Gas Vehicle Task Force and the Technology Committee of the Natural Gas Vehicle Coalition. This document is intended as a guide and is subject to change to keep pace with experience and technical advances.

ISO 15403 (International)A first answer of the gas industry to the need for norms at the International level was the norm ISO 15403. It has been partly derived from SAE J1616, and ISO 13686 “Natural gas – Quality designation”. This norm was finalised in the year 2000, then it has been revised in 2006. It deals with the composition of gas (but without enforcing any particular limit value) in respect of: content of water, heavy hydrocarbons, sulphur compounds, H

2S, CO2, O2, methanol, particles, odorant. It also deals with some properties such as Wobbe Index (i.e. the ratio between heating power and the square root of the relative density), and anti-knocking power (Methane Number). The car manufacturers anyway consider this norm quite loose, despite it having been revised and implemented in 2006, with the addition of a Part 2, which contains some recommendations concer-ning the maximum allowable content of impurities (moisture, sulphur, oil, particles, liquid hydrocar-bons, CO2, O2), and it indicates the limits of the content of water and other substances which may cause damages in particular in presence of moi-sture (“wet gas”). For example, as for what concerns the water con-tent, the norm does not specify any maximum allowable content figure, but it only states that the “dew point” of gas must be sufficiently low, compared to the ambient temperature in the col-dest season of the year. And for what concerns the content of aggressive (corrosive) substances, the standard suggests two different “attention” levels, for the case of “dry gas” and the case of “wet gas”, based on the fact that the appliances which are in contact with gas are more prone to the affect of aggressive substances when also moisture is present. The standard is not prescriptive, but contains much useful information for operators. For example, it also offers some practical formu-

las for calculation of the antiknocking power of gas, and for the comparison between the motor octane number (MON), which is used for the an-tiknocking power of liquid fuels for Otto engines (such as gasoline) and the methane number (MN), which must be used to this end when dealing with gaseous fuels.

DINThe most recent standard on CNG is DIN 51624. It is a really prescriptive standard in respect of: Methane Number (MN), particles, oil carryover, higher hydrocarbons, total sulphur etc. Sulphur in particular may represent a problem sometimes, due to the odorisation process, imposed by norms in many countries. Odorisation is made by adding a little amount of sulphur compounds, (usually some ppm, but is so-me seldom cases it may get up to 10 mg/kg CNG). The German OEM and the Environment Agency, unsatisfied with ISO 15403, in July 2006 asked DIN for the preparation of a standard on gas qua-lity. This resulted in the publication in February 2008 of the norm DIN 51624. This norm is quite demanding and it imposes Li-mits to S, H2O, oil, particles. It also set a limit to MN at 70, and a limit to the higher hydrocarbon content to. This is a potential problem for the gas industry, as it will throw out of market a minor but not negligible part of the natural gas transported by the European pipeline grid, not complying this requirement. CNG refueling stations are supplied by the same pipeline system as all of the other gas applica-tions. At present, and very likely also in future, the gas industry can afford neither a special pipeline

liMit valuEs rEcoMMEndEd by iso 15403 part 2

Component/impurity limit value

water < 30 mg/m3 at 20 MPa and -20°C

total sulphur < 120 mg/m3

Particles The norm recommends a filter from 1 to 200 μ, depending on the on board system component

Oil (from compressor) 70 ÷ 200 ppm (controversial item (*))

liquid hydrocarbons < 1% at the lo west temperature

CO2 < 3%

(*) Some car manufacturers ask for maximum oil content in CNG of 5 ppm, which is really a low content. In the natural gas distributed by the pipeline system, meeting this requirement in normal operating conditions is not a problem. As a matter of fact, the oil possibly present in the CNG delivered at 200 bar to vehicles comes in general from the refuelling station compressor. There are on the market some non lubricated compressors for CNG, with special PTFE sealing rings. The gas coming from these compressors is totally free from oil. This is not the case instead for the lubricated compressors, and the oleodynamic compressors. The amount of oil carry-over in the gas stream is dependent on the compressor type, from its age, and from the quality of maintenance. So in general it is not very likely that the requirement of 5 ppm is met. If the engine injectors are very sensitive to this parameter, the installation is advisable of an on-board oil filter. The car manufacturers could make some experiment on this, having some test vehicles, without on board oil filter, refueled in a number of different points of the refueling station network, chosen for this purpose, to check on the actual need for oil filters.

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network for CNG, nor a dedicated gas treat-ment appliance to be included in the CNG station layout. So, af-ter the enforcement of DIN 51624, it seems that in Germany, the natural gas having a MN lower than 70, or a higher hydrocarbon content higher than the prescribed level, cannot be sold at CNG refueling stations. It is thus crucial to avoid that the scope of this German norm does not extend to the whole Europe. EU feels the need for some norm for gas quality, and that’s enti-rely sensible today, but it must be a norm that does not create such a

problem to gas industry; otherwise, the survival of the NGV market is in jeopardy, let alone its further development.

DVGW G260 (Germany)(See tab. 2)

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liMit valuEs iMposEd by din 51624

characteristic/component min value max value

Heating power (for H gas) MJ/kg 46

Heating power (for L gas) MJ/kg 39

Absolute density kg/m3 0,72 0,91

Methane Number (calculated) 70,0

Methane content % (vol) 80

Total C2 hydrocarbon content % (vol) 14

Propane content % (vol) 5

Butane content % (vol) 2

Pentane content % (vol) 1

Content of hexane and higher hydrocarbons % (vol) 0,5

Oxigen content % (vol) 3

Nitrogen content (N2) % (vol) 15

Carbon dioxide content (CO2) % (vol) 2

Total (CO2 + N2) % (vol) 15

Hydrogen sulphyde content mg/m3 5

Content of sulphur from mercaptane mg/m3 6

Total sulphur content applicable until 31.12.2008 mg/m3 15

Total sulphur content applicable since 01.01.2009 mg/m3 10

Water content mg/m3 40

spEcifications of thE codE of practicE dvgW g260

combustion characteristics

Designation simbol unit group l group h

Wobbe index WS,n

Total field kWh/m³MJ/m³

10.5 ÷ 13.0 37.8 ÷ 46.8

12.8 ÷ 15.7 46.1 ÷ 56.5

Declared kWh/m³ MJ/m³

12.4 44.6

15.0 54.0

Allowed variation in the refuelling station

kWh/m³ + 0.6 - 1.4

+ 0.7 - 1.4

Higher heating value HS,n kWh/m³ MJ/m³

8.4 ÷ 13.1 30.2 ÷ 47.2

Relative Density dn 0.55 ÷ 0.75

Gas pressure psup

Complete field mbar 18 ÷ 25

Declared mbar 20

(pn = 1,013.25 hPa, Tn = 273.15 K)

contained substances Maximum values

Hydrocarbons dewpoint °Cdewpoint acqua °C

ambient temperature

At pipeline pressure

Moisture, particulates liquids “practically free”

Oxigen (volume) %In dry gas In wet gas

3

0,5

Total sulphur mg/m³ 30*)

Mercaptans mg/m³ 6

in unusual circumstances, short time mg/m³ 16

Hydrogen sulphide H2S mg/m³ 5

in unusual circumstances, short time mg/m³ 10

*)No odorant.

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Network Code (Italy)In Italy, as in all the other countries which have a gas pipeline system, the access of natural gas to the pipe-line network is subject to the respect of specifications imposed by law, that determine the minimum quality requirements. The text of the Network Code and all relevant documents are published in the internet on the web site of Snam Rete Gas. The main criteria:

(a) at a pressure of 7.000 kPa(b) in the pressure field 100 ÷ 7.000 kPaNatural gas, in service conditions, must not contain the following components, even as trace impurity:• water and hydrocarbons in liquid form;• solid particles in such a quantity as to damage the

materials of the gas transport structure;• other gases which may have affect on safety or

the integrity of the transport system.

CUNA (Italy)In Italy this item is also covered by the technical report

CUNA Gas naturale compresso (CNG) per autotrazione – valori di riferimento ( CNG for NGV – reference va-lues). It has been created in 2004 by the working group GL 8 “Characteristics of natural gas”, within the CUNA committee “CLA, carburanti, lubrificanti e affini (fuels, lubricants and the like”. CUNA, Commissione Tecnica di Unificazione dell’automobile, is the Italian automotive standardisation body. The technical report on characte-

ristics of CNG, describes natural gas characteri-stics to manufacturers of vehicles, engines and components. This tech-nical report is constantly updated, to be repre-sentative enough of the situation of natural gas pipeline in terms of gas quality in the Italian ter-ritory. To this end, CUNA is constantly monitoring the gas composition va-riations over the Italian and European pipeline system. It is still valid, but its scope is at present li-

mited to the Italian pipeline system. In the context of the European pipeline network, in some (rare) cases, the characteristics of the natural gas which is transpor-ted lay outside of the field delimited by the table of the technical report CUNA. It is not a specification, but rather a description of compressed natural gas, and of the limits among which its characteristics may vary. In this sense it is a guide for car manufacturers, when designing their gas engines. The calculation of the va-rious gas characteristics based on gas composition, is made by means of a calculation method developed by the Istituto Motori of CNR in Napoli.

paraMEtErs of thE quality chEck of thE nEtWork codE

Parameters unit suitability values

Hydrogen sulphide mg/ S m3 ≤6,6

Zulpur from mercaptans mg/ S m3 ≤15,5

Total sulphur mg/ S m3 ≤150

Higher heating power MJ/S m3 34,95 ÷ 45,28

Wobbe Index MJ/S m3 47,31 ÷ 52,33

Relative density 0,5548 ÷ 0,8

Water dew point(a) °C ≤ -5

Hydrocarbons dew point(b) °C ≤ 0

Oxigen % mol 0,6

Carbon dioxide % mol ≤ 3

For the components: methane, ethane, propane, iso-butane, normal-butane, iso-pentane, normal-pentane, texane and heavier hydrocarbons, and nitrogen, the suitability values are intrinsically determined by the field of suitability of the Wobbe index.

charactEristics of natural gas distributEd by thE EuropEan nEtWork

characteristic unit minimum value

maximum value

Measurement method

g20Methane=100%

(3)

g25Methane=86%Nitrogen=14%

(3)

grMethane=87%ethane=13%

(3)

Gross heating power MJ/Nm3 34,90 45,30 ISO 6976 39,84 34,26 43,73

Net heating power MJ/Nm3 31,70 41,70 ISO 6976 35,84 30,82 39,55

Density Kg/ Nm3 0,71 0,85 ISO 6976 0,717 0,792 0,800

Relative density 0,55 0,66 ISO 6976 0,55 0,61 0,62

H/C Ratio mole/mole 3,70 4,00 4,00 4,00 3,77

stoichiometric ratio A/F (weight) Kg/Kg 13,00 17,0 Allegato A 17,21 13,40 16,96

stoichiometric ratio A/F (volume) Nm3/ Nm3 8,40 10,50 Allegato A 9,55 8,21 10,50

WI (net heating value) MJ/ Nm3 39,40 49,60 ISO 6976 48,11 39,37 50,25

Air/fuel mixture heating power (net) Tts MJ/ Nm3 3,35 3,43 Allegato C 3,40 3,35 3,44

shift index SII air/gas mixer (G20) 0,971 1,222 Allegato C 1,000 1,222 0,961

shift index SIII injector (G20) 0,907 1,133 Allegato C 1,000 1,163 0,909

MON theoretical (1) 117 137 ISO 15403 138 122 124

MON theoretical (2) 120 140 ISO 15403 140 140 123

(1) Kubesh, King e Liss: determination of the coefficients for the octane number (82-100% CH4);(2) Kubesh, King e Liss: method of the H/C reactive ratio for the octane number (H/C>2,5 inerts 1-5%);(3) reference gases adopted by the European norms concerning CNG vehicles;

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Regulation of the Ministry of Economics of 1 January 2007 on the qualità requirements of compressed natural gas – CNG” (Poland)As per the art. 3 point 2 subpoint 4 of the law 25 August 2006 on the monitoring and check system of fuel quality, the Polish ministry has issued a speci-fication of the qualità requirements of CNG.

EASEE GasEASEE Gas (European Association for Streamlining of Energy Exchange – gas) has drawn-up a qui-te good document, as common business practice, which might be an acceptable solution to this item at European level. In fact, as a result of the quick and radical liberalisation process going on at present, Eu-rope will probably adopt the specification contained in the document EASEE – gas, concerning type H gas, for international trade of natural gas.(See Tab. next page)

Ongoing activityThe experts of IANGV, the International Association for Natural Gas Vehicles, have drawn-up a report, some years ago, as a revision of existing norms and standards, to identify and describe the improve-ments in the following aspects:• Specification of water content at the CNG dispen-

ser

• Excessive water content after certain transmission pipeline operations

• Sulfur content in the gas supplied to the CNG compressor

• Sulfur tolerance of new gas engine exhaust ca-talysts

• Sulfur content in the engine exhaust (to maintain catalyst• effectiveness)• Compressor carried over oil

and oil content determina-tion

• Possible engine manufactu-rers' gas composition speci-fication

• Regulated CNG fuel com-position

• Suggested improvements for CNG gas quality standards

In 2008 a working group has been formed to treat this item. As already seen, Europe seems today inclined to accept the norm EASEE GAS as harmo-nised specification on the gas quality. It seems to be a good compromise between the ne-eds of the car manufacturers and the natural gas industry. Regarding gas quality, a new activity has been initiated wi-thin CEN. It does not deal with a proper standard, but rather with a 'technical specification' for bio-methane acceptance. The main aim is to define limits for various impurities contai-ned in bio-methane intended

for injection into the Natural Gas grid. The document in preparation should not cover any particular pre-scription about a specific range concerning hydro-carbons and methane contents.

NotesThe definitions, in English and French, of the tech-nical terms used for the gas industry, are included in the standard ISO 14532:2001 (E/F) ”Natural gas – Vocabulary”

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quality rEquirEMEnts of cng

characteristics characteristics intervall

minimum maximum

Content of hydrogen sulphide 1) mg/m3 7,0

Content of total sulphur 1) mg/m3 - 40,0

Content of mercury 1) μg/m3 - 30,0

Odour intensity 1), 2) % V/V% V/V

Odour easily detectable, when the concentration of gas in air reaches the value:a) 1,5 – with Wobbe index = 25 - 35b) 1,0 - with Wobbe index = 41,5 - 50

Heating power 1), 2) MJ/m3 a) 18 – with Wobbe index = 25 3)

b) 22 – with Wobbe index = 30 4)

c) 26 – with Wobbe index = 35 5)

d) 30 – with Wobbe index = 41,5 6)

e) 34 – with Wobbe index = 50 7)

Water content mg/m3 - 30 8)

Content of higher hydrocarbons 9) - propane- butane

%%

-5,81,8

Content of particulate matter with a molecular diametre lager than 5 μm 1)

mg/m3 - 1

Oxigen content %(mol/mol)

- 0,2

1) Volume reference conditions: temperature - 273,15 K (0ºC); pressure – 101,325 kPa.2) The Wobbe index is the ratio between the net heating value referred to the volume unit of the gaseous fuel, and the square

root of the relative density, at the same reference conditions.3) tolerance Interval 23,0 – 27,0.4) tolerance Interval 27,0 – 32,5.5) tolerance Interval 32,5 – 37,5.6) tolerance Interval 37,5 – 45,0.7) tolerance Interval 45,0 – 54,0.8) with a pressure of 20 MPa and a temperature of -20ºC.9) Values determined at a temperature of -30ºC.


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spEcification of gas froM thE docuMEnt “coMMon businEss practicE” EasEE gas

Parameter unit Min Max recommended implementation date

WI kWh/m3 [13.60] 15.81 1/10/2010

d m3/m3 0.555 0.700 1/10/2010

Total S mg/m3 - 30 1/10/2006

H2S + COS (as S) mg/m3 - 5 1/10/2006

RSH (as S) mg/m3 - 6 1/10/2006

O2 mol % - [0.01]* 1/10/2010

CO2 mol % - 2.5 1/10/2006

H2O DP °C a 70 bar (a) - - 8 vedi nota**

HC DP °C a 1- 70 bar (a) - - 2 1/10/2006

WI - Gross (Superior) Wobbe Index; d - relative density; S - Total Sulphur; H2S + COS - Hydrogen sulphide + Carbonyl sulphi-de; RSH – Mercaptans; O2 – Oxygen; CO2 - Carbon dioxide; H2O DP - Water dew point; HC DP - Hydrocarbon dew point * EASEE gas have organised an oxygen measurement survey, which by will examine the maximum feasible limit equal to or at an alternative specified value below 0.01 mol%.** At certain cross border points, less stringent values are used than defined in this CBP. For these cross border points, these values can be maintained and the relevant producers, shippers and transporters should examine together how the CBP value can be met in the long run. At all other cross border points, this value can be adopted by 1 October 2006

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IL PREzzO DEL GAs NATuRALE PER AuTOTRAzIONEMM& >> >> >> >> >> >> >> >> >>

>> >> >> >> >> >> >> >> >>YEAR 9 - n. 2 - nOVEMBER 2009

LO/0267/2008validità dal 18/02/2008

nATURAL GASVEHICLES

VEHICLES, EnERGY, EnVIROnMEnT

nEXT EDITIOn

nOVEMBER 2009

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THE uSE OF HYDROGEN FOR AuTOMOTIVE

AppLICATIONS - STATE OF THE ART

Some time ago, hydrogen seemed to be destined to become soon the one and only perfect solution for a more environment friendly automotive sector. Nowadays the experts of this sector agree on that this is not exactly the case. Its generalised application in the national energy framework, and in particular as prevailing energy source for the vehicles, is foreseeable for a future which is not that near. While waiting for the development of the technology and energy framework to become more favourable for this solution, R&D in all industrialised countries keep anyway focused also on hydrogen technologies, and the experts are also preparing a suitable set of norms and regulations, which can be the basis for the safe and cheap applications of this energy carrier. As for norms, for example in Italy the authorities and experts have prepared and enforced some time ago the national regulation concerning the hydrogen public refuelling station for road vehicles. That’s the decree of the Ministry of Interior of 31 August 2006, “Approvazione della regola tecnica di prevenzione incendi per la progettazione, costruzione ed esercizio degli impianti di distribuzione di idrogeno per autotrazione”, published on Gazzetta Ufficiale N. 213 on 13 September 2006. Inside ISO there are in preparation some technical standards concerning the on board devices for hydrogen fuelled vehicles. Inside the technical committee ISO TC22/SC25 a working group has been created in 2008, to prepare the norms on systems and components for fuelling the vehicle internal combustion engines with hydrogen, or CNG/hydrogen mixtures. The drafts of the first standards are at present in preparation.

Some concrete factsIn Porto Marghera, on last 6 April the authorities have inaugurated “Accadue”, the first Italian experimental boat fuelled with hydrogen (the technical name is: VE9150). It has been designed and built by Venezia Tecnologie SpA, of which Eni, and Vega Parco Scientifico e Tecnologico di Venezia are the shareholders. This project has been financed by 50% by Eni, the remaining part being financed by the Ministry of Environment and by Regione Veneto.It is a motor boat 7,5 metres long, and 2,5 metres wide, propelled by two 48 Vcc electric motors,

delivering a peak power of 12 kW each. The electrical energy is supplied to them by 2 hydrogen fuelled PEM (proton exchange membrane) fuel cells, capable of a power of 5 kW each. To cope with the peak power demand of the electric engines (up to 20 kW), there are on-board also some rechargeable electric batteries, with buffer function. The experimental boat has a data acquisition system for on-line control and data storage. All the on-board appliances and devices are tested in real service condition, simulating with a 1:3 scale, the typical service of a traditional “vaporetto”. Venezia Tecnologie is one of the founders of the consortium “Hydrogen Park” (budget: 1,85 M€), founded in Marghera to foster the experimentation of the hydrogen technology. The testing process of the boat “Accadue” has been accomplished already, with the provisional authorisation to sail granted by the Capitaneria di Porto di Venezia, based on the positive technical assessment released by RINA (Registro Italiano Navale).The on-board tank is constituted of 4 vessels, made in special steel suitable for hydrogen, having a capacity of 50 litres each, which can store a total of about 3,2 kg of hydrogen, compressed at 200 bar. They are filled with hydrogen by SAPIO, which has also built the storage system. One fill is sufficient for several hours (8 to 16) service of the small boat. At the inauguration were present:Luigi D’Elia – CEO of Venezia TecnologieGiacomo Rispoli – Director of Research and Technology Development with Eni, Divisione Refining & MarketingMarco Scapin – Responsible for the Venezia Tecnologie ProjectRenzo Marangon – Councillor for the Policies for the Territory, Regione VenetoRenato Chisso – Councillor for the Policies for Mobility and Infrastructures, Regione VenetoCorrado Clini – General Manager for Environmental Research and Development, Ministry of Environment

In Porto Marghera, on last 16 April has also been inaugurated a special laboratory for research on the new hydrogen production systems, independent from the normal chemical processes.

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A new public service station for hydrogen has been inaugurated in Bolzano on last May. It comes to add to the four already in existence, in Mantova, Collesalvetti, Roma Magliana, and Milano Bicocca.

Quite an exhaustive and detailed picture of the state of the art of this sector has been outlined by the participants of the FAST conference “L’IDROGENO FA STRADA - State of the art of norms - development of the technology for mobility (HyChain project) -training for professionals (H2 Training)”, held on 14 December 2007 in the room of the FAST Congress Center, in Piazzale Morandi 2 in Milano. Despite this being not a very recent event, its content is still topical, hence it can contribute to outline a still up to date picture of the sector of the hydrogen automotive applications. In the following our magazine publishes the most up to date parts of the FAST conference “L’IDROGENO FA STRADA”.

The European Union autumn 2003 white book on the growth strategy, among the options which can contribute to the economic development of Europe, also proposes hydrogen and its technology. In June 2004, with the formation f the high level Group for the selection of strategies to follow, the launch has been done of the European technology platform of this sector, which in its turn has prepare the Agenda of the strategic research, and the document on the development strategy. The chosen mechanism to materialize the options chosen by the experts it the Jti - Joint technology initiative. The formal approval by the Council of European Union was expected for June 2008. Notwithstanding the organisational and decisional complexity in the large International institutions, the technical committees have prepared new norms; the technologies for stationary applications and for mobility have progressed; training has been done to prepare technicians to handle hydrogen. The FAST conference has been the occasion to illustrate the recent evolution of the norms; to show the progress of technologies and their applications; to get a better view on the state of art of vehicle certification procedure; to discuss about the demand and the professional content. Some synthesis analysis has been offered of some important projects, such as HyChain and H2 Training. The confrontation has been stimulated among operators to get to an agreement on the choices to be, to amend possible innovation application path mistakes, and accelerate and spread out the successful experiences. At the end of the conference, one of the vehicles produced by the company VEM for the HyChain project has been shown to attending people.

AgendaOpening of conference

Motivation of the event. Fast and H2It projects on hydrogen and its technology. Alberto Pieri, Fast

Norm update Norms, regulations and national and international standards for hydrogen vehicles: situation and prospect. Panoramic on European regulations for the use of hydrogen and its technologies. Daniele Mizza, Sintesi AB

Authorising procedures for hydrogen refuelling stations The experience gained on the authorisation procedure for the Bicocca experimental hydrogen refuelling station in Milano. Francesco Baldanzi, Zincar

The HyChain project The role of hydrogen in transport: description of the European HyChain project and the progress in Europe and in Italy. Ambrogio Tagliabue, Air Liquide Italia

VEM experience in the HyChain project The experimental initiatives of VEM (Veicoli Eco Metropolitani), with fuel cells application on small size urban vehicles. Luigi Arioli, VEM

Fuel cells: a new frontier for the automotive sector Illustration of the system, modes and functional characteristics, stat of the art of this technology. Suitable types and sizes for the transport sector. Roberto Bianchi, Mesdea

The future energy and hydrogen scenario Presentation of the study “from where will the energy come to produce hydrogen?” made by the European Hydrogen Association (EHA). The opportunities of hydrogen for the future; the availability of primary energy sources, considering the energy market evolution over the next years, while approaching the oil production peak. Marieke Reijalt, European Hydrogen Association (EHA) Training on the concrete applications, the H2Training project and the HySyLab hydrogen scooter Advices for the development of well structured paths (curricula) for training of technical people supporting development of hydrogen vehicles, stationary applications and infrastructures. The HySyLab scooter (Environment Park) within the projects promoted by Regione Piemonte. The certification bureaucratic procedure, and the road test results. Alessandro Graizzaro, HySyLab

The first Hy Chain project vehicles in Italy. Presentation on the VEM vehicle and its technology innovations Luigi Arioli, VEM

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PapersDaniele MizzaActivity of ISO/TC22/SC25 “Road vehicles using gaseous fuels”: ISO Round Table on Global Harmonization of Regulations, Codes & Standards (RC&S) for Gaseous Fuels & Vehicles.Inside ISO has been organised (Geneva, 10 January 2007) a Round Table on the Harmonisation of Regulations and Standards on gaseous fuels (natural gas and hydrogen). The Round Table discovered some lack of coverage in the present International legislation. As a consequence, some working groups become active inside ISO and GRPE to prepare the missing norms. The ISO/TC22/SC25 committee (chaired by an Italian member) is preparing new standards on the on-board components for compressed hydrogen vehicles (in connection with TC197). The ISO/TC197, ISO TC22/SC21, and ISO TC58 committees are developing and will develop other standards of interest for hydrogen vehicles. (In connection with ISO/TC22/SC25).

ISO TCs developing H2 vehicle standardsTC 197 “Hydrogen Technologies”• WG 1 Liquid hydrogen - Land vehicles fuel tanks • WG 5 Gaseous hydrogen - Land vehicle filling

connectors • WG 6 Gaseous hydrogen and hydrogen blends -

Land vehicle fuel tanks • WG 8 Hydrogen generators using water electrolysis

process • WG 9 Hydrogen generators using fuel processing

technologies • WG 10 Transportable gas storage devices -

Hydrogen absorbed in reversible metal hydride • WG 11 Gaseous hydrogen - Service stations • WG 12 Hydrogen fuel - Product specificationTC 22/SC25 “Vehicles using gaseous fuels CNG, LPG, H2” (Italian chairmanship)• WG 1 Compressed natural gas refuelling connector

• WG 2 Design principles and installation of vehicle fuel systems

• WG 3 NGV fuel system componentsTC 22/SC21 “Electrically propelled road vehicles”• WG 1 Vehicle operation conditions, vehicle safety

and energy storage installation• WG 2 Definitions and methods of measurement of

vehicle performance and of energy consumptionTC 58 “Gas cylinders”• WG 7 Compatibility between gases and materials

ISO standards concerning hydrogen vehicles• ISO/TR 15916 Basic considerations for the safety

of hydrogen systems (TC 197)• ISO 13985 Liquid hydrogen - Land vehicle fuel

tanks (TC 197)• ISO 13984 Liquid hydrogen – Land vehicle fuelling

system interface (TC 197)• ISO 17268 Filling connectors (25, 35 MPa) (under

revision) (TC 197)• ISO 14687 Hydrogen fuel – Product specification

(TC 197)• ISO/DIS 22734-1/-2

Gaseous hydrogen – Hydrogen detectors ( TC 197 ) ( f i na l publication expected for September 2009)

• ISO/DIS 15869.2 Gaseous H2 and H2 blends land vehicle fuel tank (TC 58-197) (f inal publication expected for February 2008)

• ISO 11114-4:2005 T r a n s p o r t a b l e ga s c y l i nde r s - Compat ib i l i ty of cylinder and valve

materials with gas contents –Part 4: Test methods for selecting metallic materials resistant to hydrogen embrittlement (TC 58)• ISO 23273-1:2006 Fuel cell road vehicles - safety

specifications Part 1: Vehicle functional safety (TC 22/SC21)

• ISO 23273-2:2006 Fuel cell road vehicles -- safety specifications Part 2: Protection against hydrogen hazards for vehicles fuelled with compressed hydrogen (TC 22/SC21)

• ISO 23273-3:2006 Fuel cell road vehicles -- safety specifications Part 3: Protection of persons against electric shock (TC 22/SC21)

• ISO/DIS 23828 Fuel Cell Hybrid Electric Road Vehicles Energy consumption measurement - Vehicles fuelled with compressed hydrogen (TC 22/SC21)

• ISO/WD xxxx.1 Road vehicles —Compressed Gaseous Hydrogen (CGH2) and Hydrogen Blends fuel system components Part 1: General requirements and

Fig 1 Sviluppo degli standard internazionali dei veicoli a idrogeno

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definitions (TC 22/SC25) (New work item proposal expected in the beginning of 2008)

• ISO/WD xxxx.2 Road vehicles —Compressed Gaseous Hydrogen (CGH2) and Hydrogen Blends fuel system components Part 2: Performance and general test methods (TC 22/SC25) (New work item proposal expected in the beginning of 2008)

• ISO/WD xxxx.3 Road vehicles — Compressed Gaseous Hydrogen (CGH2) and Hydrogen Blends fuel system components Part 3: Pressure regulator (TC 22/SC25) (New work item proposal expected in the beginning of 2008)

EIHP draft specific regulations for hydrogen fuelled vehicles type approvalECE-ONU R xxx (GRPE/2003/14-7/03/03) Proposal: Specific components for motor vehicles using liquid hydrogen. Vehicles with regard to the installation of specific component. ECE-ONU R yyy (GRPE/Informal doc) Proposal: Specific components for motor vehicles using compressed gaseous hydrogen. Vehicles with regard to the installation of specific component.

ECE-ONU R zzz (Draft regulation) Specific components of fuel cell for vehicles propulsion system Vehicles with regard to the installation of fuel cell.ECE-ONU R 83 (draft amendment) Proposal: for introducing H2 as propulsion fuel (exhaust emission measurements & certification tests).ECE-ONU R 85 (draft amendment) Proposal: for introducing H2 as propulsion fuel (power output measurements & certification tests).ECE-ONU R 101 (draft amendment) Proposal: for introducing H2 as propulsion fuel (fuel consumption and CO2 emission measurements & certification tests).ECE-ONU R 100 (approved 12/02/97) Approval of battery electric vehicles with regard to specific requirements for construction and functional safety.In the Regulation R 83, R 85, R 101 specific amendments are also proposed for introducing hybrid propulsion system certification test.

GTR – Global Technical Regulation developmentIn Jiune 2007, in WP29 the “World Forum for Harmonization of Vehicle Regulations” has entrusted the working group HFCV with the development of a GTR for vehicles fuelled with liquid and gaseous hydrogen. The HFCV working group is made of two sub-groups: SGS (Sub Group Safety), referring to GRSP (Group of Experts on Passive Safety), and SGE (Sub Group Enviroment), referring to GRPE (Group of Experts on Pollution and Energy). The scope of the GTR will be fuel cells and ICE vehicles, fuelled with liquid and gaseous hydrogen. It has to include tests on components, systems and vehicles. The approach shall be “performance- based”, and the GTR will refrain to introduce constraints which might camper the technology development. Today there is in existence a GTR based on a Japanese regulation (the only one in application in the world) with some modifications. Publication is expected by the end of 2010, (but some delay is likely).(Fig. 2, Fig. 3)

UE Regulation for certification of vehicles fuelled with hydrogenEuropean Union fosters the preparation of the GTR and, at the same time, want to prepare its own European Regulation which allows certification of hydrogen vehicles while waiting for the future GTR. The technical content will be similar to those which will be in the GRPE regulations for gaseous hydrogen, the TRANS/WP.29/GRPE/2004/3 and for the liquid hydrogen, the TRANS/WP.29/GRPE/2003/14. The European regulations, opposite than the European directives, once issued are immediately enforced, without the need for adoption by member countries. It is expected that the first

Fig 2 GTR working groups (global technical regulation)

Fig 3 Japanese regulation


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vehicles can be certified in early 2009.

Hydrogen vehicle normative activity in Italy• Italian Mirror Committee H2: o CTI – Comitato Termotecnico Italiano o CUNA – Commissione Tecnica di

unificazione dell’Autoveicolo o CEI – Comitato Elettrotecnico ItalianoNational activity of comparison of the International normative activity (ISO, CEN, GRPE, PLATFORM H2 ...)• CUNA GL5 “Motori alimentati a carburante

gassoso e relativi sistemi e servizi”(“Engine fuelled with gaseous fuel and relevant systems and services”)

Development of the norms correlated to the engine function of road vehicles and mobile machines, and the relevant components, with reference to the problems concerning the use of gaseous fuels and LPG.• Central Technical and Scientific Committee (Ministry of Internal affairs, Ministry of Transport, Ministry of environment, Representatives from Industry, Representatives from Unions, University/Research bodies)• Technical Rule for automotive use hydrogen

refuelling stations (finished)• Guidelines for safety characterisation of specific

components and vehicles fuelled with gaseous hydrogen (ministry approval pending)

• Technical Rule for safety for appliances for distribution and transport of hydrogen (work started in March 2006 and in process)

(Fig. 4, Fig. 5)

RAMS - Reliability, Availability, Maintenance and Safety• Functional diagrams (system and sub-systems)• Funct ional specif icat ions (data sheets

components)• Mission profiles • Risk analysis• FMECA / FTA• Maintainability (preventive/programmed)• Critical components• Operational analysis

General concepts for safety of hydrogen vehiclesSafety of the hydrogen system:• Gas leakage measurement and cut off actions• Prevention of gas collection on-board• Check of gas release and purge• Behaviour on fire – safety valvesFront, rear and side crash safety:• Prevention of gas leakages as consequence of

breaks• Gas containment in cylinders (cut-off valves)• Adequate fixing devices foe cylinders and

componentsSafety of electric devices (fuel cells):

• Insulation of electric system, batteries and fuel cells

• Spark and current dissipation prevention• EMCEnvironment protection:• Emission measurement• Energy consumption measurement• Operability in all environmental conditions

Tests for certification of a vehicle fuelled with compressed hydrogen (example)• Check of maximum allowed weight• Brakes (in case of modification of the maximum

allowed weight)• Functional check of the hydrogen leak detection

system (hydrogen sensors)• Front, rear and side crash test (FEM)• Vehicle fatigue test (possible)• Electric engine power (R.85)• Consumption (R.101)• Electrical insulation (fuel cell vehicles, R.100)• Handling• Monitoring of the temperatures and pressures

Fig 4 role of hydrogen GDL

Fig 5 approval testing procedure for a single unit


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along the hydrogen fuelling system• EMC (R.10)• monitored experimental drive test (5/10.000 km)• CILINDERS 20 Mpa: o Compliance with the International

regulations (R.110, ISO 11439, ISO/DIS 15869)

o Compatibility with H2 (ISO 11114-4:2005)

• CILINDERS 35 Mpa: o Compliance with the International

regulations (R.110, ISO 11439, ISO/DIS 15869)

o Bonfire test o Fatigue cycling test 35 Mpa o Hydrostatic strength test o …

Innovative systems for compressed hydrogen storageType 3 cylinders with welded liners. It is a technology included in Regulation R.110 (CNG) in view of the future utilization for hydrogen systems. It allows an important reduction of the energy cost, and a remarkable reduction of the metallic liner thickness compared to a classic type 3 cylinder, with a consequent further weight reduction. Furthermore, it offers a solution to the problem of the permeability of the type 4 cylinders. It suffers anyway from some critical aspects such as the non destructive test which is imperatively to be done on 100% of welds.

Francesco BaldanziHow long does it take to build a hydrogen refuelling station? In February 2003 the process started for the erection of the hydrogen refuelling station in Milano Bicocca, with the assignment document: P.G. 1.131.526/02 issued by DC Ambiente e Mobilità,

committing to Zincar the coordination of the “Bicocca Project”. The POD – Detail Operative Plan contemplated, in the steps 4a and 5b, the construction of a liquid and gaseous hydrogen refuelling station. Subsequent steps:24 September 2003: Commitment to the Politecnico in Milano of the architecture and plant design of a refuelling station destined to refuelling of hydrogen cars.15 January 2004: Order to SOL SpA for the construction of the gaseous hydrogen refuelling plant for automotive applications.11 October 2004: Politecnico delivers the first design.20 September 2004: Presentation to press of the hydrogen compression and dispensing module.7 April 2005: Commitment to Studio di Ingegneria Luraschi of the technical assistance and preparation of the technical documents.Year 2005: adaptation steps, revision and update of project done by Politecnico: 21 March; 20 July; 12 September; 7 October; 1 December. Expression of compliance accordino to D.P.R. 3798 aimed at the acquisition of permission from Fire Brigade.12 December 2005: first conference of services Regione Lombardia; ASL- SPSAL; ASL City of Milano; ARPA; UTF; Settore Parchi e Giardini - Comune di Milano; Ufficio Carburanti - Comune di Milano; Servizio interventi edilizi maggiori - Comune di Milano; VV.FF; SOL spa; Politecnico di Milano; Ing F. Luraschi; Zincar 19 December 2005: Letter from Zincar to Regione Lombardia, protocol 0031627 declaring the exclusively private use of the hydrogen delivery point16 December 2005 :Letter from UTF to Zincar, protocol 71731 for clarification of remarks expressed16 December 2005: fax to Settore Parchi e Giardini in which Zincar declares that the trees in the area ( Tilia) will not be removed22 December 2005: Letter from Zincar, protocol 330/05/FB/md to ASL- City of Milano.27 February 2006 : the municipal authority Settore Trasporti e Mobilità fuel office asks Zincar (PG 476132/2006) the necessary integrations, in compliance with the requests done by the different involved operators.12 May 2006 : Zincar sends (ZINC/0110/06/FB/md) to ufficio carburanti of Settore Trasporti e Mobilità the required information, together with a declaration of acceptance of all other charges. 22 May 2006 : The Commissioner for traffic emergency G. Albertini issues the ad acta N 601 legislative measure to give Zincar permission to build the station, as a derogation to art.38 of the technical norms for actuation of the current town development plan.23 May 2006: Servizio Interventi Maggiori tells to Zincar and Politecnico in Milano that the Commissione Edilizia has examined the design N° 3093/2006, PG 38811.6000/2006 and has expressed a conditioned positive evaluation.15 June 2006: Letter RR from Zincar to Settore

Fig 6 compressed H2 innovative storage system


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Trasporti e Mobilità fuels office, prot.ZINC/0159/06/FB/md with a convocation of the 2nd Conference of Services27 October 2006: Act PG n 942186/2006: the sector Attuazione Mobilità e Trasporti allows Zincar the use of the are located at Boschi Di Stefano street, cornering with E. De Marchi street with a surface of m2 2213, 5 for the installation of the hydrogen refuelling station11 January 2007: 2nd conference of services: Regione Lombardia; ASL- SPSAL; ASL Città di Milano; ARPA; UTF; Settore Parchi e Giardini - Comune di Milano; Ufficio Carburanti - Comune di Milano; Servizio interventi edilizi maggiori - Comune di Milano ; VV.FF; SOL spa; Politecnico di Milano; Ing F. Luraschi; Zincar.17 January 2007: the provincial Commander of Fire Brigade (procedure N° 308975) release the provisional authorisation and conformity assessment for the activity, in compliance with art. 5 DPR 3798.8 February 2007: Municipal Note in which Settore Attuazione Mobilità e Trasporti transmits to Zincar the minutes of the Conference of Services and the relevant formal expressed opinions.9 February 2007: COSAP intimation (!)23 Maj 2007: meeting of Settore Tecnico Infrastrutture of Comune di Milano with Pirelli & C.spa to came to an agreement about the modifications to the car park.11 June 2007: Settore Attuazione Mobilità e Trasporti – Ufficio Carburanti PG 1005027/05 autorizes Zincar to install and operate an experimental automotive use hydrogen refuelling station for public utility, with a previous provisional cautionary deposit and subject to agreement with Settore Tecnico Infrastrutture – ex 3 Reparto and settore Presidio of Territorio- Servizio Comando zona 2.21 June 2007: formal delivery of the patrimonial area by Comune di Milano to Zincar.27 June 2007: the procedure chief of Servizio Interventi Edilizi Maggiori PG 589403/2007 asks Zincar metric computation assessment, to be used for the calculation of the economic contribution to be paid.25 Jgly 2007: letter from Zincar to ask to Servizio Interventi Edilizi Maggiori del Comune di Milano exemtion from this contribution as per art. 17 comma 3 letter C of DPR 380/2001.10 August 2007: (at long last…) DC Sviluppo del Territorio del Comune di Milano releases the permission to build the plant, with a previous payment of a €143,73 tax (“marche erariali e diritti di segreteria direttamente dalla SV o a mezzo di persona munita di delega scritta”).27 August 2007: the firm Rimoldi spa started to work to build the car park.3 December 2007: end of work. Assignment to the tender winner of the construction of the refuelling station.In the meanwhile, since September 2004 our experimental small fleet of hydrogen fuelled cars (1 Fiat Multipla and 2 Doblò with provisional number plate) have used the Bicocca plants to refuel with hydrogen, and have run more than 7.000 km each!

Ambrogio TagliabueIf we adopt right now strong countermeasures, we are still on time to avert the most detrimental consequences of climate change. Europe is responsible of 25% of global greenhouse gas emissions. The 40% of them comes from urban traffic. So, why chosing hydrogen? To contribute to the fight against the climate change, to reduce dependency from fossil fuels, for the diversification of energy sources, for the economic development, the creation of high added value new jobs, for the improvement of competitiveness.

Fig 7 refuelling of a hydrogen vehicle at the Bicocca refuelling station

Fig 8 relief model of the Bicocca hydrogen refuelling station

Fig 9 CO2 equivalent emissions


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HyChain Mini-Trans is an integrated project financed by European Union inside the 6th Framework Program. It is among the main projects of the Directorate of the European Commission for Energy and Transport and it is one of the first demonstration projects of such magnitude to have been implemented. The coordination of the project is done by Air Liquide. It involves 4 countries, with 24 partners: industrial companies and research institutes, with 158 fuel cell vehicles. Total budget is in excess of 37 M€. The amount financed by EU is 17 M€. The starting date was 15 January 2006. The duration will be 5 years. The target is having four important countries to cooperate in the area of the use of hydrogen and fuel cells.

location: • Emscher- Lippe Region: 12 cities in the Rhur area• Rhône- Alpes: urban area of Grenoble, Isère

Department• Emilia Romagna: City of Modena• Castilla y León: Cities of Soria and León

HyChain focuses on innovation and demonstration with the aim of promoting hydrogen as a carrier of clean energy, to develop the use of vehicles supplied with energy from fuel cell. Using a significant number of vehicles based on a technology platform suitable to providing the conditions for a pre-industrial approach. Increasing the knowledge of this technology, so as to increase the public acceptance, progressing in the definition safety of rules and standard, by showing the vehicles in the real application conditions, testing a first business model together with the end users to promote a pre-commercialisation of this technology. During the various steps of the project, the HyChain partners will have to:• Optimize the existing fuel cell vehicles and the

solutions for the storage of hydrogen• Build pre-commercial assembly lines to reduce

costs and improve quality• Introduce a complete hydrogen distribution

logistic by means of put in service more than 2,000 refillable high pressure cylinders. These cylinders will be equipped with an innovative ‘’Clip-on’’ system

• Provide wide training and knowledge to end users and partners of the project

• Ensure safety and reliability in the use and maintenance operations of fleets.

Prototype development step: first project step• Risk Analysis• Development: o First prototypes o Hydrogen infrastructure• Certification• Installation of the hydrogen infrastructure• 1st vehicles: September 2008• Management of fleets 2008 – 2010 to obtain

public acceptance of the clean mobility, and to launch the business model.

The HYCHAIN vehiclesWheelchair - Structure for physically disabled persons, centers of functional re-education, houses, nursing homes for old people, hospitals, museums and other public exercises • Original vehicle: Meyra (Germany)• 350 W Fuel Cell : Axane (France)• Hydrogen tank: 1 x 2.5 litres 700 bar H2 cylinder

Air Liquide (France)• Integration: Besel (Spain)• Quick recharge by means of hydrogen clip-on

cylinders (< 2 min)• Reduction of weight by 20% compared to

conventional battery vehicles• Silent• Increased running range (50%) compared to

conventional battery vehicles

Hybrid vehicle H2FC developed by VEM on the basis of an existing electric vehicle. Possible applications:• Urban maintenance services (parks, road cleaning,

partnErs

France germany italy Belgium

Air Liquide; Axane; CEA; Ineris; INPG; Paxitech; Ascoparg

WI; WIN; Hydrogenics; Masterflex; Air liquide

Air Liquide; Democenter; Vem; FAST

Besel; Air Liquide; Ciemat; Derbi; Rucker; CEU; Domenech; Iberdrola

Fig 10 the HYCHAIN fleet

Fig 11 clip-on system


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illumination, etc)• Mail delivery• Delivery of goodsAdvantages of VEM HC-FC UTILITY:• It is a clean vehicle, without GHG emissions• No noise or vibrations• It is a hybrid vehicle with batteries continuously

recharged by means of hydrogen• It uses the power of the fuel cell to increase the

operational running range as a function of the driving cycle

• Indicates the remaining running range• Offers an external 230 VCA electric plug,

connected to the fuel cell, for additional applications (vacuum, illumination, etc.)

• Energy recharging from hydrogen is immediate, thanks to the easy cylinder replacement operation

• Easy maintenance• It can be driver by a driver having a B level driving

licence.

Characteristics of the basis vehicleDimensions: 3,880x1,480x1,820 mm Wheel inter-axis: 2,500 mm; bend radious: 4,500 mm; payload: 530 kg; total weight: 1,680 kg; running range: 120 km; max speed: 50 km/h; seats: 2; brakes: front: disk; rear: drum.BATTERIES Type: Pb-gel; Modules: 14x6; Nominal voltage: 84 V; Total capacity: 180 Ah; Total energy content: 15 kWhELECTRIC ENGINE type: Cc; Nominal power: 11kW; Peak power: 18 kW; engine revs: 2,200 gpm; Torque 50.9 Nm.

The MOBIXANE Fuel Cell, installed on the VEM vehicle, is a PEM membrane cell (Proton Exchange Membrane), with direct conversion of hydrogen and it produces only continuous electric power and water. MOBIXANE, produced by Axane, inte-grates inside the container the cell (stack) and the control and communication system. The device also provides up to 2kW at 230 VCA for external auxiliary services.

• TYPE: PEM FC • OUTLET VOLTAGE: 48 Vcc • MAX POWER: 1.230 Vca• SERVICE TEMPERATURE: +1°/+45° C • EXTERNAL DIMENSION (LXPXA): 63X55X71 cm

• WEIGHT: 75 kg • DEPOSIT TEMPERATURE: +1°/+45° C • MAX DEPOSIT PERIOD: 6 weeks • PROTECTION INDEX: IP 23

Hydrogen cylinders. Hydrogen logistic is ensured by Air Liquide, world leader for industrial gases and main partner of the Hychain Project. During the demonstration period, Air Liquide will supply the required hydrogen for the vehicle operation, in bottles delivered to the customer. The vehicles will use hydrogen cylinders purposely developed for the automotive use on the basis of the replacement concept (safe use; the hydrogen cylinder is equipped with a clip-on quick connecting device which integrates the pressure regulator; bottle made of high strength alloy).Capacity: 20 litresPressure: 300 bar; outlet pressure: 3-15 barMaterial: high strength alloyDiameter x length: 200 mm x 1,000 mmWeight: 23 kg

Next steps: agreements with the end users; orders to suppliers; optimization of first prototypes; use of vehicles in real conditions. Expected by end of 2008.

Roberto BianchiMES-DEA S.A., (electric vehicles and their components) formerly a division of MES S.A., after the take-over of the ZEBRA battery technology, (batteries and fuel cells) was established as independent company. MES and MES-DEA are now part of a Team of 14 companies working to develop, design, manufacture and commercialize components for Automotive and Household Industries. With 3,800 employees and 220,000 m2 of working facility, the Team total sales amount to about 458 Mio €.

ZEBRA BatteryWith the acquisition of ZEBRA technology, MES-DEA offers to its customers an electric battery of high capacity. Thanks to the battery characteristics MES-DEA can cover different market applications, as for

Fig 12 hybrid vehicle

Fig 13 first prototypes


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example the auto vehicles, the busses, the boats, the marine applications, the solar applications or UPS and also batteries for telecommunication stations.Present Production Capability: 2,000 battery/yearBuilding Production Capability: 30,000 battery/yearComponents for electric vehicles and trucksMES-DEA offers the complete set of components for EVS; specially designed and produced for these applications.Fuel CellsThe first prototype of Fuel Cell (3 kW type PEM) has already been tested. MES-Dea’s staff will build new Fuel Cell Stacks as to offer to the market a compact and economical product thanks to the simplicity of the system.

Fuel cells have some peculiarities: they are con-verters of chemical energy into electric power. Reagents (fuel and comburent) are constantly introduced from outside. They have developed the concept of the three phases electrode. Have a cha-racteristic (polarization) curve.

Working principleReaction of anodic oxidisation: 2 H2 → 4 H+ + 4e-Reaction of cathodic reduction: O

2 + 4e- + 4 H+ → 2 H2O

Why the automotive system has chosen the PEM option? Because: It has been introduced in the ’60

with a membrane developed by General Electric, then used by the two fuel cell systems in the Gemini space mission. In 1972 DuPont developed an alternative membrane made of Nafion. In 1986 the Los Alamos laboratories were successful in incorporating the protonic conductor in the structure of the catalyst, thus increasing its efficiency. In the ‘90 the Canadian Ballard built and commercialised the first systems. The advantages:• solid electrolyte • high power density ( 2A/cm2) even at low

temperature• “high” velocity response to load variations• low corrosion problems, since the only liquid

present is the water produced by reaction• good tolerance to CO2 as there is no alkaline

electrolyte(Fig 16)

The components of a fuel cell:bipolar plate (made of graphite or metal)Conductive plate, which has the separation function of the gas flow of two adjacent cells. Has also the function to uniformly distribute (flow field) reaction gases on the two electrodes. This component is made of a conductive material to ensure the conductivity to electrons between cells, but keeping at the same time separate gas flows. It has some channels (flow field) which geometry must:• distribute in a uniform way the reaction gases on

the two electrodes• distribute water inside cellthey can be made of different materials:graphite: optimum chemical and physical characteristics, but difficult machining (very expensive) and low mechanical resistancecompound: (graphite + polymeric resins) good chemical and physical characteristics and easy machiningmetallic: optimum mechanical and electric characteristics, easy machining, but needs passive coating.Gas diffusion media (carbon paper, carbon cloth )Differentiated porosity layers, which convey the reaction gases to preferential directions. In the case of PEMFC they ensure the proper membrane hydration during service.Electrolyte ( liquid or solid )It separates the reaction gases. It is the selective ionic conductive element for the particular ionic species.Electrode ( interface zone)Three phase reaction site. For the low temperature fuel cells it also acts as catalyst.

Challenges to manufacturers• High power density at a wide variety of

Fig 14 comparison of different electric battery types

Fig 15 scheme of a fuel cell


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environmental and system conditions (high temperature, low RH, cold starts, etc).

• A minimum life expectancy of 5,000 operational hours (durable and reliable to all user operating profiles, freeze survivability).

• Cost competitive with the incumbent drive train (reduce precious metal loading; target: platinum = 0.2 g/kW)

• Resistance to platinum dissolution: 100 hours at 1,2 Volt

• Resistance to carbon corrosion: 300,000 cycles• No negative impact on membrane: service life

= 5,500 ore.

Control strategies of PEMFC• Understand the problems concerning

technology: hydration of membrane; avoid electrode deterioration

• Factors we can monitor to check the conditions of fuel cell: electric: stack voltage and current; physics: temperature and hydration.

• Variables we can affect to control fuel cell: o Materials ad design of the cell o Reaction air o Hydrogen o Stack temperature

Proper membrane hydrationIt is important to keep the optimum, and as uniform as possible, hydration level of membrane to censure the proper function (high proton conductivity) and the lowest possible deterioration over time.What are the “natural” flows concerning this balance? As a first step, it is important to know where water forms inside cell:• Water produced by normal function• Water coming from intake airAnd how it moves:• electro-osmosis from anode to cathode• back-diffusion from cathode to anode• removed by exhaust reaction air• removed by exhaust hydrogen

Leveraging on many factors is possible to control this phenomenon, starting with the fuel cell design criteria:• Flow field: ensure the maximum depletion of the

active cell area, but without local MEA flooding or drying

• Gas diffusion layer: ensure the capillary diffusion of reaction gases at electrodes, and in the mean time ease the excess water removal

• Temperature distribution: in some cases it can be very useful to have temperature gradients along the cell to prevent flooding where there is a large collection of water.

And the operation criteria:• Management of the reaction air flow

• Management of the reaction hydrogen flow • Stack temperature• Short-cut

Electrode degradationThere are some electrode deterioration problems which may cause a strong decrease of fuel cell current density:• Start/Stop Carbon Corrosion• Hydrogen starvation• Use of gas from reformer• Poisoning caused by metal ionsSpecial functions The control of a fuel cell is also done by means of some special functions which widen their utilization field:• Thaw procedure

Power train integration When analysing the voltage-current characteristic of a fuel cell is not easy to define its natural operative mode (e.g. a lead battery is an optimum constant voltage source) it is thus better to analyse the various function modes to discover merits and defects in case of stand alone or hybrid mode in compound with another power source.

Power control: the fuel cell works naturally as power generator which working point is in practice imposed by the external electric load. For each power delivery anyway there are two possible working points; the one at the lower current is providing the better efficiency. Unfortunately the working point ensuring the highest power delivery is unstable (high diffusion losses). So the maximum power pursuit technique (MPPT) cannot be directly applied. (Fig. 17)

The fuel cell works at a given predetermined voltage at its terminals, thus becoming a current source. This function mode can be obtained for example by connecting both the fuel cell and an

Fig 16 components of a fuel cell


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accumulator to a CC bus, obtained by means of a condenser bank, (using a DC/DC converter to adapt voltages in case of need). This scheme can be set with lead batteries and inverter.

Current control This fuel cell function mode is the opposite of the former one. It is obtained by means of imposing a constant current source which, thanks to the insertion of an inductance in the DC bus, pre-determines the working point to of the fuel cell. The only negative point of this configuration is that in case of cell flood (especially if this happens at the anode) the demand for current keeps constant, with the risk of irreversible damage for the fuel cell.

Thaw ProcedureA theme under study over the last years is that of the fuel cell operation in cold environment (tents of degrees below 0°C).In particular, the start up of system is difficult after it has kept for many hours in very cold environments and the internal water has frozen up. We succeed in developing over the last two years a defrost technique which, without the use of

external devices, can defrost fuel cell from –20°C and the system can deliver full power within 1-2 minutes. In the last test we could do 120 start-up procedures with a performance degradation of about 5%.

Self-reconditioning procedure Another problem of the PEM technology in the portable applications is membrane drying out caused by long inactivity periods. In this case in fact, the fuel cell may lose even up to 90% of performance after some months of inactivity. The usually adopted solutions such as:• increase of moisture content of incoming gases,• modification of pressure balance between anode/cathode,• change of service temperature,often cannot be used with these systems because of their simplicity. We have thus developed a procedure which allows recovering the full power capability in about 1hour.

Eliminate the dangerousness of the hydrogen ejected by the purgeThe hydrogen circuit of our system is managed in the dead-end mode, and in order to permit the correct work a periodic purge is required. During this purge obviously some hydrogen is ejected in the ambient and this could be a problem if the system is working in a small dimension and completely closed room without any possibility to exchange air with the external ambient. In order to solve also this extreme case, MES-DEA is developing an exhaust catalytic combustion apparatus that permit to eliminate completely this problem. Practically this tool, positioned at the end of the purge tube, works like an active filter that eliminates the hydrogen ejected by a controlled reaction and producing only steam. We are at a good point in this project, and now we are able to eliminate completely the hydrogen and keeping under control the temperature of the apparatus under the 50-55°C. More work must be done in order to increase the efficiency ad reliability of the new tool.

Marieke ReijaltThe Italian hydrogen and fuel cell association H2IT was formed in 2004 and is part of FAST. It wants to be representative for the operators of this sector, to detect and coordinate the hydrogen activities at the national level, to facilitate development of hydrogen infrastructures, establish a link with the initiatives promoted at European level.

Hydrogen activities at national level:

Fig 17 characteristic voltage-current curve of a fuel cell

Fig 18 a 3 kW fuel cell stack


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• Call for bids of the industry 2015 for hydrogen and fuel cells; launched in January 2008; a unique big project will be chosen;

• Participation to the renaissance of the National platform;

• Link to Hydrogen Bus Alliance for the collective procurement of buses;

• Support to regional development; blends call for bids

H2IT Road-show 2008 [www.h2it.org/roadshow].The components of H2IT: training and promotion; safety and norms; hydrogen from renewable sources; early markets; stationary installations; automotive; financing and cost analysis.The EHA (H2 from where and when to here and now!). The mission is to foster the development of hydrogen technologies and their use in industrial, commercial and consumer applications. Membership structure of now 14 national associations and the main hydrogen production and distribution companies allows for insight in local developments and facilitates communication of industry needs. EHA is actively following EU’s Research, Energy and Transport policy; online database of policy affecting the use of hydrogen. It collects insight in and supports local developments through dissemination EU and national projects results (Hyapproval, H2 Training). Through involvement of national associations, it coordinates promotional activities: EHA Taskforce “Hydrogen in the City” (EUSEW Session January 29, 2008, Brussels).Hydrogen refuelling stations in the EU in 2006: Malmo; Amburg; Barth; Amsterdam; London; Rotterdam; Berlin; Frankfurt; Luxemburg; Stuttgart; Munich; Milano; Torino; Mantova; Modena; Porto; Madrid; Barcellona. (Fig. 22, Fig. 23)

The report “From where energy to produce hydrogen?” has been supported by the German hydrogen and fuel cell association DWV, and promoted by EHA. It examines:• Which could be the energy sources for production

of hydrogen• How long will production from fossil fuels last in

covering the demand• Which possible pathways are there for the

sequestration of CO2

• What contribution will nuclear energy provide in the global scenario

• What will be the capability of potential production of renewable energy to cover the energy demand)

• The existing possibilities for a gradual shift to the post-fossil fuel era. (Fig. 24, Fig. 25)

Oil production will peak in a few years. The oil rich countries are no longer able to increase the oil production. The energy situation which will settle at global level will force us to a turn anyway. Oil extraction from bituminous sands (Canada) requires large amounts of energy and water. (Fig. 26)

Experts believe the natural gas production can still increase over the next years up to a peak which is expected to occur in 2020. An expansion and re-qualification of the infrastructure for LNG transport is also expected. (Fig. 27)

The experts predict that coal production can increase by up to 60% and reach the peak by 2050 (emerging countries). The use of coal will replace oil and gas, but this will create some problem, as a consequence of the process to convert it into forms of energy that are easier to handle. With the use of coal the problem arises of the sequestration of CO2, otherwise this option cannot be justified from the

Fig 19 albatros

Fig 20 SR 50 FC

Fig 21 Hybrid quark


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environmental point of view. CO2 Emissions: natural gas = 203 g/kWh; oil = 264 g/kWh; coal = 346÷414 g/kWh. (Fig. 28)

The structural service life of nuclear power plants (40 – 60 years) imply that by 2030, at least 75% of the present plans will have to be replaced (14 per year). A significant increase of conventional nuclear power plants will lead to a scarcity of row material (uranium) within short time. But there are some more valid alternatives for the future, such as the plutonium self fertilising reactors. (Fig. 29, Fig. 30, Fig. 31)

Considering a production from renewable sources only, hydrogen represents a viable opportunity as fuel. The energy accumulated in hydrogen could be widely utilised in the automotive sector. EHA analysis foresee the production of hydrogen from photovoltaic and solar energy: what are the costs with reference to the increase of generation capacity? (Fig. 32, Fig. 33)

In the medium-long term hydrogen will ensure the automotive sector very low emissions at reasonable cost. (Fig. 34)

Hydrogen fact sheet• Bi-atomic molecular structure (H2) – the simplest• Colourless, odourless, tasteless substance; NON

toxic• 1 part (volume) of LH2 corresponds to 840 parts

of GH2• The density in liquid state is 14 times smaller than

that of water

Fig 22 map of H2 refuelling stations in EU in 2006

Fig 23 map of H2 refuelling stations in EU in 2007

Fig 24 prediction of the global energy scenario

Fig 25 prediction of the global energy scenario


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• The density in gaseous state is 14 times smaller than that of air

Hydrogen production must take into account:• An energy chain with the smallest possible energy

losses in the conversion processes• Application in sectors in which it proves to be

an energetically efficient, and economically viable solution

• A substantial difference between the present infrastructure for production of energy and that of the future, in particular in the case of fuels

• A new configuration of the energy systems (e.g. the car)

Alessandro GraizzaroLeonardo H2 Trainig Leonardo “H2 Training” is a reference European project for the certification of export in the hydrogen technology sector [www.h2training.eu]. It has been approved by the European Commission, inside the structure of the Leonardo da Vinci program. The duration is 24 months (October 2006 – September 2008). The budget is € 429,000. it involves 10 partners from 5 countries: Fundación San Valero (Spain); Universidad San Jorge (Spain); Fundación Hidrógeno (Spain); Cardiff’s metropolitan university (UK); Grazer Energie Agentur (Austria); eco4ward (Austria); Environment Park (Italy) ; Associazione italiana idrogeno (Italy); Weiterbildungszentrum Brennstoffzelle Ulm (Germany); Kolping-Bildungswerk (Germany); targets:• To define an European curriculum and a specific

training content for an emerging professional profile: technician expert in installation and maintenance of hydrogen and fuel cell technologies.

• To prepare a reference didactical manual for the training of the trainers of the installers.

• To develop two pilot activities for trainers preparation, one in course mode with International teachers (Saragozza, Spain, January-March 2008), the other on an European scale by means of "e-learning" system.

• To predict the training need evolution in this

context by means of an activity of monitoring at the European level.

The project is open to participation of persons, companies and institutions interested in the sector of the renewable energy, and the hydrogen and fuel cell technology.

Hysyrider Project Hysyrider was created at first as a driven skateboard; then it became an hybrid scooter, it changed the look, and increased in performance and power.

Fig 26 the future scenario: natural gas

Fig 27 the future scenario: natural gas

Fig 28 the future scenario: nuclear power

hydrogen methane

molecular weight 2,02 10,04

density (liqid/gaseous)

70,79 kg/m3 – 0,0899 kg/Nm3

0,72 kg/Nm3 (gas)

net heating power 3,00 kWh/Nm3 – 33,37 kWh/kg

9,59 kWh/Nm3 – 13,32 kWh/kg

gross heating power 3,54 kWh/Nm3 10,97 kWh/Nm3

boiling temperature 20,3 °K (-252,8 °C)

111,8 °K (-161,4 °C)

Flammability limits (inf/sup)

4÷75 5,3÷15%


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Hysyrider Project1st generation Power System• PEMFC 200 W• 50 Nlitres hydrogen stored in metal hydride tank• 30 minutes H2 recharging time• 2 hour of endurance at the maximum power rate• 2 batteries 7.2 A/h• 250 W electrical engine• maximum speed: 20 km/h

2nd generation Power System • PEMFC 700 W

• 400 Nlitres hydrogen stored in metal hydride tank• 30 minutes H2 recharging time • Less than 2 minute tank change• 2.5 hour of endurance at the maximum power rate• 1 battery 6.5 A/h• 500 W electrical engine• maximum speed: 32 km/h

3rd generation Power System • PEMFC 1,500 W• 800 Nlitres hydrogen stored in metal hydride tank

28

Fig 29 global scenarioFig 30 renewable sources

Fig 31 potential of hydrogen from renewable sources

Fig 32 production cost of hydrogen from renewable sources

Fig 33 fuel costs from well to tank

Fig 34 Costs and emissions from source to wheels


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• 30 minutes H2 recharging time• Less than 2 minute tank change• hour of endurance at the maximum power rate:

to be defined• 1 battery 6.5 A/h• 1.500 W electrical engine• maximum speed: 60 km/h• New Electronic Concept

The second generation Power System is under road test, according to an internal protocol, partly inspired to the standard ISO/DIS 23828. Part of the test is the gravimetric measurement of hydrogen consumption; periodic tests are done on the polarization curve, and on the battery charge and discharge.

NotesGTR = global technical regulationLiner = the internal part of the composite cylinder. In type 3 and 4 cylinders, it is a very thin wall cylinder, made of metal or thermoplastic material, which function is not structural, but only tightness. In type 3 cylinders instead, it is always made of metal, with only slightly reduced wall thickness, and it carries a substantial part of the load (usually it is able to stand a maximum pressure of 200 bar even without fibre wrap).

Fig 35 a prototype


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On the 5th May 2009, in the area in front of the Triennale di Milano – Design Museum it has been put on show for the first time in Italy Solarworld No.1, a prototype of car exclusively fed with solar energy. During this event the car has done some demonstration trips. SolarWorld No.1 is the product of the collaboration between SolarWord – a firm which is a leader at world level in the manufacturing of photovoltaic power plants – and the University for Applied Science in Bochum. It is a unique specimen of solar power racing car, which combines high efficiency energy technology with a extraordinarily fascinating design. This car is impressing in particular because of the extraordinary energy efficiency and for its optimum aerodynamic profile, combined with its lightweight feature. SolarWorld No. 1, in fact, is 5 metres long and 1.8 metres wide. Thanks to the use of innovative materials in its construction, it has a weight of only 250 kilograms. Its external surface is covered with six square metre solar cells which can generate an amount of energy sufficient to propel it at a maximum speed of 120 km/h. The base constant performance allows it to cross a whole continent, at an average speed of 85 km/h. The car has already done a number of competitions dedicated to solar energy cars. It started with a great success at the "World Solar Challenge" (WSC) in Australia in October 2007, where it won the special prize for the design and the fourth place in the absolute ranking. SolarWorld No.1 has then also run at the "North American Solar Challenge" (NASC) in 2008, where it run as much as 4,000 km,

SOLARwORLD NO. 1:

THE SOLAR ENERGY CAR ON SHOw ON THE ROADS

OF MILANO

from Dallas in Texas along the Great Plains up to Calgary, on the Rocky Mountains. In the autumn of 2009, SolarWorld No.1 will take again part in the "WSC" in Australia, and will cross the red continent on along the Stuart Highway running more than 3,000 kilometres. What is today just a prototype of a nice design which resembles a dolphin, conceived to win important competitions at world level, could become one day an utility car for daily use. One of the fundamental requisites to take part in the World Solar Challenge, in fact, is that the vehicles adopt design solutions which are applicable to the every day life. Also for this reason, the driving place of SolarWorld No. 1 has been conceived in such a way as to allow the pilot a sitting posture which is very similar to that inside any conventional car.In carrying this project out, SolarWorld aims at circulating knowledge and raising a growing interest from young generations for the research projects on solar power. At the same time, SolarWorld No. 1 demonstrates with its characteristics that the progress of the technology of renewable energy is ready to ensure such high performance to allow a spectacular entry of the world of sport.SOLARWORLD – The SolarWorld group is leader at world level of the high quality solar power technology. The group is committed at all levels to the field of solar energy, and collects all the relevant activities, starting from the raw material (silica) up to the end product. The SolarWorld group is present in all the international markets which are active in the development of the solar energy systems.

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Presented in Milano the new version of the well known commercial vehicle manufactured by Piaggio

A long time ago, in the reconstruction period after the war, many Italians started to dream. Then they took those dreams, machined them with file and hammer, and made them real. So somebody did an equation: the car is to truck as the motorbike is to …?The equation result was the Ape, kind of a centaur, half Vespa and half tuck; a Vespa with a loading platform to transport a small load.

So the small “all transport” started a long and honourable career, meeting the specific needs of the Italian commerce and artisanship and of the mobility in the narrow streets of the ancient town centres.

Very soon the small centaur was diffused over the all world, meeting the demand for mobility of persons and goods at very reduced costs.

The management of Piaggio keeps on along this route in proud loneliness, keeping a leadership of a relentless market, despite the economic crisis which makes all other car manufacturers to tremble for fear.

The renewed version of the Porter has been introduced recently, a true four wheels lorry, just a little smaller.

The talent of Porter is mainly its versatility, and the reduced dimensions, which give it an unparalleled manoeuvrability and a payload capability equal to that of larger and more cumbersome vehicles. These characteristics combine to give this vehicle the “plus” that made Piaggio Porter an extraordinary commercial success vehicle, which has sold more than 100,000 units so far.

In the new Porter there is more technology, and it has a new style: the new Porter not only introduces a number of improvement features, but it is also characterised by a deep restyling renders its image even more modern and attractive.

THE DISTINCTIVE CHARACTERISTICS OF THE NEW PIAGGIO PORTER• Reduced dimensions and a great manoeuvrability:

the very short steering radius of Porter – only 3,7 metres, whereas the average figure of the rest of this market is 5,4 metres – is enhanced by the innovative E.P.S. system (Electronic Power Steering) which makes every parking manoeuvre extremely simple and quick, and makes driving even more safe and comfortable.

• Excellent ratio between dimensions and payload and good accessibility to the load platform. To be able to satisfy any possible need, the new Porter is available in two versions: the version with a total weight of 1.5 ton, with a payload of 650 Kg, ideal to minimise the cot of insurance, and

NEw pIAGGIO pORTER:

THE LITTLE BIG wORkER IS MORE AND MORE

ENVIRONMENT FRIENDLY

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the version with a total weight of 1.7 ton and a payload of as much as 850 Kg, dedicated to the professional customer who needs a vehicle capable of a bigger payload.

• The 4x4 version is also available, unique on the market in this segment.

• Eco-Solution: low environment impact engines. Porter Eco-Power is characterised by LPG/gasoline fuelling, whilst Porter Green-Power is fuelled with CNG/gasoline. Both engines are equipped with a modern sequentially phased electronic injection system. The advantage for the user is evident. With Porter there are no circulation barriers in the limited access zone city centres, and the mobility is ensured in any circumstance. Porter is particularly suitable to operating in protected areas, or in the pedestrian’s zones for public utility services.

Alfredo Zaino

nEW piaggio portEr – tEchnical fEaturEs

gasoline eco Power - green Power

engine: 4 cylinders 16 valves 4 cylinders 16 valves

Fuelling system: multipoint indirect injection

multipoint indirect injection

engine cylinder displacement

1,300 cc 1,300 cc

max power (Kw, revs/min) 48 kW at 4,800 revs/min 46.5/4.800 - 42/4,800

traction rear/4x4 rear

gear 5 synchronized speeds + reverse speed

5 synchronized speeds + reverse speed

cooling system liquid liquid

Front brakes disk 260 mm disk 260 mm

rear brakes drum 258 mm drum 258 mm

max speed (Km/h) 130 km/h 130 km/h - 120 km/h

tyres 155 R12 86/88 N 155 R12 86/88 N

total weight 1.5 / 1.7 ton 1.5 / 1.7 ton – 1.5 ton

nEW piaggio portEr – diMEnsions and payload (load platforMs)

Pianale long load platform

Dump load platform

length (mm) 3.420 3.775 3.565

Width (mm) 1.395 1.460 1.460

altezza (mm) 1.705 1.730 1.800

Passo (mm) 1.830 1.830 1.830

load platform height from ground (mm)

715 755 780

Dimension of load platform (mm)

1.330 x 1.980 1.400 x 2.325 1.400 x 1.930

Payload 1.5t (kg) gasoline Payload 1.7t (kg) gasoline

650 850

650830

615815

Payload 1.5t (kg) ecopower Payload 1.7t (kg) ecopower

605805

605785

565765

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MM& quADRO NORmATIVO NGV

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with the other fuels. In the opinion of Assogasmetano the quality standard in case of CNG can be the same as in the case of the other fuels?

The technological, distributional and economical standard cannot be the same as those of the liquid fuel refuelling stations. The “shameless” approach of the new operators has caused some mishap. For this reason we believe that it is necessary to be properly trained before selling CNG. It is necessary to be well acquainted with its peculiar marketing characteristics, to avoid being forced to shut downs stations which are not economically viable. It is not sufficient to install appliances similar to those selling liquid fuels, to discriminate between a good or bad selling of CNG. Modern and adequate refuelling stations are welcome, but one must bear in mind that they are just a facade. All what is really important, is upstream of this. That’s because we are open to collaboration with the new operators of this market.

4. Hydrogen is often considered as the natural evolution pathway of CNG as energy source for a clean transport system. What is the opinion of Assogasmetano in this respect?

Hydrogen will come. We will speak about it in due time. Today we are already talking about CNG/hydrogen mixtures just as they were tomorrow’s reality. Maybe we are old fashion minded, but we believe that at present our prevailing effort must be focused on exploiting the potential benefit offered by CNG. We believe that we have not reached yet the optimum situation in the use of energetic “strength” of natural gas, and we still have left some margin for improvement. And we are here, just willing to work on all the other aspects of this issue.

1. What are today, in the view of Assogasmetano, the conditions for the development of the refuelling station network which is adequate to the needs of a rapidly growing national vehicle fleet?

The development of refuelling station network and the growth of the national vehicle fleet are two elements which are tightly joined together, but with a substantial difference. Whereas the service station network is non self standing without an adequate “demand” (i.e. CNG vehicles) opposite, even if there are many CNG vehicles, the refuelling station network, even if faint, is able to refuelling them. This is what the history of last four years is about; id the demand increases (i.e. increases the number of NGV in circulation) in some few years new refuelling stations are built.So, if we want the refuelling station network to keep growing, we need an increasing number of NGV to be put on the market.

2. What is the role of Assogasmetano in the panoramic of the mobility in Italy, and what will be the future like?

Assogasmetano wants to propose itself as an association which intends to emphasize and play an exclusively “political” role of protection and promotion of this sector, giving particular attention to the problems and the themes connected to a fast growth, avoiding being distracted by objectives which have little to do with the typical role of an association. The experience and the entrepreneurial capacity of his associates are the warranty for such a project to be successful.

3. The now consolidated tendency is towards the construction of multi-fuel refuelling stations in which CNG is sold together

INTERVIEw TO pAOLO VETTORI pRESIDENT

OF ASSOGASMETANO

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NGV THE ITALIAN TRADITION SpREAD OVER THE wORLD

Fornovo Gas was formed in 1969, and it was responsible for :• CNG distribution in northern Italy• maintenance of CNG refuelling stations• Transport of CNG by cylinder truck.Having gained such a wide experience, Fornovo Gas also started recently with the design, manufacturing and sale of a new line of CNG compressors and dispensers which have become now the core business of the company. The firm has been certified to ISO 9001:2000 for its whole activity.The compressors built by Fornovo Gas are efficient, reliable and highly flexible in operating conditions. The compressors made by Fornovo Gas can work with a variable suction pressure between 0 and 220 bar, and require a power between 22 and 400 kW.Fornovo Gas is the perfect blend of skilful and motivated personnel, working in a young environment, with a long tradition but with a young and dynamic staff, ready to take and win the challenge of the market.Main products commercialised in the world:“GASVECTOR” – compression module certified CE – it is a preas-sembled module unit, optimised for the compression and distribution of CNG, adaptable to any intake pressure of gas from pipeline and to any need of flow rate.The module is also suitable to the compression of technical gases in various industria processes.It has the aspect of a cabin easily transportable, made of reinforced

concrete and steel.“ELECTRONIC DISPENSER OF CNG”:the device meters the actual mass flow of gas (Kg) delivered to the vehicle independent from pressure, temperature and density. The dispenser is designed for automatic operation, on various pressure levels. It has got an electronic counter and a self diagnostic program-me, with a very high reliability rate and very easy maintenance, it can exchange operational data with the central control of refuelling data and/or the central unit of the firm.“TURN KEY CNG REFUELLING STATION”: turn key delivery - in Italy and in all the countries of the world – of the compression and distribution system of CNG, including ancillaries and connecting piping, commissioning, start up and training.The system can be a public refuelling station, or a refuelling station for fleets. We can develop the whole building process, from engineering, including the passage for the necessary administrative permissions, down to the start up of the plant.“AFTER SALE ASSISTANCE”: assistance contracts with many arran-gements from programmed maintenance to “full service”, this is the result of forty years experience with our customer service, with 24 hour a day availability of our experts and assistants, all the year round.Fornovo Gas S.r.l. – Via P.M. Curie, 14 – 42100 Reggio Emilia. Tel. +39 0522-557675; Fax +39 0522 550112; E-mail: [email protected]

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But this “expedient” used by the car dealers is based on wrong information, which spoils the commercial competition between firms and affect the right of the car owner to go to any workshop he may prefer. In this regard CNA/Autoriparazio-ne protects the independent firms of the ’after market sector, and individuates in the Authority responsible for surveillance of market and com-mercial competition the proper interlocutor which can restore the transparency and the correct rules in the market of the after-sale services.

Metano & MotoriWhat are the warranties of professional skills which the artisans of this sector can offer their customers today?

Mario TurcoExperience, competence and specific training. They are not just acquired once for ever, but they are constantly updated. We are the first to foster the necessary processes of qualification in this sector – which is strongly connected to the the-mes of safety-, just because we want to protect these firms, the better ones, honest and compe-tent, against some possible unprofessional ope-rators who might spoil the image of the whole sector.

Metano & MotoriWhat is the role of CNA in the development of the professional training of the sector ope-rators?

Mario TurcoCNA has a long tradition and experience of trai-ning. For this reason many years ago it has built up a national network of training centres offering special training to the artisan firms and small and medium industries on the whole national territory collaborating with the Regions, the Chambers of Commerce, various private operators and recently also with Fondartigianato. Furthermore in this specific sector CNA/Autoripa-razione has signed an agreement with Consor-zio Ecogas, to plan and create specific training courses for the technicians who are responsible for the installer firms. Thanks to the initiative of the territorial structures of ECIPA/CNA and CNA/Autoriparazione, with the collaboration of Ecogas, this agreement is provi-ding the first results.and we will keep on along this route.

IInterview to Mario Turco – Responsible at national level for CNA/SC/AUTORIPARAZIONE

The gaseous fuel (CNG and LPG) is quickly deve-loping as a clean and cheap fuel that can keep a high level of individual mobility in the present and future situation of increasing difficulty of use and availability of the traditional liquid fuels.Up to some time ago, the gas conversion of vehi-cles, was the result of an original technology, di-stinguished and complementary to the car techno-logy. The on board conversion kits were manufac-tured by specialised firms, and they were installed on board by equally specialised workshops.Today many car manufacturers offer directly ve-hicles ready to use CNG or LPG as fuel, thus sub-tracting some commercial ground to the artisans of this sector and to the manufacturers of con-version kits. Metano & Motori has asked Mario Turco, Responsible at national level for CNA for the sector of the workshops, what are the per-spectives for workshop operators in this situation.

Metano & MotoriThe sector of LPG and CNG conversion of ve-hicles has a tradition of excellence of artisan-ship in Italy, and it is conquering the world. Keeping car manufacturer’s warranty is an indispensable condition for the development of the sector. What is the position of CNA in this respect?

Mario TurcoThe warranty is regulated by EU norms, adopted by national norms and codes, so everything is transparent: the general warranty on the vehicle belongs to the manufacture; the installer of LPG/CNG kits only releases a warranty on the specific devices of these gas fuelling systems, and there is no connection between these two warranties. In reality it happens often that the car dealer, taking profit from the unawareness of their customers, threaten them with not keeping the warranty on the vehicle they purchase, if they after purchasing, have a workshop install on the vehicle a CNG/LPG fuelling system. By doing so, the car dealers meet two targets: the first one is to see that the LPG/CNG system installed by one of their workshops (or one of those which they have an arrangement with); the second one is that of linking the custo-mer to them for all the after-sale services, making him believe he is “safe” and “protected” only with them..

wHAT IS THE FuTuRE LIkE FOR THE AFTER-MAR-kET CONVERSION TO GAS OF VEHICLES?

Mario Turco

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Metano & MotoriWhat is the future, in the opinion of CNA, for the CNG conversion workshops in Italy?

Mario TurcoA very interesting future, because our country is developing more and more the culture of the sustainable mobility, which hinges for sure on the development and the diffusion of the vehicle gas conversion. CNA/Autoriparazione is ready to fight this cultural and political battle.

Metano & MotoriDo CNA believe that the image of the after-market NGV sector is adequate, or that it must be improved?

Mario TurcoFor sure it is useful to further develop and qualify the image of this sector, introducing it into the more general theme of the sustainable mobility. It is a cultural, political, social and economical mat-ter, which is necessary to treat at various levels: the political/institutional level, national and territo-rial ( the management of the sustainable mobility in the cities, the regions and at national level in general), the individual level, of the sustainable behaviour of single individuals/car owners; the economic and social level of the reduced consum-ptions and the low environmental impact.

Metano & MotoriBesides the incentives from the government, what other tool do you believe the local bodies can use to promote the after-market conversions?

Mario TurcoTo promote their use with a “rewarding” policy. Just some examples: preferential permission to circulating in cities, road tax exemption for a de-termined period, increased financial incentive by means of an added sum which can be taken out of taxation (at national and local level).

Metano & MotoriDo you think that the new policies of the car manufacturers (incentives for purchase of new bi-fuel cars) can rise any problem to the after-market sector operators?

Mario TurcoNot in principle, if they have the proper beha-viour. Unfortunately, the signals we receive tell something different. I just mentioned one exam-ple when I told about the car dealers. Another negative example is the publicity they circulate in which they make people believe that they give the on board system for free, and don’t tell the truth, as it is instead a gift from the government,

as a state incentive. Anyway the worst risks for the after-market operators come from the unfair competition they have to face, due to two main specific aspects: smaller incentives compared to those given to the car dealers, lies on purpose, about the warranty that bias the customer choice between purchasing a OEM NGV or retrofitting a gasoline car.

Metano & MotoriDo you believe that it is fair to grant a dif-ferent financial incentive to OEM NGV and retrofit CNG cars? What would CAN propose in theis respect CNA?

Mario TurcoNo, I don’t think this is a fair strategy. Opposite, it would be necessary to give more financial incen-tives to retrofit if we really want to do something serious and concrete for the sustainable mobility. It is necessary to equalise the incentives by incre-asing that granted to after- market conversion, by acting on two sides: a part of the incentive could be given to the workshop operator, as it is the ca-se already, and another part could be given direct-ly to the car owner, by means of a tax deduction system. The combination of these two subsidies would concurrently help the small firms and the families, which is opportune and necessary in the present negative economic situation of our country. This is the correct strategy that should be adopted to help the car sector now facing a crisis.

THE POINT OF VIEW OF THE CAR MANUFAC-TURERSMetano & Motori has asked all the car manufac-turers operating on the Italian market to express their position on the theme of the validity of the warranty in the case of after sale gas conversion of the car. In the following there are the answers we got from themMetano & Motori: our magazine is examining the various problems affecting the development of the sustainable mobility; we are collecting in-formation about the sector of the conversion to gaseous fuels of the vehicles.The after-market gas conversion sector is com-plaining for some difficulties deriving from the approach of many car dealers who negate the validity of the car manufacturer’s warranty in ca-se of after-market conversion to gas. We ask for your collaboration to make at last some clarity in an official way the position of your group on this respect.

Nissan Italia: at present Nissan Italia offers the warranty for the engines with an LPG fuelling system installed by ourselves before sale on the Micra 1.2 and Note 1.4. all other Nissan cars on which an LPG system is installed after-market are

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quality of the conversion kits they are going to in-stall, and the professional skills of the installers. Fur-thermore, they should always attentively verify the terms and duration of the warranty granted by the manufacturer of the LPG system.

Opel: On the cars sold by Opel the on-board systems are installed after market. The warranty is anyway confirmed by ourselves under the condition that the regular maintenance interventions are done at the proper time and intervals, and by the workshops belonging to the authorised Opel network, of by an independent workshop network which operate following the proper criteria.

Renault: with reference to your request, we confirm that as a matter of fact generally the installation of a gas conversion system make our warranty to cease for all the original components which are involved in the gas operation of the engine, and for all the side damages caused by a bad operation of the gas system; this clause is part of our general sale condi-tions. After the agreement between Renault and Landi Renzo, all customers who will install on-board LPG conversion systems officially approved by Renault (for which the compatibility has been proved with the Renault vehicles) are completely safeguarded, since the possible malfunctions during the warranty period are covered as a complementary warranty by Renault or Landi

Toyota: As per the Toyota’s procedures any unautho-rised modification of the vehicle makes the warranty to expire prematurely on all the components affec-ted or involved by the modification; in the case of the installation of an on-board CNG or LPG system, the warranty expires on all the components of the engine (lubrication, cooling and fuelling systems). The warranty keeps valid instead on all the other components on which the modification has no ef-fect.

Peugeot: the vehicles commercialised by Peugeot Italia, and sold through our car dealer network, are “phase 2” certified by the factory, so- they benefit from the government financial incen-tives granted to the low environmental impact vehi-cles; in the case of the customers living in Lombardia, also the additional incentives granted by the regional administration authorities- they are covered by the normal contractual war-rantye imposed by law, which covers all Peugeot vehicles

M&M: and what if the installation of the on-board gas system is done after the vehicle purchase?Peugeot: the warranty ceases

not covered by our warranty.

Chevrolet: with reference to your mail asking for information, Chevrolet installs 90% of the LPG on-board fuelling systems as phase 2 certification. They are covered by a warranty directly granted by BRC gas equipment (claim and reimbursement manage-ment). Since all the network of assistance of Chevro-let is as well authorised by BRC, and this last grants directly a warranty for the relevant interventions, we face no problems whatsoever. for the few LPG kits we sell to the aftermarket sec-tor, the situation is the same.

Ford: in legal terms, and not only in Italy, in case of conversion (aftermarket), any failure of conformity of the installed system is covered by the warranty of the seller/installer and the manufacturer of the system it-self. They are liable also to the consequent damages. Furthermore, the seller/installer is liable to the failure of conformity deriving from the imperfect installation of the system, and to the damages deriving from the system not being installed to the best practice. So the installation does not cause the warranty on the vehicle to expire prematurely, but Ford’s warranty do-es not cover the defects of the system, the imperfect installation of it, and the consequent damages.All this is valid only for the engines which can accept the conversion to LPG, which means today Focus and C-Max 2.0lt and Transit 2.3lt, Mondeo 2.0; and the conversion to CNG, which means Focus and Cmax. In the case of the conversions done on engines different from those above, for which FORD does not admit the conversion to LPG for technical reasons, the warranty will be limited to all what is not affected or involved by the conversion (so, the engine will lose the warranty).All possible damages occurring because of the on-board LPG system will be covered by possible special warranties granted by the seller/installer and the manufacturer of the on board kit, under a contract stipulated privately with the customer.

Kia: with reference to your e-mail, the terms of our warranty on the on-board conversion systems in-stalled directly by Kia Motors Italia with “phase 2” certification, are as follows:Picanto: 36 months or 100.000 kmCee’d: 5 years or 100.000 kmNew Sportage: 5 years or 100.000 kmIn case of aftermarket conversion, our warranty can-not apply to the conversion components, and we are not liable to faults caused by malfunction of the LPG on-board system.Such damages will be totally under the responsibility of the car dealer who has ordered the installation of the on-board LPG system, who in his turn, will make up on the seller/installer who, by law, is obliged to offer an adequate warranty. We always recommend our car dealers to verify, first of all, the construction

WHAT Is THE fuTuRE LIKE fOR THE AfTER-mARKET cONVERsION TO GAs Of VEHIcLEs?NV

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WHAT Is THE fuTuRE LIKE fOR THE AfTER-mARKET cONVERsION TO GAs Of VEHIcLEs?

A GROup OF TwENTY LARGE FIRMS, COMMITTED TO

THE NGV SECTOR

Our magazine carries on also on this issue, with the profile description of the firms which are members of the Consortium Natural Gas Vehicle System Italia. We would like to remind our

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readers that this Consortium was founded in 1996, and it collects the most representative Italian operators of this sector, thanks to whom the use of natural gas as fuel for vehicles is today a reality.

FABER INDuSTRIE

Established in 1972, Faber Industrie has grown rapidly to become the world leader in the production of seamless steel and composite cylinders for the storage of high-pressure gases and for NGV applications. All over the world Faber has earned the best reputation for its high standards of quality and for its capability to comply with the most stringent specifications set down by International Bodies and Local Authorities. A complete range of cylinders, from 1 to 240 litres of water capacity, four modern factories and a devotion to quality and flexibility make Faber the real global supplier of high-pressure cylinders in the five continents. Faber has four plants located in the North East of Italy. 850.000 cylinders are manufactured every year. All the factories are regularly inspected and audited according to the demands of the pertinent Safety Authorities, multinational gas companies and vehicle manufacturers.Faber is able to comply with the strictest safety regulations and with the specific requirements of the Motor Companies involved in the production of OEM Natural Gas Vehicles. Thanks to its production process from steel coils Faber is able to manufacture light weight steel and composite cylinders that are appreciated by Motor Companies and companies involved in the after sales market of the NGVs applications.Faber is continuously developing new technologies and processes to manufacture the most suitable cylinders for the CNG sector. The light weight steel cylinders (Type 1) manufactured from the recently developed “Faber Modified Cromium Molibdenum Steel” and the composite cylinders with E-glass and Carbon fibre (Type 2 & Type 3) are the result of the most recent Faber efforts towards new products for on-board applications.Cylinders for Compressed Hydrogen (up to 700 bar WP) have been developed by Faber in co-operation with the major gas companies and within EU StorHy Programme.

Weight Comparison of Faber Cylinders

Cylinder Type Weight per litre Weight reduction (§)

Type 1 - CrMo Steel (kg 112) 0.80 kg/litre -

Type 1 - Modified CrMo Steel (kg 101) 0.72 kg/litre -10%

Type 2 - Steel & Glass Fibre (kg 95) 0.68 kg/litre -15%

Type 2 - Steel & Carbon Fibre (kg 77) 0.52 kg/litre -35%

Type 3 - Steel & Carbon Fibre (kg 56) 0.40 kg/litre -50%

Data are for 140 litre cylinders according to ISO 11439 Standard, Work Pressure 200 bar All data are about cylinders manufactured by Faber and not by others(§) - : comparison with Faber Type 1 CrMo Steel Cylinders

Faber Industrie Spa - Produzione di bombole in acciaio e composito per applicazioni veicoli a metano, e per immagazzinamento di metano e idrogeno compresso - Via dell’Industria 23 - 33043 Cividale del Friuli (UD) ItalyTel. +39 0432 706711 - Fax +39 0432 700332 - [email protected] - www.faber-italy.com

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FABER INDuSTRIE

Faber Industrie Spa - Production of seamless steel and composite cylinders for NGVs applications, CNG storage, and compressed Hydrogen - Via dell’Industria 23 - 33043 Cividale del Friuli (UD) ItalyTel. +39 0432 706711 - Fax +39 0432 700332 - [email protected] - www.faber-italy.com

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FIAT GROup AuTOMOBILES

FIAT GROUP AUTOMOBILES

Fiat is one of the pioneers of the European automotive industry: it built its first car in 1899. Today Fiat Group Automobiles has an international presence (over 90 countries throughout the world) with the Fiat, Lancia, Alfa Romeo, Abarth and Fiat Professional (light commercial vehicles) brands. Since 1899, Fiat Group Automobiles has produced nearly 93 million cars and light commercial vehicles.

Fiat is an automotive producer which is providing one of the best responses to the need of reducing the impact of transport on the environment. According to a recent study by JATO Dynamics, world leader in consulting and research in the automotive sector, Fiat Automobiles had the lowest average CO

2 emissions for vehicles sold in 2008 among the ten

top-selling automotive manufacturers in Europe (133,7 g/km).

Consistent with this commitment, Fiat believes that natural gas engines are currently the most suitable and readily-available technology for solving pollution problems in urban areas. In addition, natural gas vehicles offer minimum emissions and total safety: this means that the customer can drive in city centres subject to pollution-related traffic restrictions and park the vehicle in covered parking garages.

A world leader in natural gas powered OEM vehicles (in Europe, approximately 80,000 Fiat CNG vehicles were sold in 2008), Fiat Group Automobiles is the first producer that, with its Natural Power line of bi-fuel vehicles, offers an extensive range of natural gas/petrol cars and commercial vehicles that meet the mobility requirements of a wide range of users, including the commercial, trade and freight sectors.

Fiat Group Automobiles S.p.A.Corso G. Agnelli 200 - 10135 – Torinowww.fiat.com - www.fiatprofessional.com

A GROuP Of TWENTy LARGE fIRms cOmmITTED TO THE NGV sEcTORNV

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FORNOVOGAS

FORNOVO GASCAPABLE OF AMAZING YOU!

We are capable of supplying the most modern of technologies thanks to over 30 years of experience in the CNG automotive sector.We were capable of being leaders of the sector…….ever since the very start!We are capable of offering top quality products and highly specialised personnel, always ready to skilfully assist customers.We are capable of offering outstanding flexibility, always fulfilling all the requests of our customers and always keeping them in the forefront.THE COMPANY: it was established in 1969 and began straight away with its own fleet of vehicles for transporting high pressure CNG offering maintenance services of CNG compressors and dispensers. Thanks to the experience accumulated, Fornovo Gas recently got involved in the design, production and sales of a new line of CNG compressors. Thanks to its consolidated inhouse organisation, Fornovo Gas is an ISO 9001:2000 certified company in the design, manufactureand technical assistance of:- Compressors- Compression and dispensing systems of CNG and technical gas- CNG service stations for the automotive sector- Supply of CNG with truck transport.CORE BUSINESS: Fornovo Gas compressors are not only characterised by their efficiency and reliability but also by their remarkable flexibility as regards operating conditions. Fornovo Gas compressors can work at in-take pressures of between 0 and 220 bar, exploiting powers of between 22 and 800 kW. They are therefore able to keep up with modern developments and even determine them. The new dispensers, too, are futuristic, featuring a sophisticated design and modern technology. Fornovo Gas is the perfect mix of experienced personnel working in a young and motivated environment. Fornovo Gas is therefore a company with a long history yet young and dynamic, ready to take up and win the challenges of the market. The stronghold of Fornovo Gas is its inhouse project department, which is able to meet all the requirements of the market very rapidly and with great skill, in total safety.The market of Fornovo Gas is expanding continuously. The whole world knows and purchases Fornovo Gas products. We are ready and capable of amazing you!You can also find us at our website: www.fornovogas.it.

NG filling stations, compressors, dispensers, engineering and on road transportation of Natural Gas.Via P.M. Curie,14 - 42100 Reggio Emilia Italy - Tel. +39 0522 557675 - Fax +39 0522 [email protected] - www.fornovogas.it

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GAS NATuRAL VENDITA

Enrich your business with methane, Gas Natural Vendita will take care of your plant. Every day new natural gas filling station for cars are opened: more and more consumers and Italian companies are moving towards this valuable resource that combines savings and environmental compatibility.Gas Natural Vendita can immediately implement the installation of gas supply in the service station, with all the reliability of a prestigious partner that provides: • the latest technology• the safer and more efficient maintenance• the most competitive financial formula

Gas Natural Vendita design and build the plant all inclusive and provides the latest generation dispenser that makes refueling convenient and fast, similar to that of liquid fuels. The contractual formula has been calibrated to meet the specific needs of the operator: Gas Natural Vendita realize the whole investment, concluding a twelve years contract and the possibility of redemption after the sixth year.

The methane gas for cars is a unique opportunity to increase business. Here are some unique benefits: • Increase the profitability of sales area • Differentiation compared to competitors • Opening to a target customers in high growth • Gas Natural Vendita media image and promotion

The Gas Natural Group has developed particular expertise in the design and maintenance of the natural gas’s plant for cars, as attested by the deployment of 1260 filling stations in 6 countries of the world for a total of over 1.9 billion cubic meters sold. In Italy since 2002, Gas Natural Vendita, encourages the construction of a capillary and efficient distribution network of natural gas for cars.More and more families and businesses choose the benefits of a convenient, secure and clean energy and the quality of services offered.

Because Gas Natural is, working and living better.

Gas Natural Vendita Italia SpA Via XXV Aprile, 6 20097 - San Donato Milanese (MI)Sede Operativa: Via Puglia Z.I. 70021 - Acquaviva delle Fonti (BA) Tel. +39 080 781 61 11 - Fax +39 080 76 25 22 - www.gasnaturalvendita.com

A GROuP Of TWENTy LARGE fIRms cOmmITTED TO THE NGV sEcTORNV

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In a former issue, our magazine dealt with the CEN norm covering garages and workshops, (UNI EN 13423 “CNG vehicles - Operative conditions”), and with the Belgian norm having the same scope (“Handbook for management of garages and repair workshops for NGV”). In this issue the magazine is examining the Italian situation in this respect. We will see in particular what does the norm CUNA 120-01 “Technical Requirements for the firms which convert vehicles to CNG and LPG” specify about workshops. The original version of the norm CUNA NC 120-01 was prepared and approved in 1998 by the Ministry of Transport - Direzione Generale M.C.T.C. (Prot. n. 530/4004/C del 01/07/1998). Then it was revised and updated in October 2007. the new version done in 2007 has been approved by the Ministry of Transport, Direzione Generale per la Motorizzazione Divisione 2 – Normative ed Accordi Internazionali, on 10th March 2008 (protocol n° 0022395 – 10/03/2008). The norm CUNA NC 120-01 defines all technical requirements which the firms and repair workshops must fulfil to be suitable to work with due competence on the conversion of the CNG and LPG fuel systems. This norm addresses in particular the aspects concerning qualification and the professional level of the workshop operators. There has been a time when the CNG conversion of vehicles only required some familiarity with engines and a good specific experience, acquired after years of practice in this sector. Today, this is no longer sufficient. The modern car engines are increasingly complex. Electronics play an heavy role in their management. Fuelling control, mapping, but also spark ignition, valve control and exhaust treatment are adopting a new strategy, using sophisticated systems which require operators to have an ever higher level of technical competence. And unfortunately, even this often is not enough, if OEMs don’t provide retrofit sector operators with the codes used by the electronic systems of their engines (e.g.: the OBD, on-board diagnostics).

REFERENCESThe norm refers to requirements and provisions of other laws. For example:CEI EN 60079-10 Electric systems for explosive atmosphere areas due to the presence of gas - Part 10: Classification of dangerous areas

Law 46/90Law 122/92Law 507/96Legislative decree 626/94Legislative decree 242/96

DefinitionsThe norm introduces some important definitions, such as the firm, which is defined as the whole of persons, work place and appliances that are necessary to carry out with an activity. The firm must be enrolled in the register of the car repair firms, in the “i” section of “Meccanica e Motoristica”, or in that of “Elettrauto”. It refers back to the Law 5 February 1992, n. 122, “Provisions concerning road circulation safety and car repair activity” subsequently amended by the Law 507/96, published in the Gazzetta Ufficiale n. 229 of 30 September 1996.The “Responsabile tecnico” (the person in charge of technical operation), is responsible for all the vehicle CNG or LPG conversion interventions. This person is a key element who could acquire an even more important role in the future development of the normative framework concerning the gas conversion sector, and in particular the aspects of the periodic inspections imposed by law and norms. The same, more or less, apply, mutatis mutandi, for the “addetto”, i.e. the operator who actually makes all interventions on the vehicle engine and on their fuelling systems, on the fuel storage systems and management systems, under the supervision of the person in charge.Today Italy has a peculiar approach to this item. Italy has adopted the harmonised European norms (the UN ECE regulation R110) while also introducing some important implementations that render them stricter. The regulation R110 prescribes for the CNG cylinders a periodic re-qualification inspection to be done once every four years. At the beginning this interval was three years; then it has been increased to four years to make the cylinder inspection to be concurrent with the first whole car inspection, and with the subsequent car inspections, once every two (Circolare N° 131 MOT 2/C of the Ministry of Transport, Direzione Generale per la Motorizzazione). The periodic inspection imposed by R110, consist of a visual inspection of the cylinder outer surface, including the part underneath the cylinder

THE NORM CuNA NC 120-01 TECHNICAL

REquIREMENTS FOR THE FIRMS wHICH CONVERT

VEHICLES TO CNG AND LpG

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mounting straps, or the similar system. The spirit of this regulation (part three, directly and fully deriving from the norm ISO 11439), is to design cylinders in such a way as to ensure the service life certified by the manufacturer, so that when doing the periodic re-qualification inspection, it is no longer necessary to make a classic test, now superfluous, and all what is needed is just a check on the cylinder not having been misused, mistreated or damaged during use, or installation on the vehicle, and on it having been duly protected. But when adopting R110, the Italian Ministry of Transport has only partially accepted this approach. In fact the circolare N° 3171 MOT 2/C of the Ministry of Transport, Direzione Generale per la Motorizzazione, at point 2.1.1, imposes the visual inspection alone, as prescribed by R110, only for the type 1 cylinders, i.e. those made of isotropic metal (steel or aluminum), while at point 2.1.2 it still imposes the full test based on hydrostatic strength test at 300 bar pressure for all other types, i.e. those made with composite and metal (type 2 and 3), or with full composite (type 4). For the type 1 cylinders it would thus be necessary to have in place, with a suitable allocation over the national territory, experts who are able to assess, with a visual inspection, the cylinder fitness, and who are entitled to officially certify this. Today such an “official expert” does not exist. As a consequence, also type 1 cylinders are removed from car and sent to the re-qualification test laboratories, where they are subjected to the traditional full set of tests, which would not be necessary any longer, if the role of the “official visual inspection expert” had been created by the authorities. Maybe in the future the workshops could play a heavier role in this respect. Today the workshops still have the task of removing the cylinders at the expiration of their validity periods, and sending them to the two big testing laboratories managed by SFBM(2), (one in Bologna San Lazzaro di Savena, and another in Jesi), and to replacing them on-board with similar cylinders already tested.

On this field two different approaches are taken by the operator of this sector. The traditional approach (Italy) tends to privilege the hydrostatic strength test at 300 bar done on all cylinders of any type, as this is considered to be the only suitable system to prove the cylinder structural integrity and resistance. Those taking the innovative approach instead (abroad) not only rise some doubts on the necessity at all to do the hydrostatic strength test to certify the suitability of the cylinder to another validity period, but they even consider in some cases this

test as detrimental, due to the stress it causes to the cylinder, and to the fact that it modifies some characteristics of the composite cylinders, deriving from the new construction methods (e.g. “auto frettage”, i.e. over-pressurisation up to the yielding point of the inner metallic structure, which causes the permanent pre-tensioning of the outer reinforcement fibres).

Work placesOf course the firms and the conversion workshop must comply to the prescriptions concerning the safety of the work places. In particular they must do a risk analysis accordino to the Decree 19 September 1994, n. 626 “Attuazione delle direttive 89/391CEE, 89/654/CEE, 89/655/CEE, 89/656/CEE, 90/269/CEE, 90/270/CEE, 90/394/CEE e 90/679/CEE riguardanti il miglioramento della sicurezza e della salute dei lavoratori sul luogo di lavoro”, subsequently modified by the Decree 12 June 2003, n. 233 “Attuazione della direttiva 1999/92/CE relativa alle prescrizioni minime per il miglioramento della tutela della sicurezza e della salute dei lavoratori esposti al rischio di atmosfere esplosive”. (GU n. 197 of 26-8-2003), and further modified by the Decree 242/96 “Modifiche ed integrazioni al Dlgs 626/94 recante attuazioni di Direttive comunitarie riguardanti il miglioramento della sicurezza e della salute dei lavoratori sul luogo di lavoro”. Furthermore, they must get all plants that are compliant with the requirements of the Law 5 Marzch 1990 n 46 “Norme per la sicurezza degli impianti” (GU n 59 of 12/3/1990). The electric system of the workshop must be certified according to the norm CEI EN 60079-10 “Classificazione dei luoghi pericolosi per la presenza di gas o vapori”. (classification of the dangerous areas where gas is present).When doing the previous analysis of the risks, and when adopting the necessary prevention and protection measures, a particular attention must be paid to all dangers caused by the presence of gas. In this respect it is worth outlining the difference between the various gases used as vehicle fuels. In the case of the CNG vehicles, the safety assessment can take into account the volatility of natural gas, which, being lighter than air, (its relative density is 0,55) in case of leakage, quickly dissipates upwards, behaving exactly as the rubber balloons of children at the fairs, and do not create any dangerous accumulation of combustible mixture in the work places.

ToolsThe norm also prescribes the minimum requirements of the tools and instruments used by the operators of this sector. The workshop must have a minimum equipment

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which allows to perform conversions in a safe way, and with the proper quality level (e.g. lifting platform; goniometer for the proper positioning of the cylinder multipurpose valve for LPG; a special appliance for the installation of valves on the CNG cylinders etc). The exhaust gas analyser for the tuning of the gas system must be certified to the D.M. 23 October 1996 n 628 “Norme per l’approvazione e l’omologazione delle attrezzature tecniche per le prove di revisione dei veicoli a motore e dei loro rimorchi” (GU n 293 of 14/12/1996). The proper maintenance must be done to all these equipments, so tat they are always efficient and functional, and their use is not risky. If necessary, they must also be periodically tuned, according to manufacturer’s prescriptions.

Professional requirements of the operatorsWe live in a time of significant technological evolution. The car sector in general, and that of NGV in particular, are experiencing quick and remarkable technological changes, and significant changes also in the field of the norms for polluting emission reduction and for energy saving (on which have affect the efficiency of the new engines, but also the quality and the competence of the interventions done on them). It is of extreme importance, that all the infrastructure quickly and constantly adjust itself to this evolution. In this respect, the persons responsible for the conversion workshops, and for the repair and maintenance workshops must nowadays play a decisive role, for sure more than they did in the past. The person in charge (“responsabile tecnico”) must prove he has attended with good results, the 1st module (at least 60 hour lessons) of the theory and practice qualification, organized by the national category associations, or by representative bodies at the national level of the sector of the use of CNG and LPG for automotive applications. If the person in charge cannot prove he has worked in an authorized workshop as qualified workman for at least 3 of the last 5 years, or as an authorized operator of this sector for at Ieast 3 of the last 5 years, must attend, with good results, also the 2nd module of the course (at least 36 hors lesson). The person in charge must also attend, once every three years, a follow up course held by one of the category associations, which has the same structure and content of the first qualification course module.

The theory and practice course must give some important basic notions, i.e.:• Basic principles of automotive engines and fuels;• General aspects concerning vehicle construction;• Principles of electrotechnology and electronics;• Characteristics of CNG and LPG;• Norms in force issued by the Ministry of

Transport;• Norms on safety on work places;• Characteristics of the quality systems according

to the norm ISO 9000.The course must be structured with the following pattern:

1st modulea) The automotive engines and fuels• The Otto ad Diesel Cycle• The gasoline and the Diesel oilb) LPG and CNG for automotive applications• Production and distribution methods for CNG

and LPG• Chemical and physical characteristics of gaseous

fuels• Use as fuels for the automotive sector• Refuelling system• Use of CNG and LPG – environmental aspects• The polluting gaseous emissionsc) Norms on CNG and LPG• The norms for safety and for installation on

vehicles• Relationship with the local automotive authorities

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health of workmen on the work place.”[ordinary supplement of the Official Gazette G.U. N° 265 of 12/11/1994]

Modified by the Legislative Decree 12 June 2003, n. 233 “Accomplishment of the Directive 1999/92/CE concerning the minimum prescriptions for the improvement of safety and health of workmen exposed to the risk of explosive atmosphere”. (Official Gazette GU n. 197 of 26-8-2003), and subsequently further modified by the Legislative Decree 242/96 “Modifications and integrations to the Dlgs 626/94 containing accomplishment of Community Directives concerning the improvement of safety and health on the work place”.

Accident preventionDPR N° 547 of 27/4/1955 “Norms for prevention of accidents.” [G.U. N° 158 of 12/7/1955]

Legislative Decree 19 September 1994, n. 626. “Accomplishment of the directives 89/391CEE, 89/654/CEE, 89/655/CEE, 89/656/CEE, 90/269/CEE, 90/270/CEE, 90/394/CEE and 90/679/CEE concerning the improvement of safety and health of workmen on the work place”.

Legislative Decree 242/96 “Modifications and integration to the Dlgs 626/94 concerning the accomplishment of Community Directives on the improvement of safety and health of workmen on the work place”.

Legislative Decree 12 June 2003 n° 233 “Accomplishment of the Directive 1999/92/CE pertaining to the minimum prescriptions for the improvement of safety and health of the workmen exposed to the risk of the explosive atmosphere (GU n° 197 del 26/8/2003).

Elettrical systems CEI 64-2/A “Electrical systems in places with presence of flammable substances”.Appendix A“places used for the parking and maintenance of vehicles”.

CEI EN 60079-10 Electrical systems for explosive atmosphere due to presence of gas - Part 10: “Classification of the dangerous areas due to the presence of gas”.Adopted in Italy by CEI 3130Classification of the areas (guide to the classification: CEI 3135)Law 46/90Law 122/92Law 507/96Legislative Decree 626/94Legislative Decree 242/96

• The norms on exhaust gases emissionsd) The safety on the work places• The decree D.Lgs. 626/94• The electrical systems in the car garages• The risks deriving from the presence of CNG

and LPG e) The quality system• The norm ISO 9000 and its application to the

quality systems of factories• The application of the norm ISO 9002 to the

conversion workshops• Introduction of a documented quality system• The aspects of certificationf) Requirements related to the environment• Norms for environment protection

2nd modulea) Installation of a CNG/LPG conversion system• Conversion of the vehicles to CNG and LPG• Functions of the different conversion system

components• Proper installation of the different components• Basic notions of car construction• Basic notions of electrotechnology and

electronics• Detailed explanation of the engine control

systems• Control of vehicle engine fuelling strategyb) Practical interventions for conversion to CNG/LPG• Exercises of conversion system installation• Exercises of engine fuelling control• Exercises of polluting emission control by means

of exhaust gas analyzer• Exercises on the proper use of portable

instruments for gas leakage detection on the on-board system

In a former issue of the magazine we published the list of workshops, scattered over the whole Italian territory, which responsible person have already attended these courses. This list is also available on the web site of FEDERMETANO[http://www.federmetano.it/homepage.html]

Recapitulation of the safety norms for NGV workshops and the similar

Safety of work placesLegislative Decree N° 626 of 19/9/1994 – “Accomplishment of the directives:89/391/CEE;89/654/CEE;89/656/CEE;90/269/CEE;90/270/CEE;90/394/CEE;90/679/CEE;pertaining to the improvement of safety and

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EN 60079-14 adopted in Italy by: CEI 3133 fascicolo 4139

Fire control – work placesMinistry Decree 10 March 1998 (Ordinary supplement n. 64 to the Official Gazette G.U. n. 81 of 7 April 1998) “General safety and fire control criteria, and management of emergency situations in the work places”.

Fire control - parkingDM 1 February 1986 – “Norms for safety and fire control for the construction and practice of car garages and the similar places.” (it integrally replaces the DM 20 November 1981 and the point 11 of the DM 8 March 1985).The norm covers the safety criteria for fire prevention in the places used for parking, exhibition and repair of vehicles. It concerns workshops and car garages. It makes a distinction between those having a car lodging capacity for not more than 9 vehicles, and those above this capacity.

Point 10.6Parking of vehicles fuelled with gas heavier than air, is allowed only on the floors above the ground level, which are not in connection with underground floors.This point has then partially modified by the decree 22 November 2002 – “Prescriptions on parking of vehicles fuelled with LPG inside car garages in correlation to the on board safety system.“ (published by the Italian Official Gazette n 283 of 3 December 2002). Th is decree a l lows park ing in underground car garages, but only on the first underground floor, and not on the other floors below, also to vehicles fuelled with a gas heavier than air (LPG). The possibility of underground parking is only allowed if the on-board LPG fuelling system is done in compliance with the UN ECE Regulation R 67-01. In particular, the tank must be equipped with a special valve which limits automatically the fill to 80% of its geometric capacity, having the characteristics prescribed by R 67-01, and there must be a safety valve against internal overpressure, thermally activated (TPRD).The garages must be made in compliance with the ministry decree 1 February 1986. In the case of garages liable to fire prevention compliance check it is necessary to observe the procedures specified by the decree of the President of Italian Republic 12 January 1998, n. 37.

The definitions of underground floor and floor above ground are given at point 1.1.1 of the annex of the ministry decree 1 February 1986, respectively at sub-point a) and at the first paragraph of sub-point b). At the garage entrance a suitable sign must be installed to alert on possible prohibitions deriving from the limitations to the use of garage by those vehicles that are fuelled with LPG, and that are not in compliance with the relevant norm.

Fire prevention - ventilationDM 1 February 1986 “Safety norms for fire prevention for the construction and practice of garages and similar buildings”point 3.9.1in particular: “natural ventilation with openings which surface area is larger than 1/25th of the construction plan surface area”.

Competence of personnelCUNA NC 120 – 01 aprile 1998. Updated in October 2007- “Technical Requirements for the firms which convert vehicles to CNG and LPG.”

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In Tortona a conference on the role of renewable sources for the future of the vehicle engines in ItalyFrom 5 to 7 March 2009 it has been held in Tortona the conference and exhibition AGROENERGIA 2009, which has been focused on the theme of the contribution that the Italian agriculture can give to the improvement of the national energy framework, by means of the development of technologies for production and utilisation of renewable sources coming from the agricultural system (vegetation and animals).

Particularly interesting for the transport sector have been the conferences held on the second and third day, which have covered respectively the theme of biogas and the use of methane as fuel for vehicles.

In the field of biogas there is a loosing comparison between the Italian situation and the German one. The Vice president of the association of European biogas producers, H. Grobrügge, has described the situation in the RFT where there are already in activity 5,000 plants producing biogas from agricultural organic wastes, with a perspective at 2020 to cover with biogas 20% of the total gas consumption in Germany. In the case of Italy instead, there is a lack of norms which does not stimulate the energy chain of biogas. So this potential for a partial energy self sufficiency is not exploited and the delay in the development of

the relevant production and consumption technologies risks penalising in an irreversible way the potential job creation and the national economy which could come from this sector.

On saturday 7th, the 3rd day conference has been held, which theme was “a new horizon for CNG”.Many novelties have emerged during the conference.In the sector of the refuelling of vehicles Michele Petraccone from Progetto Metanauto has reminded the audience of the next introduction on the market of self service and multi-energy CNG refuelling stations, which will make the CNG refuelling stations simpler ad more numerous.The representative of Fiat marketing department, Giorgio Neri, has done a detailed examination of the success of the CNG private and commercial vehicles, mentioning the following data:Today CNG is undoubtedly the winning choice because:• Thanks to the financial incentive granted by the

government, the conversion is free of charge: so you start saving money since the very first kilometre run

• The fuel costs half as much as gasoline, for the same amount of money one runs a double amount of kilometres: with Grande Punto Natural Power for example, one can travel from Torino to Roma spending 26 €, whereas if using gasoline it takes 50€

• Our cars are all bi-fuel: this means not only record running range with the sum of the two fuels (for example 1,290 km in the case of Grande Punto) but also the maximum freedom of travelling: even if one don’t find a CNG service station, he can carry on running on gasoline

These advantages (connected with the financial incentives and the fuel price dynamics), sum up with the intrinsic advantages of CNG used as automotive fuel: • It is the most ecological fuel available: it has free

access to the areas which are forbidden to the other fuel vehicles in the city centres.

• It is also the safest fuel, ranking second, only after diesel oil: for this reason it can access to the underground garages and to ferries.

Even before the incentives, the share of CNG fuelled vehicles sold in Italy has increased by more than three times since the 2007 reaching 5.6%. In 2008 the market has grown by 28%, notwithstanding scenario of global shrinking of the demand. Fiat has sold over 70,000 cars and more than 6,000 commercial vehicles in Europe, and this indicates a growth respectively by 37% and by 42%

BIOGAS AND CNG FOR NGV MORE AND MORE

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in comparison to 2007.Thanks to the support given by the financial incentives granted by the government, in February 2009 the orders of Fiat vehicles fuelled with CNG have increased by more than four times: 4,200 cars in February 2008 versus 17,100 cars ordered in February 2009.The present incentives give a prize to the ecologic choice made by Fiat, with as much as three models (Grande Punto, Panda and Punto Classic) which take benefit of the maximum amount i.e. 5,000 euros.And the customers reward the ecological leadership of FIAT CNG vehicle line: today 40% of the orders for Grande Punto, Panda and Punto Classic are for the CNG version. Furthermore, even if it has only one engine option for each car model, the CNG version is among all absolutely the best seller (for example, Grande Punto has only one CNG engine version. i.e. the 1.4 77 cv Natural Power, and three gasoline engine options, and three diesel engine options).In each one of the Italian regions the orders for CNG cars are increasing by three digit figures. In the south of Italy there are increase rates 8/10 times higher compared to the figures of 2008. Also Piemonte, which is a region where the network is not yet properly developed, (it ranks 6° for number of refuelling station), in February has ranked second in terms of car orders after, as usual, Emilia Romagna.In the countries instead where the refuelling station network is more developed, such as in Emilia Romagna and in the Marche, two registered Fiat cars out of three are fuelled with CNG.At present in Italy, there are in operation 656 CNG service stations, and there are more than 200 in construction or in project stage. Also in Germany, which ranks second NGV market in Europe, even without any specific incentives from the government for CNG vehicles, the orders of CNG cars in the first months of 2009 have increased by 70%.This extraordinary success put Fiat in a well settled market leader position, covering more than 90% of this market in Italy, and more than 75% in Europe. This leadership is supported by a CNG model range that is the widest today. The Fiat Natural Power bi-fuel models on the market are as much as five: Multipla Natural Power, Punto Natural Power, Panda Panda Natural Power, Panda Panda Climbing Natural Power and Doblò Natural Power. To further widen the car model range, in October 2008 the Grande Punto Natural Power has been put on the market.This market expansion is now involving also the company fleets, which managers are more and more incline dotards the commitment to sustainable mobility. The more recent example of this is the supply contract signed by Fiat and Würth, multinational leader in the field of the distribution of professional products for fixing and mounting. Fiat will deliver to Würth 1,000 Grande Punto Natural Power. The new fleet will allow, thanks to the particularly reduced emissions of Grande Punto Natural Power (CO

2 emission: 115 g/km), reducing by more than

200,000 kg/year the emissions of CO2. in the case of the fleets the financial support of the government is not available: which means that this new interest is an even more tangible evidence of an increasing care for the themes of ecology also on the side of the commercial activities.Fiat has “embraced” CNG as a strategic solution for a concrete problem. Due to this reason, Fiat invested and will continue investing on CNG thus confirming a roll-out plan of the CNG models, which contemplates a model range composed of 14 models in 2012. During 2009 Fiat will put on the market two more new models; the long awaited Ducato Natural Power and the Natural Power version of Qubo, the compact MPV built by Fiat.The Natural Power model range of Fiat Professional, which is the widest on the market today, is composed of as much as 5 models: Panda Van 1.2 Natural Power, Punto Van 1.2 Natural Power, Multipla Van 1.6 Natural Power, Doblò Cargo 1.6 Natural Power, Doblò Cargo Maxi 1.6 Natural Power. All these vehicles can get the 4,000 Euro financial incentive granted by the government to commercial CNG vehicles.In 2008 Fiat Professional has sold in Europe 6,000 CNG vehicles, thus reaching a market share of 58%. Out of these vehicles, 5,000 have been sold in Italy, where the market share gets up to 73%.This model range is now integrated with the long awaited Ducato Natural Power, for which development Fiat has invested abut 22 million Euros.Fiat Professional expects to sell about 5,000 Ducato Natural Power per year. The first price before tax, without the financial incentives form government and the additional financial support given by Fiat itself, will be 20,000 Euro.Thanks to the contribution offered by the new Ducato CNG, Fiat Professional intends to increase its market share in Europe by more than 80%, selling in total 10,800 units, of which 9,000 in Italy. The market share in Italy will hence increase up to 75%.

A. Gerini from Fiat Power Train Technologies has illustrated the next steps of the engine technology development and in particular the new hydraulic valve control system which, in combination with the turbo supercharging and the electronic sequential fuel injection system, will allow to reduce the engine displacement while delivering the same performance (a 1,000 cc engine will deliver the same performance as a normal 1,600 cc displacement engine in the present conditions) with a resulting reduction of fuel consumption by up to 20% and a similar reduction of the polluting emissions. The expected engine development will make particularly profitable using CNG as fuel, in which case it will be possible to attain almost the same performance as in the case of a present last generation diesel engine, with remarkably reduced polluting emissions.

Alfredo Zaino

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Opw’S CLEAN ENERGY FuELING pRODuCTS

SET HIGH quALITY STANDARDS

IN CNG FuELING EquIpMENT

fueling, while internal filter captures gas-borne debris commonly found in CNG systems. Filter protects against impurities in the high velocity gas stream that can damage the nozzle and receptacle seals and the vehicle fuel system.

Directed Vent at CT1000 nozzle model captures the gas vented at disconnect and directs it out of the nozzle via a 1/4" stainless-steel vent tube which can be piped to a remote venting location or back to the upstream side of the compressor.

Capturing vent gas is environmentally desirable by agencies, and provides an added measure of safety by minimizing the amount of gas present at the filling site. It also reduces vent noise and eliminates escaped gas smell.The j aw- lock techno logy i s des igned spec i f i ca l l y for the f requent coup l ing and uncoupling of the high pressure gas connections of NGV fueling. Forces at the contact point are distributed over the entire surface area of the receptacle.

Some of the other advantages OPW CNG nozzles are ergonomic design - one simple and convenient motion ensures connection and dispensing by all users while insulated jacket protects operator’s hand. Durable construction is ensured with heavy-duty brass and stainless-steel construction which provides corrosion resistance in the harsh refueling environment.

While 1000 series is designed of automobile use, OPW 5000 Series nozzles are designed for extremely high flow public and private CNG fueling systems which include quick-fill, self-service fueling of transit buses and large trucks.

Entire fueling operation is initiated by simply engaging nozzle and receptacle with a single 180 degree rotation of the handle. This automatically secures the nozzle jaws onto the receptacle and activates a system of three internal valves that regulate fueling.

The nozzle will not dispense gas until securely engaged onto an appropriate receptacle.

OPW is dedicated to continuous innovation in the design, engineering and manufacture of high-quality components used for clean energy fueling applications, such as CNG (compressed natural gas), Hydrogen and LPG (liquefied petroleum gas) on vehicles and dispensing systems.

OPW CleanEnergy™ Fuel ing Products is a division of OPW, founded in 1892, and offers the most complete selection of clean energy fueling products in the industry, with each product designed and built to exacting engineering specifications for fueling safety and efficiency.

CleanEnergy™ offers a complete line of NGV1 profile nozzles (Type 1,2 and 3) for self-service, fast-fill, and high-flow applications and NGV1 profile receptacles, hose assemblies, in-line breakaways, fittings, valves and filters.One of the most well-known products from CleanEnergy group are OPW 1000 Series self-service nozzles which are designed for high flow public and private CNG fueling systems. Applications include quick-fill, self-service fueling of automobiles, light trucks, shuttle buses and vans.

Some of the advantages of OPW CNG nozzles is user-friendly single-action operation - engage nozzle and receptacle with a 180° rotation of the handle. This secures nozzle jaws onto receptacle, activating a system of three internal valves that regulate fueling. The nozzle will not dispense gas until securely engaged onto an appropriate receptacle. When fueling is complete, rotate the handle to the disconnect position to automatically stop the flow of gas into the vehicle, vent the trapped gas, and release the nozzle from the receptacle. The 1000 Series nozzles connect directly to the hose, with no need for a three-way valve. Designed for public or private self-service applications, no attendant is needed.

In addition, CNG nozzles offered by OPW have high flow/fast-fill capability which provides quick fueling of medium storage vehicles. Internal seals are designed for fast-fill NGV

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When fueling is completed, rotation of the handle to the disconnect position automatically stops the flow of gas into the nozzle, vents the trapped gas, and releases the nozzle from the receptacle.

The 5000 Series nozzles are designed for quick fueling of large storage vehicles. Internal seals are specially designed to meet the demands of fast-fill NGV fueling.Another product is used very often in the market and that is OPW in-line breakaways, which are installed on fuel dispensing hoses between the nozzle and dispenser, and will separate when subjected to a designated pull force, such as in the event of a drive away.

The dual valves seat automatically upon separation to stop the flow of gas while protecting the dispensing equipment from catastrophic damage. Among other products OPW defueling nozzles are designed to safely depressurize vehicles and can be used to transfer fuel from one vehicle to another. Stainless steel and specially plated steel construction provide improved durability and corrosion resistance in harsh environments.

O P W C N G i n - l i n e b re a k a w a y s h a v e r e c o n n e c t a b l e D e s i g n w h i c h a l l o w s the component to be reused, reducing maintenance costs, while innovative valve system - the sealing system in the breakaway - minimizes the amount of vent gas released during a drive-away incident. Also the flow path has been matched to provide ample flow for all NGV-1 Type 1 and Type 2 nozzles. Easy installation is secured with SAE-6 O-ring fittings in line between the dispenser and nozzle.

As well as OPW has CNG nozzles for both auto and truck/bus use, so it has developed an in-line breakaway that can be used in heavy-duty truck and bus NGV refueling applications. Th i s un i t w i l l f unc t i on con s i s t en t l y, independent of the inlet pressure. Finally - the VLB (vent line breakaway) is a simple, in-line breakaway that fits into the nozzle vent line. This unit will function consistently when used in conjunction with OPW high pressure In Line Breakaways. It allows for 360° swivel. It contains no internal check valves and therefore does not contain hose pressure in the event of a “drive-away.”

Another important group of products that we need to mention are CNG receptacles for

any natural gas vehicle (NGV) application. Receptacles form part of a dedicated system designed specifically for fueling NGV. OPW product designs and features are the result of many years of field experience in the demanding NGV environment and built to exacting engineering specifications for safety and efficiency.

OPW “L” Series NGV1 refueling receptacles are designed for use on medium storage natural gas vehicles, including automobiles, light trucks, shuttle buses and vans. All OPW Receptacles are made from stainless steel, while they are also available in specially formulated brass.

Both materials are proven in the harsh refuel ing environment. Each OPW NGV receptacle contains a highly reliable non-contact check valve that opens only when differential pressure is present during fueling.

As to the sea l ing sys tem in a l l OPW receptacles, it consists of a stainless steel poppet that aligns with a rearward facing, captured seal located in the receptacle body. This arrangement prevents: seal “wash out” during high flow conditions and “cratering” due to debris.

The new seal material has exceptionally long service life, resists creep and deformation and has exceptional wear resistance under al l operat ing pressure and temperature conditions. The poppet is treated, impact-res istant stainless steel with a polished surface to provide reliable sealing at low back pressures.

The new “L” Series Receptacles have much larger f low capacity than convent ional receptacles. The f low path a l lows very high f lows, combined with low pressure drop and enhanced resistance to hydrate formation. The “L” Series allows the user to order a complete receptacle, or buy and assemble their own adaptor shaft.

They come with and without bulkhead fitting and with or without filter.The external bulkhead nut costs less than conventional stainless steel fittings. “L” Series Receptacles can be used with parallel thread or compression tube fittings. The standard body is steel, but brass is also available. “L” Series bodies come with either wrench flats or hex to ease vehicular mounting.

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Filters capture dirt and gas-borne debris commonly found in CNG systems. Filtered receptacles protect the receptacle seals and the vehicle fuel system. A 400 micron filter is incorporated ahead of the receptacle check valve.As you see OPW CleanEnergy has a wide range of high-quality products to offer, which are

time-tested and used in many installations and service stations around the world. As we end the first decade of the 21st century, OPW will continue to expand and build on its legacy of highest quality products and committed customer service with innovation engine going full speed ahead.

NEWs fROm NGV cOmPANIEsNV

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SINCE 1958, INNOVATION

TRAVELS wITH LOVATO GAS.

16949:2002 to satisfy the present needs of the car manufacturers. The quality is not only in the product: it is also in the personnel training, both that internal to the firm and that of the customers; it is in the after sale assistance; and there is the quality in every technical and commercial answer that Lovato Gas gives to who has chosen to travel with its systems. In 2008 the history of this firm from Vicenza joins the history of another big firm: Lovato Gas joins the Group of Landirenzo, so enlarging the shape of a Group which is a reference leader for this sector. So we can see the synergy of two big names, united by well defined values: the high standard of customer service, the constant research and development, the structures, the industrial processes, the innovative technological products. Two big names with a common mission: make every journey to be a journey of true innovation, absolute reliability and proven quality.

System Easy Fast metano with sequential injection: The vanguard of Lovato for travelling in an ecological way.The LOVATO EASY FAST METANO represents the most recent technological evolution of the CNG conversion systems CNG. In this phased multipoint sequential injection system, CNG is injected in the single cylinder by an injector which is synchronised with the phase of the cylinder itself in just the same way as it happens in the case of the gasoline operation. It has been conceived for 3 to 8 cylinders engines, including turbo

L’The adventure of Lovato Gas started in 1958 when Ottorino Lovato launched an entrepreneurial project which has lead the firm to meet important targets, becoming a leader in the field of the CNG and LPG conversion systems for vehicles. The unceasing dynamism, that ever since is the main characteristic of this firm, allowed it to win the numerous and ever changing challenges in terms of environmental needs and engine technology evolution. Over more than half a century activity, Lovato Gas has in fact confirmed the quality, vanguard and excellence of its range of systems and components, always built in full respect of the most modern norms on the polluting emissions. These products are reliable for the end user, and simple to install for the professionals of this sector. They have got and continue to get success at world level. The Research and Development department of Lovato Gas is certainly one of the reasons of this success: it takes profit in fact of a laboratory that is certified by Dekra, which can test and tune the conversion systems conceived for all the vehicles which are present on the market. Today, there are in the world over 5 million cars equipped with Lovato Gas systems. This is a concrete and certain evidence of the value of such systems, which are the result of the high technological competence and the high care for environment which have ever distinguished Lovato Gas and its personnel. But there are not only these figures to prove the value of the products of this firm: it has been certified ISO 9001 since 1999; today Lovato Gas also directly supplies on-board fuelling systems to the OEMs; and it has been certified ISO/TS

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and Valvetronic engines, the EASY FAST system has been certified according to the most recent norms EURO 4. All system components have been

studied and tested by the centre for Research and Development of Lovato to ensure the maximum level of performance and reliability.

Pressure regulator RMJ3 Patented filter FSU with integrated sensors

installation diagram 1 Receptacle 2 Pressure regulator

with CUT-OFF automatic valve

3 Pressure gauge with level sensor

4 Filter with sensors 5 Electro injectors 6 Nozzles

Electric diagram 2 Pressure regulator

with CUT-OFF automatic valve

3 Pressure gauge with level sensor

4 Filter with sensors5 Electro injectors6 EASY FAST central

processing unit7 Black wiring 8 Grey wiring 9 Switch 10 Wiring for injectors

cut off 11 Self diagnostic

connector 12 Fuse 15 A


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n AuTOAMBIENTE.COM, THE pORTALE OF SuSTAINABLE MOBILITYGlobal warming, climate changes, increase of diseased due to atmospheric pollution: the human fault for the modification of the natural balance of Earth are now proven by the studies done by thousands of researchers all around the world. A change in the eco system which is not unavoidable, but can be mitigated by means of behaviour that are more compatible with environment. Such as the choice of the sustainable mobility, a solution which allows reducing our ecologic imprint due to travelling. With this consciousness it was founded in September 2007 Autoambiente.com, a portal that aims at helping the visitors in making a choice of low environmental impact vehicles, such as the cars running on LPG, CNG, hybrids or bio-fuels. And this, while keeping a high attention on the technology of the future, such as the electric vehicle prototypes, plug in, hydrogen vehicles, fuel cell vehicles proposed by car makers and research organisms. The offer of eco compatible solution is implemented by the electric scooters, engine motor assisted bicycles, and also other ecological vehicles. And some other low impact ways of travelling, such as public transport, car sharing, car pooling or bike sharing.

For a vision of an ecological worldThe sustainable mobility can contribute in a substantial way to limit the degradation of the air quality and the concentration of GHG. But it cannot solve by itself all the environmental problems. There are many other sectors that originate the climatic changes and the atmospheric pollution; they are the power stations, the industry, the building construction, and agriculture. To them Autoambiente.com dedicates some specific articles to outline the importance of doing interventions on many different sides to obtain more effectiveness and better results in the ecological conversion of the

society. A change that requires the contribution of people, industry and institutions, and which cannot be done without having a wide vision of the world, including all aspects of the society. This is a vision that Autoambiente.com try to offer with the analysis of the national and international policies, with a report on the studies done by the R&D institutions and special organisms, the assessment of fairs, conferences and exhibitions proposing adequate ecological solutions. Not to speak of the mentioning of virtuous behaviour of individuals, the proposals of sustainable tourism solutions or the comments of sites and books and othe resources which may be useful to understand the problems of environment.An open space to who care for EarthAutoambiente.com first of all is a philosophy of life, in which each one of us, for better or for worse, can give his small contribution to rendering the Earth better for living for the present and future generations. It is an open space for opinions, and interventions of all those who care for the health of our planet. A widened place in which any collaboration from other entities in this sector is welcome, such as Metano&Motori, and those wishing to give some help in disseminating the knowledge about behaviours and technologies which are compatible with the natural resources. It is a virtual area where it is possible to exchange opinions, and to look for the more adequate solutions to overcome the environmental and to head for a sustainable world. A target that we cannot meet alone, but only with a team combined effort

For information:Autoambiente.comVia San Fruttuoso, 10

20052 Monza (MI)Tel. 039.736451 - Fax [email protected]

n “SINCE 1955 CON-STANT EVOLuTION”The firm BEDINI was born in 1955 after the initiative of Rolando Bedini. It is situated in Modena, on a covered su r face o f 6 ,000 square metres. Besides

the Italian market, over the years the firm has well settled down also in a number of European and extra European markets, which differ each other for their application needs. All the products are the result of a constant research and experimentation of the gas conversion of vehicles. The main characteristics of the appliances made by Bedini are the high performance and the reliability over the time. The pressure regulators and the CNG electric valves made by Bedini are designed

The director of Autoambiente Eugenio Zigliotto gives the prize Clean Car, a leaf with four wheels in wood made by the artist from Brescia Fausto Lancini, to Lorenzo Sistino, CEO of Fiat Group Automobiles SpA.


and developed within the firm laboratories by a motivated and well trained technical team. All production process operations, i.e. machining, assembling, testing are done at the factory by expert and selected personnel. The products of Bedini are done to the UN/ECE Regulations 67R-01 and 110R and they have obtained the Italian certification CEE/Euro 4.

For information:BediniVIA OLANDA 10041100 MODENA MOTel 059/312030Fax 059/311437

n TwENTY CNG ARTICuLATED BuSES CITELIS CNG FOR BRESCIA TRASpORTITwenty new CNG fuelled 18 metres long Citelis entered in service in March in Brescia on the line 1, the most intensely used of the city, with circa 8,7 million passengers transported per year.They are very low environmental impact vehicles, being equipped with an engine Iveco Cursor 8 CNG compliant with the norm EEV, which is many years in advance of the European norms for vehicle emissions, i.e. the Euro 5, which will be enforced only on next autumn. The on-board CNG system consists of ten aluminium ultra light-weight cylinders wound with carbon fibre. The new urban buses, have been most appreciated during the tests done in the city centre for their extreme driveability and ease of manoeuvring even on the sharpest bends. They are the first CNG fuelled articulated vehicles for Brescia Trasporti, and they will replace 25 old diesel buses. Their colour is grey and green, wearing the utility logo; they have a transport capacity of 156 passengers, with 32 seats (including the driver), and 124 standing (or 116 if the handicap people platform is used); they have video-surveillance system composed of three external cameras and 12 internal cameras.Brescia Trasporti boasts today a fleet of 196 vehicles of which 101 are fuelled with natural gas; 92 of them are Irisbus Iveco. It has been one of the first local transport companies to invest resources for the use of CNG vehicles, having bought the first CNG Irisbus Iveco as early as back in 2001. With the new articulated Citelis the company will succeed in reducing the trips, despite increasing the daily capacity by about 4,800 passengers, with an optimisation of

costs, a considerable reduction of polluting emissions and acoustic emissions, and a reduction of traffic congestion, particularly in rush hours.

n EASY GASThe product which has mostly made Progetto Ecosoluzioni well known by the sector operators is the appliance named Easy Gas; it render the LPG and

CNG tanks safer. This is a sector in which we have got an important experience.With the constant increase of the LPG installations on board of cars, the need has risen for conversion workshops to create a procedure for rendering the tanks safer before a m a i n t e n a n c e intervention is done.This has been for

Progetto Ecosoluzioni s.r.l., the starting point to create a model suitable to working inside workshops, as it does not require combustion as the only solution to the elimination of residual gas from the system.

For informationEcosoluzionivia del Palagio 17/NPian di Scò ARTel. 055 960874 - Fax 055 9631563

n IVECO-FEDEx ExpRESS: FIRST RESuLTS OF THE HYBRID DAILYAfter six months from the beginning of the road tests of the ten hybrid diesel–electric Daily, which Iveco has delivered on last July to FedEx Express, the largest air express delivery company in the world, the time is now come to make a first report on the service of those vehicles. The first six months of this tst, which will continue until My 2010, have seen these vehicles running for an average of 7,900 km, with a reduction of fuel consumption of 26,5% and a reduction of the total CO2 emissions of 7.5 ton compared to a traditional vehicle fleet; this, thanks to some sophisticated control systems and to some functions such as Stop & Start, the starting in electric mode and the brake energy recovery. “Iveco – has told us Ottavio Giglio, General Manager of Iveco Mercato Italia – is heavily committed to the development of this technology and these data are to prove in a tangible way our commitment to

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leading the change, by promoting the sustainable innovation.” “The results of this project confirm – added then Renato Carrara, Managing Director Operations Mediterranean District, FedEx Express – the heavy and steady commitment of FedEx Express for the eevelopment of the market of the hybrid commercial vehicles all around the world. FedEx Express has been the first firm to invest resources in the hybrid vehicle sector, using them all around the world”. Iveco and FedEx Express have worked together for the development of the hybrid Diesel-electric Iveco Daily, which represents a new technology for the light duty commercial vehicles. FedEx Express is the first firm that tested this technology on vehicles designed for the demanding mission of the delivery of goods in the urban centres.

n IVECO AND COCA-COLA AIM AT INNOVATION wITH HYBRID EuROCARGO Iveco has delivered to Coca-Cola Enterprises (CCE) an hybrid Eurocargo parallel Diesel-electric, during

the “European Business Summit” in Brussels; it is the first vehicle of this kind in service for urban missions in Europe. Coca-Cola Enterprises has collaborated with Iveco at this project to confirm the real feasibility of the hybrid technology for commercial vehicles. The vehicles will be used

for delivery of Coca-Cola products in Brussels up to end July. Thanks to such innovations like this one, Iveco and Coca-Cola aim at a sustainable growth which also includes a reduction of the emissions of CO2 from vehicles. Franco Miniero Iveco Senior Vice-President Sales & Marketing stated: “For Iveco, innovation does not mean futuristic vehicles or concepts, but technological solutions which are available in the short term, that allow transport companies optimising their environmental impact, to give this benefit to everybody. We started some years ago introducing on the market the hybrid vehicles, mainly urban buses, and now with our average range vehicles Eurocargo, we are starting testing of a parallel Diesel-electric hybrid version. Our partnership with Coca-Cola Enterprises is very important and is an example of concrete innovation, with the aim to get some consumption savings hence reduction of CO2 emissions, up to 30% in the use of the vehicle.” Hubert Patricot, President of Coca-Cola Enterprises Europe has added: “Coca-Cola Enterprises has been committed very long to sustainability and has as a target that of combining the growth to the absolute reduction of CO2emissions. This pilot study with the hybrid Eurocargo will help us develop a sustainable strategy for transport in the whole Europe.”

n LAZZERO TECNOLOGIELazzero tecnologie has specialised in the construction of industrial solutions for leak testing with helium and mass spectrometry automatic and semi-automatic systems. The consolidated experience in high pressure and high sensitivity testing, confirms its potential role as strategic partner also in the sector of the components for CNG. The present norms on leakage already prescribe stringent limits, but the growing demand from OEM requires more and more tightness, to a maximum allowed leak rate which is impossible to detect with the traditional systems based on the pressure variation or the bubble-test. The solutions proposed by LT can ensure: higher sensitivity than that asked for by the present standards; quick tests; automation and objectiveness of results with full safety. The competence of the technicians from Lazzero Tecnologie flanks the manufacturers in granting safe and ecological products.

For information:LAZZERO Tecnologie S.r.l.Strada Baldissero, 7810023 CHIERI (TO)Tel 0119411840 - Fax [email protected] www.lazzero.com

n MOTORSCANMotorscan S .p .A . was born in 1991 as a firm for design and

manufacturing of instruments for exhaust gas analysis, and portable diagnostic systems for multiple brands destined to the workshops. Motorscan has always been looking after the problems coming from pollution in particular that of air,; it designs and manufactures high technology instruments for environment care. The accuracy and reliability of the firm’s appliances define the image of our firm, which has developed at international level, and is present all around the world. The propensity towards the development and constant innovation of the appliances is the result of a synergy between a consolidated experience in this sector and a young and dynamic team.

Per informazioniMotorscanStrada Martinella, 28/ATel. 0521 266211 - Fax 0521 26623943100 PARMA PR

n IN MONASTIER THE STuDENTS FROM EIGHT ITALIAN pROFESSIONAL SCHOOLS HAVE DONE THE COMpETITION: “GRAN pREMIO DELLA DIAGNOSI (DIAGNOSTIC GRAND pRIx)”TEXA was founded in 1992, and is today the European leader of design, industrialisation and construction of


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analysis made in its laboratory – thus building up the biggest database of fermentation samples in Europe.Schmack has built more than 240 plants in Europe, United States and Japan. Since 2006 it is present in Italy, with a branch in Bolzano, and a team of more than 30 persons. The technology and the bio-technology of Schmack Biogas allow an increase of efficiency of the plant, thanks to the use of the innovative fermentation agent EUCO® and to the arranged assistance service which, by means of functional accompanying analysis and of qualified technicians, in average allows increasing the efficiency by 30%. Schmack Biogas offers a full range of activities: designing, designing and concession, construction, start-up, assistance and financing solutions.

For informationSchmack Biogas SrlVia Galilei 2/E - 39100 BolzanoTel.: 0471 - 1955000 - Fax: 0471 - [email protected]

n MTM ACquIRES THE CANADIAN COMpANY FuELMAkERThe acquisition contract has been signed on last May, so confirming the change of ownership of Fuel Maker from the present owner, Honda North America to the new one, the MTM group from Cherasco, which is also the owner of the trade mark BRC Gas Equipment, and is the world leader in the sector of the alternative fuel systems. At present Fuel Maker is located in Toronto, it has 65 employees and produces a full range of CNG home compressors, with various dimensions and flow rates, which allow refuelling of cars directly at private homes.This acquisition, commented Mariano Costamagna, the President of the MTM/BRC in Cherasco, will allow us to get a unique and very high level technology, thus making our product and service offer even more complete. It ranges from the conversion kits for automotive and industrial application, to the manufacturing of CNG compressors, and, more in general, all services connected to the use of the alternative fuels.On next June we plan to move all the assets of the Canadian firm to a dedicated factory, purposely built in Cherasco for this activity. This factory will host the production lines and the research and development activities relevant to the new product.

For information:M.T.M. s.r.l.Via La Morra, 1 - 12062 Cherasco (CN)Tel. 0172.48681www.brc.it www.brcgasservice.it.

diagnostic instruments for cars, motorbikes and trucks. In 2004 TEXA decided to give its constant contribution to training of new mechanics, launching a social programme called “TEXAEdu”, composed of biannual 164 hours courses, which is so innovative and interesting that it ended up by being patronised by the Ministry of Public Education, University and Research. “the idea of giving a contribution to the training of the new generations of technicians – stated the founder and president of TEXA Bruno Vianello – came to my mind when I realised that in some technical schools the students still studied and made practice on the same of the Fiat 1100 base cam engine on which their father’s generation had studied; but today’s car are full of electronics. Then I decided not only to give some schools our sophisticated diagnostic instruments, but also to organise some courses fro their teachers. The number of schools which could take benefit from the TEXAEdu programme for students has progressively increased over the time up to ten; five IPSIA and five CFP, thus involving so far 668 students, of which 224 have received the final certificate, which stands to prove the severity of the courses. To celebrate the fifth year from the birth of TEXAEdu, TEXA has launched an initiative, inviting to its headquarters, per each one of the schools, two students that have gained particular merit during the school year, accompanied by their teacher, to compete in a theory and practical test called “TEXA Diagnosis Contest”. The following schools have been hosted in Monastier: Institute IPSIA Corni Modena, Institute IPSIA Medi Palermo, Institute IPSIA Fermi Catania, Institute IPSIA Di Marzio Pescara, Institute IPSIA Alberti Rimini, Institute CFP ENAIP Pasian in Prato (UD), Institute CFP Provolo in Verona After an intense duel in this “Gran prix of Diagnosis” the winner was the Institute Di Marzio in Pescara, with the two 17 years old students Alessandro Bellante and Matteo De Marco (accompanied by the teachers Sferrella and D’Amico) in front of Simone Busato and Juri Pavani from the Institute Provolo in

Verona (accompanied by the teacher Zanotti) and Alex Malaventura and Denni Virgilio from the Institute Alberti in Rimini (accompanied by the teacher Rossi). All students and teachers have been extremely satisfied with the day they spent there. They outlined that in a

period of economic crisis, such kind of initiatives, dedicated to giving young people motivation, are extremely rare, and consequently they are important. .

n BIOGAS pRODuCTION pLANTS Schmack Biogas designs, builds and manages plants for production of biogas. It has been founded in 1995 in Germany, and it has gained its relevance position thanks to a constant commitment to the research and development activity, with more than twenty thousand fermentation

Institute Alberti in Rimini: from the left Prof Roberto Rossi, Denni Virgilio, Alex Malavetura


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