Market potential for the use of LNG & L-CNG in road transport

UN ECE Round Table of Use of Gas in Transport 21st Annual Session Geneva, 18-19 January, 2011

Manuel Lage, Dr. Eng. General Manager

Rotterdam, December 2010

Advantages of bio natural gas

Natural gas is an alternative fuel coming from natural wells. It is mainly methane (CH4) Biogas is also a methane rich gas, produced by the fermentation of the biomass, it is then a renewable fuel. Methane contents 25% H and 75% C, in weight

As a comparison, Petrol contents 13,5% H and 86,5% C Diesel oil contents 13,5% H and 86,5% C LPG contents 17,4% H and 82,6% C

Due to its molecular advantage, regulated exhaust emissions and CO2 are particularly favourable in the engines running on natural gas.
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CNG. Other Emissions Comparison

Emissions IVECO CURSOR 8 CNG engine vs present and future Euro limits
(Source: IVECO)
6,00 5,45 5,00 5,00

EURO 3 (2001) EURO 4 (2006) EURO 5 (2009)

4,00 4,00 4,00

E.E.V.
3,50

Emission (Gr), g/kWh

IVECO

3,00 3,00

2,00 2,00 2,00 1,55 1,60 1,10 1,10 1,00 0,78 0,500,50 0,40 0,01 0,00 CO NMHC CH4 NOX 0,65

0,53 0,16 0,03 0,03 0,02 0,0022 PT

0,008

Exhaust pollutants

Rotterdam, December 2010

Noise emitted by the truck

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Vehicle #1: IVECO 240E25 6x2 RSU Vehicle #2: IVECO 240E26 6x2 RSU CNG (EEV) Refuse collection chassis cab with body Vehicles laden and compacting Vehicles stationary
6 2

Vehicle #1
dB(A)

Vehicle #2

7.0 m

Microphone height = 1.5 m

76 74 72 70 68 66 64 62 60 1 2 3 4 5 6

Ave 71 dB(A)

Ave 66 dB(A)

(position)

Rotterdam, December 2010

Madrid CNG refuse collection fleet

Total fleet in 2006: 445 Iveco CNG trucks Yearly gas consumption: 10.500.000 Nm3
Reduction of yearly emissions, referred to a Diesel Euro 3:

NOx CO + HC + PM CO2

132.391 kg 703.000 kg 2.069.440 kg

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CNG urban buses

Mercedes Citaro CNG 250 HP. Lean mix engine turbocharged. EEV certified

Irisbus Iveco CITYCLASS CNG 12 & 18 m 280 CV. Stoichiometric turbo engine. EEV certified Rotterdam, December 2010

Tedom 12 m. CNG bus 300 HP. Turbocharged. EEV certified

CNG urban trucks and buses in Europe

CNG Garbage trucks in Europe France approx. 600 Switzerland approx. 20 Italy approx. 600 Spain approx. 1000

Euro 2 - EEV Euro 3 - EEV Euro 3 - EEV Euro 3-4-5 - EEV

CNG Urban buses in Europe (+Turkey, Russia)

9000 8000 8000 7000 6000 5000 4000 3000 20002334 114013001333 2000 418 847 1000 135 315 0
N et he rla n Po ds rt ug al G re ec e Sp a Sw in e G den er m an Tu y rk e Fr y an ce Ita R ly us si a

In Europe, most of the heavy vehicles running on NG are urban, using CNG/biomethane. Volume and weight of the CNG tanks limit their use in road transport.

Rotterdam, December 2010

Wide offer of European NGVs

Citroen

Citron C3 1.4 Style bivalent

Citron Berlingo Multispace Plus Bivalent

Fiat

Fiat Dobl 1.6 16V Natural Power

Fiat Panda Panda 1.2 8V Natural Power

Fiat Grande Punto 1.4 8V Natural Power

Fiat Dobl Cargo SX 1.6. 16V Natural Power

Fiat Dobl Cargo SX Maxi 1.6 16V Natural Power

Ford

Mercedes

Ford C-Max 2.0 CNG

Ford Focus 2.0 CNG

Ford Transit 2.3 CNG

Mercedes Benz B170 NGT

Mercedes Benz E200 NGT

Mercedes Sprinter 316 NGT + 516 NGT

Opel

Opel Zafira 1.6 ecoFLEX

Opel Zafira 1.6 ecoFLEX Turbo

Opel Combo Tour 1.6 ecoFLEX

Opel Combo 1.6 CNG ecoFlex Kastenwagen

Volkswagen

Volkswagen Caddy Life 2.0 Ecofuel

Volkswagen Touran Volkswagen Caddy Maxi Life 1.4 TSI EcoFue 2.0 EcoFuel

Volkswagen Passat 1.4 TSI EcoFuel

Volkswagen Caddy 1.6 CNG Van

Rotterdam, December 2010

NGVs World Market growth. 1991 to 2020

80.000 70.000
Worldwide NGVs (.000)

10 years 15% annual growth

6 years 13 years, assuming 26% annual growth 18% annual growth

60.000 50.000 40.000 30.000 20.000 10.000 0

2001 1,7 M NGVs 2007 7 M NGVs

2020 65 M NGVs (9% market share)

Rotterdam, December 2010

1. 99 1 1. 99 3 1. 99 5 1. 99 7 1. 99 9 2. 00 1 20 03 20 05 20 07 20 09 20 11 20 13 20 15 20 17 20 19 20 21 20 23 20 25

The bright future of NGVs

The DG MOVE (EU) is preparing a white paper with the title: Report of the European Expert Group on Future Transport Fuels Fuels in which there is a significant support to the NG, following the contributions given by NGVA Europe, the only NGV expert invited to the group. The development of NGVs in the medium and long term future, other than the existing and well established technologies, will be wide and following five additional main lines: CNG Hybrid Vehicles Dual Fuel Technology for heavy duties Biogas LNG for trucks and buses Methane-Hydrogen mixtures

Rotterdam, December 2010

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CNG Hybrid Urban buses

Castrosua TEMPUS CNG Hybrid. New urban bus presented in FIAA Madrid (November 2010) The municipality of Madrid has already passed orders for 23 CNG-Hybrid buses: 13 Castrosua 10 Tata Hispano. Tata Starbus CNG Hybrid, to be produced in Europe by: Tata Hispano, Zaragoza, Spain.
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Dual Fuel technology available

Dual fuel systems have been developed to substitute a major part of diesel for natural gas in heavy duty engines, keeping the Diesel cycle Retrofit market considered too for EURO 2 and 3 vehicles Full diesel operation is available, when run out of CNG The natural gas injection system is electronically controlled with a separate ECU. Legislation still under development Dual fuel system is an alternative to dedicated NG engines

Members of NGVA Europe offering Dual Fuel technologies:

Rotterdam, December 2010

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Biogas production potential

EU is still missing a European legislation for the injection of biomethane in the NG grid. NGVA Europe is working also in the next legislation about the gas quality.

Among different options of biofuels, biomethane presents the highest efficiency per hectare of land. A global European estimation shows a potential of 2.750 TWh (9,9EJ=238Mtoe), made out of 1.500 TWh (5,4 EJ=130Mtoe) coming from crops, plus another 1.250TWh (4,5EJ=1.108Mtoe) coming from other sources: sewage, manure, landfills, etc. If we choose bioethanol instead of biogas we would loose the potential of the waste, sewages, etc (1.250TWh, 4,5EJ=108Mtoe) and we would also reduce the efficiency of the land by 47%. In other words we would obtain 800TWh (2,9EJ=70Mtoe) instead of 2.750TWh (9,9EJ=238Mtoe).
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LNG (Liquefied Natural Gas) NG with a high energy density

200 bar

Diesel vs CNG & LNG Autonomy equivalence

200 bar 200 bar 200 bar

CNG 5 litre

Diesel oil

200 bar

1 litre
-162OC

LNG 1,8 litre

LNG opens the way for the medium and long distance road transport
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First in Europe LBG (Liquid Bio Gas) truck

Rolande LNG B.V., a specialist in supplying LNG and LBG for road transport applications, has recently introduced the first truck running on Liquid Bio Gas.
Rolande LNG B.V. made this concept to work by converting, in close cooperation with the OEM, an IVECO Stralis CNG into a truck being capable to run on LNG/LBG. Rolande LNG B.V. provided not only the know how but also the special cryogenic tanks and heat exchanger. LBG is made from gas coming out of a landfill. It gives better emission levels than EEV or Euro 5 diesel engines. LBG CO2 emissions (Well to Wheel) are by far the best alternative to any other bio fuel currently available (up to 80% CO2 reduction compared to diesel). The truck is being used to show and promote the many advantages of LBG as fuel: It is cleaner (better than future Euro 6), quieter (5 dba lower noise level than a diesel) and up to 80% CO2 neutral! There is no better and economic alternative today. LBG can save between 2 and 5 cents per km. The truck can run more than 1.200 km before refuelling.
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Refueling Stations L-CNG Lleida - Spain

Rotterdam, December 2010

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LNG supply to Europe

Rotterdam, December 2010

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The LNG Blue Corridors

The availability of LNG all around the Iberian Peninsula, plus the French port of Fos (Marseille), and the Italian ones of Panigaglia (near Genova) and Revigo (near Trieste) constitutes a fantastic existing infrastructure to cover all the supply needs for road transport around the Mediterranean arch. Another corridor could also be imagined from Portugal and Spain to the north of France, Belgium, Netherlands, UK, north of Germany and Denmark, once all the LNG terminals, now under construction, will be in service.

Rotterdam, December 2010

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Methane/Hydrogen mixtures

Methane/Hydrogen mixture (Hythane, Hydrometano) offers a number of significant advantages as a bridge solution for a future hydrogen fuelled transport: It can be used in the existing NGV engines and vehicles with minor engine resetting The inboard fuel storage uses the same type of tanks and fittings, with some specification changes in materials The H2 content considered (up to 30%) does not alter the autonomy of the vehicles There is an immediate impact as CO2 emission reduction (- 11%) The use of compressed H2 in a large basis will push ahead the development of the hydrogen production and logistics

Rotterdam, December 2010

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Conclusions
Natural gas (methane) is an excellent energy vector, with the lowest Carbon to Hydrogen ratio of all the hydrocarbons. Additionally natural gas is an alternative fuel, having a different origin from the traditional oil derived diesel, petrol and LPG Natural gas is used in existing internal combustion engines, with minor additional investments, taking advantage of a well known and mature car & commercial vehicle technology. Dual Fuel technology offers the possibility of conversion for existing engines The increasing production of biomethane, both from urban waste and from agricultural stuff is giving natural gas the new and valuable consideration of a renewable fuel Natural gas has been used so far as CNG mainly for urban applications. The availability of LNG will spread its use for medium and long distances road transport Methane/Hydrogen mixtures, that could be used the existing NGVs will become the bridge to a potential hydrogen fuelled transport NG vehicles are today the best and most economic alternative to oil derived fuels, also improving gaseous and acoustic emissions.
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manuel.lage@ngvaeurope.eu www.ngvaeurope.eu
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