CNG Controversy, Air Pollution

CNG Controversy

Air Pollution, i.e addition of harmful substances to the atmosphere results in damage to
the environment, human health, and quality of life. Pollution is changing Earth's
atmosphere so that it lets in more harmful radiation from the Sun. At the same time, our
polluted atmosphere is becoming a better insulator, preventing heat from escaping back
into space and leading to a rise in global average temperatures. Scientists predict that the
temperature increase, referred to as global warming, will affect world food supply, alter
sea level, make weather more extreme, and increase the spread of tropical disease.

Most air pollution comes from one human activity: burning fossil fuels—natural gas,
coal, and oil—to power industrial processes and motor vehicles. Among the harmful
chemical compounds this burning puts into the atmosphere are carbon dioxide, carbon
monoxide, nitrogen oxides, sulfur dioxide, and tiny solid particles—including lead from
gasoline additives—called particulates. Between 1900 and 1970, motor vehicle use
rapidly expanded, and emissions of nitrogen oxides, some of the most damaging
pollutants in vehicle exhaust, increased 690 percent. When fuels are incompletely burned,
various chemicals called volatile organic chemicals (VOCs) also enter the air.

With the number of vehicles, especially two wheelers increasing at an unprecedented

rate, vehicular pollution has become a major contributor to deteriorating air quality in
cities. In just seven years, the number of vehicles in India has shot up by 17 million and
48 per cent of these vehicles are in the three metros alone. According to a report by CSE,
vehicular pollution contributes to a shocking 64 per cent of the total pollution in Delhi, 52
per cent in Mumbai and 30 per cent in Calcutta. Pollution kills one person every hour in
the capital. All India Institute of Medical Sciences reports that there was a massive 900
per cent increase in asthma cases in December 1999 compared to December 1998. In
order to improve the air quality and reduce vehicular pollution of Delhi, Supreme Court
passed an order on 28th July 1998. In brief the Supreme Court’s Directives are as follows:

 Augment of public transport (stage carriage) to 10,000 buses by 01.04.2001.

 Replacement of all pre 1990 autos & taxis with new vehicles on clean fuels by
31.03.2000.
 Financials incentives for replacement of all post 1990 autos and taxis with new
vehicles on clean fuel by 31.03.2000.
 No 8 year old buses to ply except on CNG or other clean fuels by 01.04.2000.
 Entire city bus fleet (d.t.c & private) to be steadily converted to single fuel mode
on CNG by 31.03.2001.
 Gail to expedite and expand from 9 to 80 CNG supply outlets by 31st march,
2000.

Technical experts also have suggested the use of CNG as an alternative fuel for
automobiles. They have estimated that apart from being less hazardous, it is also
environment friendly, can help in reducing the levels of pollutant emissions and is quite
cost effective. Its extensive use in automobiles has the efficacy to reduce India’s
excessive dependence on petroleum imports.

Why CNG (Compressed Natural Gas)?

Gasoline powered vehicles produce oxides of nitrogen (NOx) that when combined with
volatile organic compounds (V0C's ) which are produced by trees naturally, will react
with sunlight in the lower atmosphere to form Ozone, a primary constituent of smog.
CNG powered vehicles are clean - they emit 85% less NOx, 70% less reactive
hydrocarbons, and 74% less Carbon Monoxide than similar gasoline powered vehicles.
The use of CNG-fueled vehicles significantly reduces emissions of ozone precursors. In
1994, about 55,000 vehicles in the United States ran on compressed natural gas (CNG).

Typical Composition on CNG (% Volume)

Methane 91.9

Ethane 3.7

Carbon di Oxide 2.0

Propane 1.2

i-Butane 0.4

i-Pentane 0.2

n-Pentane 0.2

Nitrogen 0.2

n-Butane 0.1

Typical Emission Reduction in CNG Bus Compared To A Diesel Bus

Effluent Percentage Reduction

Carbon Monoxide 56%

Hydro Carbons 55%

Nitrogen Oxide 56%

Particulates 86%
How does CNG work?

The Common CNG vehicle fuels at pressures of either 3,000 or 3,600 pounds per square
inch (psi) and stores its fuel in one or more cylinders located under the body or in the
trunk of the vehicle. The filling valve is located in the same general area as that of the
gasoline refueling receptacle. When the CNG leaves the storage tank, it travels through
high- pressure fuel lines into one or more pressure regulators, where it is reduced to
atmospheric pressure. Unlike gasoline, which must be vaporized before ignition, CNG is
already gaseous when it enters the combustion chamber. When the intake valve opens,
the gas enters the combustion chamber, where it is ignited to power the vehicle.

The international scenario

The concept of natural gas as an automotive fuel started around 1930. Research has
proved that it can be used safely.

Many countries are known to be using CNG as an automotive fuel. These include USA,
Canada, UK, Italy, Thailand, Iran, Australia and New Zealand. While in most countries,
its usage is restricted to private vehicles, in countries like Australia and America, it is the
fleet operators who find it useful. More than 50 companies in the US operate their fleet
vehicles on CNG. In Italy, about a quarter of a million vehicles are running on CNG,
primarily due to the high cost of petrol. France, too, had a taste of CNG as an automotive
fuel during World War I. But, not much emphasis was given to CNG, due to the use of
LPG and a taxation structure on CNG. Canadian Western Natural Gas company started a
CNG conversion programme in 1970 by converting about 100 vehicles in Edmonton city.
The Council of Canada participated in the programme by introducing three Chevrolet
half-ton pickup trucks. However, the increase in the cost of natural gas adversely affected
the CNG conversion programme. As early as 1937, the Victorian State Electricity
Commission of Australia considered the use of CNG for vehicle fuel. Similarly, the
South Australian Gas Company converted 17 vehicles of their fleet to operate on CNG,
but due to the high costs of kits and cylinders the conversion to CNG could not make
much headway.

In New Zealand, a CNG conversion programme started in the 1970s and continued till
the late nineties. The New Zealand Energy Research and Development Corporation, the
Auckland Gas Company and the Wellington Gas Company were the pioneers in
introducing the CNG programme in New Zealand. A variety of vehicles of vehicles were
converted and their performances were monitored. The programme severely deteriorated,
because of tax adjustments.

In the eighties, other Asian and South American countries embarked upon CNG
programmes, namely, India, Bangladesh, Indonesia, Pakistan and Argentina.

Source: TERI

Advantages of CNG
  Lesser running cost
 Very easy on the engine, giving longer service life and lower maintenance costs.
 Reduces the demand for finite petroleum supply

 Reduction of carbon monoxide emission by over 90%

 Drastic reduction in the relative hydrocarbon emission by over 80% to 93%
 Improves fuel consumption and engine efficiency. When CNG and air in the right
proportions are brought together, they mix thoroughly and rapidly, thereby
improving the combustion efficiency, while the engine stays clean internally
 Dry gaseous fuel does not dilute the lubricating oil, thus saving on oil filters and
oil chargers
 Reduced maintenance cost.
 Reduction in engine noise levels significantly owing to its high octane number.
 Reduction in air toxic emission impact by 90%

Disadvantages of CNG

 Driving complaints due to loss of power with CNG. Dynamometer tests indicate
that
 CNG-fuelled vehicles have 10-15% lower power output than petrol engines.
 Increased exhaust-valve wear in CNG-operated vehicles are anticipated due to the
drying effect of the gaseous fuel
 Limited service availability
 High cost of conversion
 The additional weight of CNG cylinders does pose a problem
 Inability to make an impression on the common man

Source: TERI

CNG in India - Present Status

CITY COMPANY NO. OF VEHICLES

MONTHLY
STATIONS
SALE IN KG
   

      BUSES  
CARS
   

133 82371
DELHI IGL 56 8000
   
MUMBAI 10000 10 1102060
MGL 9
       

GAIL 3 118
VADODARA 0 6074
     

SURAT GGC 21704

3 667 0
     

1 89
ANKLESHWAR GGC 0 233
   

Source: World Bank

How much does CNG cost?

CNG in currently priced less than half of the petrol price as shown below:

In Delhi

Petrol price per liter

Rs.24.00
 

Rs.11.30
CNG Price per Kg.
 

Rs.8.12
Price per CNG equivalent to 1 liter of
petrol ( I Kg. CNG is equal to 1.39 liter of  
petrol)
 

In Mumbai
 

Petrol price per liter

Rs.30.00
 

CNG Price per Kg.

Rs.14.80
 

Price per CNG equivalent to 1 liter of

petrol ( I Kg. CNG is equal to 1.39 liter of Rs.28.75
petrol)

Source: Shrimankar Gas Car Services Private Ltd.

CNG vs. Low Sulphur Diesel

The Supreme court’s order of phasing out of diesel in the trucking, transit bus sectors and
commercial transport sectors and introduction of CNG has generated serious debate in
India. TERI, a renowned research organisation, has expressed scepticism over the
feasibility of conversion of the entire bus fleet in Delhi into the CNG mode and instead
favoured ULSD (ultra low sulphur diesel) as the fuel of choice to drastically reduce levels
of vehicular pollution in the city. Researches at TERI showed that while CNG is a good
fuel, the use of ultra low sulphur diesel or ULDS was a better option, more suited to
Delhi roads. Speaking at a press conference, ", Dr. Pachauri Director TERI said, "No
country has ever made such a large-scale conversion to CNG and also added that ' while
New York has less than 5% CNG motors, less than 2% of the 4000 strong-fleet in Paris
use CNG". He said that trials conducted by the London Transport Board and the New
York Transit showed that vehicles using ULSD emitted very low pollutants except
nitrogen oxides.

Many Western European countries have already committed to ULSD. It has captured
nearly 100% of the Scandinavian market by 2001/2002. UK is expected to follow suit.
Even after being operational, CNG buses will continue to run higher fuel bills at Rs. 4.40
per km. compared to Rs. 2.20 for ULDS, the difference translates to paying 82 crores
extra for CNG. Also around 100 fuelling points would be needed for 10000 CNG buses,
though as yet only 12 have come up. Total cost of fuel for these buses come upto Rs. 250
crores for the CNG, while the same for ULDS will be at least 100 crores cheaper.
On the other hand CSE, another renowned research organisation feels that CNG is the
clean fuel. In favour of CNG, CSE sites that a study by the Government of Australia
itself, done in 2000, debunks the earlier study and states that CNG and LPG are the best
option for combating air pollution as well as global warming.

Environmentalists, advocating the phase out of diesel fuel in favour of CNG, state the
following arguments:

 The cleanest diesel vehicles required by the Air Resources Board (ARB) emit
nearly 5 times more PM than CNG vehicles.

 Diesel buses emit 2-5 times more particle pollution than natural gas buses.

 New diesel buses emit 10 times more particulate emissions than natural gas buses
during in-use driving.

 State wide cancer risk from particulate alone is over 1.75 times the risk from all
other measured toxins combined.

On the other hand, environmentalists favouring low sulfur diesel sites the following
arguments:

 The combination of low sulfur diesel and after treatment technology creates
emission results comparable to CNG.

 Low sulfur diesel conserves more energy consumption than CNG.

 CNG produces more potent greenhouse gases than low sulfur diesel.

 The low sulfur / after treatment filtration system reduces particulate emissions
comparable to CNG.

 The assumption that CNG is not toxic is not verifiable.

 The assumptions that low sulfur diesel is a carcinogen is not verifiable.

 Low sulfur diesel is safer than natural gas.

This report has been compiled from various newspapers and the views shared by some of
the resource person on the issue of CNG and Low Sulfur Diesel. We look forward to your
views and comments.

Supreme Court's Directives to Reduce Vehicular Pollution

Comparing CNG and Low Sulfer Diesel Fuel / Vehicles

Creating Incentives for Low Sulfer Diesel Benefits the Environment

CSE Press Conference March 30, 2001

Talk of low sulphur diesel is a deliberate effort to sabotage the Supreme Court orders on
CNG

CSE Press Release March 26, 2001

Centre for Science and Environment welcomes the Supreme Court verdict that extension
of the deadline for conversion of buses to CNG should come with personal accountability
of the Principle Secretary Transport Department of Delhi

CNG is fine but low sulphur diesel better fuel: TERI says ULSD option more
suitable for Delhi
CNG is fine but low sulphur diesel better fuel: TERI says ULSD option more suitable for
Delhi. Press release, 27 March 2001TERI today said that no trials were conducted before
the decision to disallow non CNG buses from plying in Delhi was taken, but strongly
supported the initiative on conversion of taxis, autos and all other small motors to run on
CNG fuel. Researches at TERI showed that while CNG is a good fuel, the use of ultra
low sulphur diesel or ULDS was a better option, more suited to Delhi roads. Speaking at
a press conference, Dr. R K Pachauri, Director TERI said that proper trials were not
conducted before the decision was arrived at.

Diesel: the once and future transit fuel?

News Clippings

Do you have something to share?

Air Pollution

With the Supreme Court of India coming down heavily on the automobile
industries to check Delhi's growing air pollution, there has been a upheaval
among different sections of the society. While the automobiles industry is putting
up a stiff resistance as the the Supreme Court's order to fast forward attaining of
Euro II standards by the manufacturers would drastically hit their car sales, the
man on the street can be optimistic about cleaner, Delhi air to breathe in.

The move will certainly force the autombile industry doing brisk business in India
by marketing their inferior technology-driven, polluting models banned in the
western countries, to go in for environmental-friendly models which satisfy the
Euro II emission norms.

We bring to you the views shared by some of the resource person on the issue of
"Emissions and Clean Air". We look forward to your views and critics. Let the
clean air prevail!
 News Clippings on Air Pollution

Do you have something to share?

 Euro II emission norms - Concerted action not yet evident

 Emission Norms
B.S Murthy
 Clean Air : How can we get it?
Sunita Narain
Deputy Director
Centre for Science and Environment, New Delhi

Dr. Shreekant Gupta

Associate Professor
Delhi School of Economics
 Is judicial intervention on pollution justified?
Barun S Mitra
Founding Trustee
Liberty Institute
 For a whiff of fresh air
Ashok Dasgupta

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