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VEHICLES, ENERGY, ENVIRONMENT
>> >> >> >> >> >> >> >> >>YEAR 10 - N. 2 - NOVEMBER 2009
NATURAL GASVEHICLES
LO/0267/2008validità dal 18/02/2008
800 213883
www.landi.it/metano-motori
An environmentally friendly engine leaves no traces.It opens the road.
Landirenzo® CNG systems have openednew horizons in eco-sustainability. They are following the route of natural and innovative mobility, guaranteeing less pollution, cheaper prices and the chance to move freely.It’s a long road leading to a cleaner world.A world where the traces left are not those which damage the environment, but those which make it better.
NV
CONTENTSNatural gas vehiclesVehicles, energy, environment
Milano, November 2009Year 9 - Issue 2Six-monthly magazineReg. Tribunale Milano nº 416del 9 giugno 2000Registro operatori dicomunicazione n° 8654Editor in chief:Alfredo ZainoEditor:Com-Media S.r.l.Via Serio, 16 - 20139 MilanoTel. +39 02-56810171Fax + 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, 6120155 Gorla Minore (VA)
Circulation:5.000 issuesCopyright © byCom-Media S.r.L. MilanoAll rights reserved.
Cover: Iveco Eco Daily
>> TRENDS
DevelopmentstrategiesofCNG–what’scooking:thenewlimitstotheNMHC........2
The“bicistazioni”(bicycleparking),thelargeparkingareasforbicycles....................6
>> FOCUS ON NGV
Thetargetof50kilometresperchilogramofcngiswithinshortreach.................8
Federmetano'sstrategy................................................................................................................9
IvecoandEnijointheireffortsaimingatdevelopment
ofasustainableindustrialtransportsystem.......................................................................10
TheLaw23luglio2009,n.99:suppressionoftheFondoBomboleMetano........ 18
InBolzanothemostadvancedenregystationfortransportvehicles
hasbeenopened...............................................................................................................................22
>> NGV SySTEm ITalIa SECTION
Agroupoftwentylargefirms,committedtotheNGVsector.....................................29
>> TECHNICal SECTION
Theitaliannormforhydrogenrefuellingstations..............................................................33
>> EVENTS
WorkshopattheChambertheNGVindustrialsectorbeyondthecrisis.................38
AnnualNGVAEuropeconferenceandexhibition:Madrid2009................................44
>> NEWS FROm NGV COmPaNIES
NewsfromNGVcompanies.........................................................................................................54
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special catalysts have a content of precious metals which is two or three times higher than the case of the normal catalyst of gasoline engines. This requires a cost that is not negligible, and which is useless, as methane is neither a toxic nor a polluting substance. Car manufacturers can afford this anyway. But the conversion workshop cannot afford it. Converting in a workshop a modern car so that it meets the new THC emission norms, is extremely difficult right today, in the case of the limits imposed by the norm Euro 4; maybe it will become even impossible with the limits imposed by the norms Euro 5 and Euro 6. Let us see now in details why it is wrong to limit in such a strict way the emissions of unburned methane in the exhaust gases of the CNG engines.
Composition of THC and health effectThe THC contained in the exhaust emissions of the gasoline engines are mostly composed by NMHC (more than 90%), and the rest is made of CH4. Opposite, the THC contained in the exhaust emissions of the NGV are mostly made of CH4 (roughly 90%), and less than 10% is made of NMHC. The NMHC are toxic pollutants. Some of them are considered or recognized as carcinogenic (e.g. aromatics hydrocarbons like benzene, toluene, xylene). Some of them are ozone precursors. The NMHC have all these negative effects mainly because of their high reactivity. But thanks to this reactivity, it is quite easy to treat them in a successful way with normal catalysts. Methane, opposite, has a high molecule stability, which results in low reactivity. So it is neither toxic, nor carcinogenic. And it is not considered as an ozone precursor. The emission regulation in North America already recognized these positive aspects long ago. And also the European regulation on emissions of HD vehicles do, in that in both cases a limit is only imposed to NMHC.
Reactivity, and needed technologyBut there is a side effect: this low reactivity makes it difficult for normal catalysts to effectively convert CH4 into its basic components (i.e. CO2 and H2O). The gasoline car engines that have to meet the 0.1 g/km THC limit imposed at first in EURO 4, and now also in EURO 5 and EURO 6 limits, adopt catalysts with a content of precious metals (platinum, palladium, rhodium), of about 50 g/ft3 (normal), or 80 ÷ 120 g/ft3 (high
The NGV sector has been developing faster worldwide over the last years. Some countries in which no NGV did exist 10 or 15 years ago, now have a flourishing NGV market, which is for sure bigger than the Italian NGV market. Italy, from the leader position, has receded in ranking to the sixth position, after Pakistan, Brazil, Argentina, India, and Iran. Also in Italy anyway this sector shows growing, and the market shows the intentions to abandon at last the niche size it has had so far. A really significant contribution to this end is coming from financial incentives offered by the government for the purchase of environment friendly vehicles fuelled with CNG and LPG. These incentives add to those for scrapping of old cars (offered in case of purchase of any car having a CO2 emission lower than 140 g/km), thus summing up to a saving of 5,000 € on the purchase cost in case of a CNG car emitting less than 120 g/km of CO2, and up to a saving of 6,500 € in case of a LD commercial vehicle. Some regions offer some incentives also for construction of new CNG refuelling stations, and the number is increasing of regions which enforce provisions to allow the construction of new service stations only if they include CNG or LPG among the fuels on sale. So Italy seems to be running on the right way. The development process anyway is all but free from uncertainties and problems still on the table. What’s new, the last problems are not merely technical, but they are coming from the normative framework. On the field of norms and national or international legislation the last battles are fought. Let us make here just an example, chosen among the most significant ones. It is a case which is positive in principle, but with an inner “poisoned apple”. It’s the case of the new limits enforced to emissions of THC and NMHC. Among the new limits to the emissions of unburned hydrocarbons imposed by the European regulation R 715 (our magazine has already treated this regulation, positive per se, in a former issue), a new parameter has been included, i.e. the NMHC, with a limit set at 68 mg/km; this is a positive fact per se. But also the former limit of 100 mg/km to the THC emission was kept in place; this is seen just as an annoying trouble by OEM, but is instead a strong technical barrier for the retrofit sector. OEM can design and build specific catalysts for methane, which are able to effectively eliminate the emissions of this component of the unburned hydrocarbons. These
Development strategies of Cng – what’s Cooking: the new limits to the nmhC
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performance), that quite easily convert the THC emissions (in this case composed by more than 90% of NMHC) into their basic components, CO2 and H2O. When designing CNG dedicated, mono-valent or bi-fuel vehicles, OEMs have to adopt some special catalysts, with a far higher content of precious metals, from 150÷200 g/ft3, up to 300 g/ft3, to be able to limit the THC emissions (which in this case means more than 90% methane), at the level of 0.1 g/km which is imposed by the new limits from EURO 4 to EURO 6. This makes the new NGV models meeting the EURO 4/5/6 limits more expensive than they were in the past. This is not good for the development of this sector. The increased cost of vehicles is not justified by environmental reasons. But in some way, the OEMs can afford this, with their laboratories being able to produce the proper solutions, and large budgets available for R&D. So OEMs can resign to this requirement, which they can meet. Of course the new CNG car models will be more expensive than they would be without a THC limit to be met. And the situation is even worse, far worse, for the retrofit side of the NGV market, for which the 0.1 g/km limit imposed to THC emissions in EURO 4 was a problem already, and it remains in place with EURO 5/6. The retrofit operators (manufacturers of components and workshop operators) cannot go so far as to study and add any special catalyst to the engines they convert. Neither them, nor their customers can afford this. Very simply, having to meet this requirement with a converted car might mean rendering the conversion impossible from the regulation point of view. The original catalyst, efficient enough with the gasoline exhaust emissions (NMHC), would be less effective with the CNG exhaust emissions (CH
4).
Market shareRetrofit is still a pillar of the NGV sector around the world. This side of the NGV sector is still responsible for a substantial share of the NGV market in many countries. In Italy, for example it means about 20,000 new NGV per year at the present time. In countries like Argentina (1,800,000 NGV), Pakistan (2,140,000 NGV), Iran (1,540,000 NGV), Brazil (1,600,000 NGV), India (700,000 NGV), a substantial part (in some cases all) of the new NGV that join in every year are belonging to the category of vehicles converted by retrofit operators. [source of data: NGVA Europe and The GVR]
BuoyancyAsking for a limit to THC, hence CH4 emissions of the automotive engines, would be like worrying about the salt content of water used to extinguish a fire. The environmental benefits of NGV are so important, that they do more
than dwarfing the side effect (greenhouse effect) of CH4 emission. The methane emitted to the atmosphere can not originate ozone at the level of the troposphere. First of all, it is not reactive enough to do this. But even if it was, methane is lighter than air (its density is 0.7 kg/cubic metre instead of 1.3 of air); thus its buoyancy makes it to rise quickly up to the stratosphere, where, even if turning into ozone (unlikely), this would be beneficial to our health, protecting us from detrimental ultraviolet sun light.
CNG and bio-methane in different applicationsWhen processing manure to produce bio-methane, which is subsequently burnt in an engine, producing CO2, the overall methane emissions are reduced. Hence, by setting a too tough limit on methane in the tailpipe emissions of a car, regulators may defeat the purpose of reducing greenhouse gas emissions. Either the manure is not processed at all (with far higher methane emissions), or it is used for production of biogas burnt to generate electric power, but without the tough emission controls that apply for methane burnt in a car. The use of CNG or bio-methane to fuel a modern car originates anyway far lower CH4 emissions compared to its use to fuel all the other appliances (furnaces, ovens, burners) to which no regulation similar to those in force for vehicles apply. So, burning the fuel in a modern vehicle, meeting tough exhaust requirements, would actually help to ensure minimal methane emissions. N2O emissionsFor quite some time in the future diesel will, in most countries, be a much more used fuel than NG/biomethane. There are test results which show that the GHG effects of N2O emissions from diesel vehicles are higher than the GHG effects of methane emitted from a vehicle operating at the currently allowed maximum methane levels. Yet N2O emissions are not measured and controlled. NGV will offer significant GHG reductions and generally a very low level of pollutants. The advantages offered by the use of NGV should not be blocked as a consequence of the introduction of too harsh methane emission levels. Natural and anthropogenic sources of CH4
The global world emissions of CH4 from natural origin (wetlands, rice fields, termites, ocean, hydrates), and from anthropogenic origin (energy, landfills, ruminants, waste, biomass burning), are calculated at 600 million tons/year. Compared to this amount of methane, the global emission of methane that could be reasonably expected from the NGV sector is negligible. In fact, the maximum total amount of CH4 which would be released by NGV in case of an optimistic
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penetration of 10% of the world LD automotive market (which would mean roughly 60 million LD CNG vehicles), based on an emission rate of a single vehicle of 0.1 g/km (the present THC limit, which in the case of NGV is composed by more than 90% of methane), and an average yearly mileage of 20,000 km, would be: 120,000 tons per year. This would correspond to the 0.02% of the total methane emissions. It does not seem very sensible to run the risk of destroying the retrofit market, just in order to avoid adding an amount (max) of CH4 of 0.2 kg to a ton.
Emissions of methaneHouweling (1999) give the following values for methane emissions (Tg/a= teragrams per year):
GWIWhen a retrofit workshop converts a gasoline car emitting 160 g/km of CO2 to run on natural gas, that car immediately saves 40 g/km (20% or more) of CO2. Even in the case where that car, when running on CNG also emits 0.1 g/km of CH4, taking into account the GWI potential of methane at 100 years (25 times higher that that of CO2), the equivalent CO2 emission would be: 0.1 x 25 = 2.5 g/km; we would still be left with a 37.5 g/km CO2 bonus. Do we really want to renounce to this? Many people won’t buy an OEM NGV, if they have a gasoline car which is still in good conditions and must be destroyed in case it can not be converted to CNG.
NotesG W P v a l u e s a n d
NV DEVElOPmENT STRaTEGIES OF CNG
Global averaGe methane concentrations from measurement (noaa*)
*NOAA = National Oceanic and Atmospheric Administration source: (Wikipedia) U.S. Environmental Protection Agency
Origin
CH4 emission
Mass Tg/year(million ton/year)
% of natural emissions
% of Totalemissions
Natural emissions
Wetlands (incl. Rice agriculture)
225 83 37
Termites 20 7 3
Ocean 15 6 3
Hydrates 10 4 2
Natural Total 270 100 45
Anthropogenic emissions
Energy 110 33 18
Landfills 40 12 7
Ruminants (Livestock) 115 35 19
Waste treatment 25 8 4
Biomass burning 40 12 7
Anthropogenic Total 330 100 55
grand total 600 100
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lifetimes of some gaseous substances from 2007 IPCC AR4 (2001 IPCC TAR in brackets) with a 20, 100 and 500 year time horizon
TAR = third assessment reportAR 4 = fourth assessment reportTHC = total unburned hydrocarbonsNMHC = non methane unburned hydrocarbons
substanceatmospheric lifetime years
GWP time horizon
20 years 100 years 500 years
carbon dioxide CO2 50 - 200 1 1
Methane CH4 12 (12)
72 (62)
25 (23)
7,6 (7)
Nitrous oxide N2O 114 (114)
310 (275)
298 (296)
153 (156)
HFC-23 (hydrofluorocarbon) 270 (260)
12.000 (9.400)
14.800 (12.000)
12.200 (10.000)
HFC – 404A (hydrofluorocarbon) >48 3.260 (IPCC 1996)
HFC-134a (hydrofluorocarbon) 14 (13,8)
3.830 (3.300)
1.430 (1.300)
435 (400)
SF6 sulphur hexafluoride 3.200 (3.200)
16.300 (15.100)
22.800 (22.200)
32.600 (32.400)
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The lack of space for car parking in the urban areas, and the concurrent need to reduce the use of engine vehicles to mitigate the climate changes, forces the public administration to identify new solutions which help people in taking a choice among different types of daily transport means.Bicycle is certainly a transport means which offers a wide growth potential in the urban areas, but it is necessary to create the favourable conditions so this may happen. The inter-modality between the railway transport and the bicycle can rank among the better opportunities: around the railway stations it is possible to create a considerable bicycle users basin, by building “bicycle parking”
(literally: bicycle stations) nearby. These “bicycle parking” are large parking areas for bicycles, which ensure to bike riders the availability of a safe place that is attended, functional and practical to use. Inside the “bicycle parking” are included, in many cases, some additional services such as bicycle repair, renting, public pumps for tire inflate, information points.In Europe and in the rest of the world there are many different examples of “bicycle parking”, having also different dimensions and offering different kinds of services.Among the most recent structures made available in this respect, it is worth pointing out the multi-floor parking area near the Central Station in Amsterdam – which hosts 9,000 bicycles, and where the bike riders can ride along the three floor building ramps to quickly reach a vacant bike place – and the underground parking areas of the Kasai Station in Edogawa in Tokyo – i.e. 36 underground 7 metres diameter cylindrical towers which can host 9,000 bicycles, where the bike riders can limit to insert the bicycle in the automatic distribution and location system in operation on the surface above each tower. Then the system will fetch the same bicycle in a matter of 20 seconds after the user’s request.Together with these two exceptional examples of functionality, there are some other substantial examples such as the city of Groningen (4,500 bicycles), still in Holland; Muenster, in Germany, where bike riders can get the bike wash service; Odense, in Denmark; and Bern, in Switzerland.
The Italian cases: San Donato MilaneseThe first “bicycle parking” has been built in San Donato Milanese back in 2003, when the town administration decided to re-qualify the car parking area which was at the terminus of the Metro line 3. It is a structure in which bicycle repairs are done, but also sale and renting of bike. Inside the building there is a pay bike parking space; outside the building, on the new station square, there is a large unattended area under a canopy, which can host more than 300 bicycles.The station in San Donato has distinguished itself over the years also because it has given more value to a place which was considered a little unsafe and inhospitable: today the managers of “bicycle parking” also organise some public lively events on this square, attracting people who are fond on bicycles, to participate in competitions for repair of abandoned bicycles.
the “biCistazioni” (biCyCle parking), the large parking areas for biCyCles
Bicistazione San Donato Milanese
Bicistazione Brescia
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The cases of Brescia and Sesto San GiovanniAfter San Donato, some other Italian cities have followed this path. In some cases they could build more substantial dimension structures, and with a wider range of offered services.In Brescia for example, there is a two floor building close to the railway station, which is capable of hosting more than 400 bicycles. Here the repair and tire inflating services are available. From the functional point of view, the station offers a service similar to that offered by the structures used for cars: the customers must pay a ticket for a short, middle or long residence parking, for daily use of longer period subscription. The new “bicycle parking” has certainly contributed to restore the a good order on the railway station square, but many people are still reluctant to pay for parking their bicycle: a lot of bicycles in fact can still be found blocked by steel chains fixed to poles and barriers in the free bike parking area, and the first floor of the “bicycle parking” is still underutilised. The station is accessible around the clock, and a video surveillance system ensures more safety to customers. The railway customers can take profit of substantial discounts for the monthly subscription to the bicycle parking area (5 Euro/month instead of 10).In Sesto San Giovanni, still in the suburb of Milano as in the case of San Donato, has been inaugurated in spring 2009 the new station for bicycle parking near the railway station. The station for bikes has been financed by Provincia di Milano (the local public administration of the
province) and today it is in full service, with bike parking hourly, daily, weekly, monthly or yearly tariffs, for the case of indoor or attended parking; otherwise, the external open space is free. The bike station in Sesto offers a renting service, and there also is a small selling and assistance point.
The new stations for bicycles have offered some concrete alternatives to customers, in comparison both to the private engine vehicle and to public transport, which is not always competitive enough. Along this road of sustainable development, some other Italian cities decided to stride. Among them there are for example Milano, Mestre, etc. In those cases, the relevant feasibility analysis have been done: this is a confirmation of the change which is occurring in the general perception of the role the bicycle can play in the urban mobility.
Lorenzo Giorgio
Bicistazione Amsterdam
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The special workshop 4GAS in Pistoia has been for long combining the activity of CNG vehicle conversion with that of experimenting new systems for engine, fuel, and fuelling system optimisation.The identified targets are energy efficiency, performance, and reliability.The blending of passion, competence and experience of Massimiliano Sorghi, patron of 4GAS, and Alfredo Biagiotti, leading spirirt of BIGAS, has given birth to a series of products which have already met the target of 100 kilometres with two Euros of fuel.Let’s start from the beginning. In 2006 was born the “Metanomobile”.A Daihatsu Sirion 1000 was chosen, which characteristics made it the ideal car for the installation of the CNG system.The CNG conversion of this car, with two cylinders of 22 litre capacity each, installed under the car body, ensured a running range of about 200 km. This car was very well accepted by the customers, who used it as a substitute car.While the Metanomobile did its job as courtesy car, Alfredo Biagiotti, President of Bigas International Autogas Systems and supplier of the kit which was installed on the car, did propose the participation in a “Ecorally”, a competition for environment friendly cars, in which it was possible to test the use of the alternative energy under the severe conditions of strain of the sport competitions.The car participated in the 2nd Ecorally Città del Vaticano - San Marino in 2007, and it won an incredible 6th place, despite having been driven by an inexperienced team.
the target of 50 kilometres per Chilogram of Cng is within short reaCh
In 2008, this car, wearing the number one label, has opened the first edition of ARIA NUOVA, a competition organised by the Monza racing track. Later it participated in the ecorally dei Laghi VCO and the 3rd edition of Ecorally Città del Vaticano - San Marino.Also in 2009 the Metanomobile has distinguished itself in the championship FIA ENERGIE ALTERNATIVE CUP, getting very good results. When the car participated in the first competition in 2007, it ran 30 km with one kilogram of CNG. The on-board CNG pressure regulator was the Bigas RI 23.While participating in a competition after another, the vehicle had its on-board system continuously improved, up to the last creation: the pressure regulator RI 27.RI 27 is a special pressure regulator conceived for the H2/CNG blend, and it is installed together with a new group of injectors, expressly designed and built for Metanomobile.The results were astonishing, with a gas consumption of 33 km per kilogram, and with an improvement of the power delivery curve at low revolutions.Subsequently a new valve tuning was done, and a phase variator has been installed. The running range was increased via the installation of a third cylinder; still this one under the car body of course. The synthetic lubricating oil has been replaced for a ceramic and ester basis oil, the XENUM, which allowed a reduction by 46% of engine internal friction.During the 4th Ecorally San Marino - Città del Vaticano, Metanomobile has run 40.5 kilometres with one kilogram of CNG, thus reaching with about 10 kilograms of CNG a running range of over 400 Km.And that’s not the end of story. 4GAS e BIGAS are convinced that there is still room for further improvement of performance of this car, thanks to the combination of the new on-board system Bigas RI 27 with a mixture of CNG/hydrogen (respectively 80/20 %).The appointment is in 2010, when Metanomobile will accept the invitation by Automobile Club in Monaco to participate in the 4th Ecorally of Monte Carlo.
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For one year now Federmetano has been pursuing an innovative strategy, starting from its well known solid position in the NGV sector.We decided to involve the association in the change process which all operators of our sector clearly perceive.Many different initiatives have been launched, and I want to mention here their main aspects.
Consultancy on gas purchase contractBuying natural gas on the liberalised market is not a simple matter. Fully understanding the features of the various types of contracts which are proposed today by the gas suppliers is a serious problem for many operators.Federmetano has set itself the target of offering for free (for members) the professional consultancy support given by Andrea Serena (who is a member of the Directors board). The monthly newsletter of the association is also giving information to all members about the natural gas price trend. I want to point out here that Federmetano does not want to give any direction about the retail price of CNG, which is only under the responsibility of the operator, but we want to support him in making the choice, via the most accurate forecast of the price trend for the different types of contract.
Working group for workshopsThis working group has been formed some months ago; it groups the members who directly operate in the sector of CNG conversion.Federmetano has perceived the importance and the intrinsic value of the professional skills of the many small and medium size workshops, which with their activity contribute to the wealth of our sector. Indeed, in the NGV sector, the marriage of CNG refuelling station and conversion workshop has been for many years - and still is today – a strength point allowing some important synergies.This is the reason for the decision taken to give
more space and more attention to this sector needs, because we are aware of the delicate period it is living today.Federmetano is offering itself, by means of the activity of this working group, as information source and as support tool to face the various problems which arise now and then. The reference person for this activity is Enrico Franciosi, and a number of workshop operators have already joined the team formed by Federmetano.
Promotion and development of the sectorWe are fully aware of the fact that the protection of our associate’s interests is to be made also via the promotion and development of CNG. So we have undertaken a number of initiatives in this direction.For example in last June we took part in the launch of the Sprinter Mercedes, in collaboration with Mercedes and Michelin, with three days full of initiatives devoted to press in Milan, Mantua, and Roma. In October 2009 we have organised four day events in Cuneo, Torino and Alessandria, in collaboration with Regione Piemonte and Fiat, for the promotion of the CNG vehicles.Still in October, to highlight the importance of the development of the distribution network in southern Italy, we have participated to the Oil&NonOil event in Naples.All this is not meant to neglect the natural political role of Federmetano, which keeps strongly committed to various “prime” themes, that we very much care for. Among these themes, I want to mention the main ones:• the modification of the Network Codes;• making the fundamental conditions, which are
necessary for the development of NGV, to be a certainty
• the regional policiesAll this requires a strong commitment, and that’s way we want to establish a good collaboration with the new operators of the CNG distribution sector.
A cura di Federmetano
feDermetano' s strategy
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Last October in the very modern premises of the historical factory at Lingotto in Torino IVECO and ENI described to the press the content of a joint programme for development of a more efficient, economic and environment friendly industrial transport system.In particular, this initiative is in coincidence with the launch of the ECO DAILY, ultra-clean version of the well known LD industrial vehicle. The Daily model has always been considered a “champion of its field”. The merit for this is to be accredited to the rear wheel drive and to the high performance engines: in fact the rear wheel drive ensures the maximum thrust where there is the maximum weight, and the engine provide a torque and power rate which keep at the top of this vehicle category. ECODAILY keeps these characteristics, while offering some more environmental benefit. The wide range of engines manufactured by Fiat Powertrain Technologies in fact ensures excellent performance and a full respect of environment which put the vehicle at the top of this market segment offer. ECODAILY is offered in LD version with 2.3 and 3.0 litres Diesel Common Rail last generation engines. The most powerful engines also has the VGT (Variable Geometry Turbine). All these engines have been certified as “light duty” and to Euro 4 norm, thanks to the well developed EGR technology (Exhaust Gas
Recirculation). Then there are two very new versions of the 3 litres engine which have been certified as “heavy duty”. One of them, delivering 170 CV, is already available to market. The other one, delivering 140 CV, will be put on the market starting in next spring. These two Diesel commercial versions have the lowest polluting emissions among all the vehicles of the same category. Thanks to them ECODAILY, pioneer of this sector, will get the EEV certification (Enhanced Environmentally-friendly vehicle), the toughest European emission standard. This testifies the commitment of Iveco to the safeguard of environment, and to the offer of sustainable mobility vehicles to its customers. The vehicle range includes also the Natural Power bi-fuel version, with a super clean EEV engine, optimised for CNG, with a small limp home gasoline tank. This vehicle in fact, has been designed to satisfy already today the future Euro VI emission limits, which will be further stricter than the present EEV limits. ECODAILY represents today the most advanced product, resulting from a commercial strategy which has made the reduction of noxious emissions, together with the notorious economy and reliability, the assets for the commercial performance of the firm. Today all the vehicles of IVECO range are available with
iveCo anD eni Join their efforts aiming at Development of a sUstainable inDUstrial transport system
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EEV engines, both diesel and CNG: the wider and full environment friendly range at world level.
During the conference, Marco Monticelli from IVECO External Relations & Communications (1) has described a series of initiatives carried on in conjunction by Iveco and ENI, focused on the sustainable mobility. In the opinion of Marco Monticelli, Iveco and ENI share, in fact, many features: both are big Italian firms; they operate in the field of transports, both are vanguard of technology in the two respective sectors, and both believe in environment as a resource for the development. The commitment of Iveco and ENI for the environment is concrete on a wide scope, ranging from the basic research on technologies and fuels, to the development, distribution and promotion of low environmental impact products. Iveco is developing its environment friendly policies within the strategies of the Fiat Group – which has made the “sustainable growth” one of the pillars of its approach to market. On last September this commitment has brought about an important reward: the Fiat Group has entered the list of the Dow Jones Sustainability World and Dow Jones Sustainability STOXX – the two prestigious stock exchange indexes which are dedicated to the firms that are active on the environmental sustainability field. In the lists of these indexes are included only the companies which are considered as the better in terms of business management according to some eco-compatibility criteria. In the relevant assessment the Fiat Group has been assigned 90 points out of 100, whereas the usual average of the automotive sector is 72. Iveco has provided a substantial contribution to this achievement, with its vehicle range which is really environment friendly, and with its projects for the improvement of the efficiency and of the productivity of the transport system. The present Iveco’s range of environment friendly products is complete, and unparalleled in Europe, with a very wide selection of technology solutions – ranging from eco-diesel to CNG, from electric to hybrid, up to the application of second generation renewable fuels. Many of these features have been included into concept vehicles such as the Stralis Engage and the innovative bus Hynovis, and some are already part of the commercial offer of IVECO. In the next months an important experimentation programme will be carried on, concerning new articulated buses with a length of up to 18 metres, whereas the present norms only allow a maximum length of 16.5 metres. Diciotto has been supported by ANFIA, and has got the approval of the Ministry of Transport. It is the core part of a project for sustainable mobility, and it allows to experiment a solution having a larger payload (hence lower specific consumption per transported ton) while applying the same road tractors and ensuring the same safety standard as the solution already applied today. Investing on the environment friendly technologies, means to invest on the future, even in this period of difficulty for economy and for our sector,
and particularly now. Under this logic, Iveco and ENI are involved in the program “Industria 2015” – an initiative of the Ministry of Economy which provides a financial support to the development of products and services with a highly innovative technology content, which can provide competitive advantages for the Italian productive system. Within Industria 2015 Iveco has described three projects – and ENI is a partner in all three:• "Live – optimised environment friendly LD vehicles”
which scope is the design of vehicles for transport of people on-demand.
• “Vector 2015: environment friendly vehicle for the optimised multi-role urban transport” concerning the development of vehicles with a typically urban mission, such as refrigerated transport and garbage collection.
• “Optimised environment friendly bus for the sustainable urban mobility" which is dealing with a low environmental impact vehicle to be used for the transport of passengers.
The field of CNG is the one where the collaboration with ENI is stronger. Iveco believes CNG is, if not “the” fuel of the future, certainly “one of the most important” fuel of the future. For this reason we must create all the conditions necessary for the dissemination of the “culture of CNG”, starting from the improvement of the distribution up to the promotion of CNG vehicles, which requires a durable and stable incentive policy, and interventions on the norms covering the transport sector (such as for example the provision already enforced in France, and under discussion today also at the Italian Senate, to exclude the weight of CNG cylinders from the calculation of the total certified vehicle weight, so that the original pay-load of the vehicle is not affected by the design of the CNG version). Francesco Caria from ENI Gas & Power (2) has outlined the commitment for the environment protection of ENI Gas & Power – this commitment has twofold aspect:• the diffusion of natural gas application to the
automotive sector worldwide,
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• the promotion of a rationale application of energy – with a vigilant eye on the new environment friendly technologies.
ENI has been operating for over 40 ears in the NGV sector with dedicated personnel. An important part of this activity consists of the technical support for the construction of refuelling stations done by both public firms and private operators.At present there are in circulation in Europe nearly 1,300,000 CNG vehicles, of which more than one million are cars – this number has doubled since 2003. Also the presence of commercial vehicles, as well as vehicles for transport of people and special vehicles is important, and their number is increasing. Italy, with 523.100 units, is the leader in Europe and ranks sixth in the world for the number of NGV. The total number of CNG refuelling stations in service on the Italian roads has doubled since 2000, increasing from 340 units in that year, to the present 735 units, of which more than 20 are in service on motorways and circular ring roads. By the end of this year 15 more refuelling stations will probably come in service. Based on the present trend, we can expect to have a total number of 1,000 refuelling stations by 2013. In the recent years the NGV market has experienced a true “boom”, which was determined by the growing awareness of the needs to reduce the environmental impact of human activities, but also in particular by the possibility to get a substantial fuel cost saving. In a matter of 6 years we have passed from 6,000 OEM cars and commercial vehicle, to about 130,000 units (estimation for end of 2009). Today NGV are 5,6% of the total new car certifications. The offer widening of OEM NGV (which are more reliable, thanks to the special component design) has the spontaneous consequence of reducing the retrofit market, which got down to about 20,000 units/year. The growth of the total NGV in circulation has brought about a parallel increase of CNG sales, which have constantly risen since 2004, by 10% every year. The success of CNG in the transport sector has varies justifications: first of all an important rol was plaid by the range of CNG vehicles, more and more ample and with an increasing variety of models, having more or less the same performance of the equivalent gasoline and diesel versions. The second reason is economical, as the CNG vehicle purchase is offered today some generous subsidy, which can get up to as much as 5,000 Euro for LD private cars, and up to 6,500 Euro in the case of commercial vehicles. And the fuel pricing structure allows for saving of up to 50% compared to gasoline, and up to 20% compared to diesel. The aspect of environment protection is also more and more important, because CNG has the lowest environmental impact in the sector of the internal combustion engines. It can boast low emissions of CO, and the total absence of sulphur, heavy hydrocarbons and particulate matter at the exhaust pipe. Furthermore natural gas is safe, because the CNG cylinders are designed to withstand a pressure which is twice as much as the service
pressure. The self-ignition temperature of natural gas is twice as much as that of gasoline and diesel oil. Natural gas is lighter than air, hence in case of leakage it quickly dissipates into atmosphere. The CNG vehicles can access underground parking areas, they can board ferries, and what is even more important, can circulate in the areas affected by traffic limitation provisions, thanks to the very low emissions. Caria also outlined that Iveco and the Fiat Group have occupied a leader position, opening the way to the development of this sector. To settle the positive trend of the NGV sector, we also need a normative framework which at last recognises to CNG the status as automotive fuel – and which ensures the stability and continuity over the time of the government incentives. Another success factor of CNG in Italy, which we believe we should safeguard, is the role for protection of safety that the Gestione Fondo Bombole Metano has been playing so far. The Gestione Fondo Bombole Metano is looking after the safety and the compulsory re-qualification test of the CNG cylinders certified in Italy, it checks the structural integrity of the cylinders, to ascertain their compliance to the safety norms, and it eliminates and replaces the cylinders not passing its tests.All this has no direct cost for the CNG vehicle owner, who has to pay only for the labour cost of cylinder replacement, at his preferred workshop.
Angelo Fanelli from ENI Refining & Marketing (3) has described the role of ENI Divisione Refining&Marketing in the context of energy sustainability. At the Agip service stations the customers can find very high quality products such as the special BludieselTech diesel oil, which adopted by as much as seven years in advance the European norms, by offering to the market already back in 2002 a sulphur free diesel oil. In the recent years both in Italy and abroad the Agip service station network was joined by many Multienergy refuelling stations, which use in an innovative way the combination of a number of energy sources. All these new refuelling stations include photovoltaic solar panels, which provide most of the required energy for the station operation. They sell, besides the traditional fuels, also the so-called “alternative fuels”, such as the special gasoline and diesel of the Blu line, LPG, CNG, and in some case (e.g. in Frankfurt, Mantova, Collesalvetti) also hydrogen. With the Multienergy project, ENI wants to demonstrate the feasibility and the sustainability
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of the construction of a complex and integrated service station which is oriented towards the low environmental impact mobility. In particular, LPG and CNG are fuels which raise a growing interest of the Italian customers. Eni is committed to an expansion programme of their distribution network. The Italian network is already widespread, and ENI foresees an essential stability of the number of selling points. Abroad, we are present in 9 European countries, with a total number of 1,500 sale points. We plan to intensify our presence, depending on the opportunities which will appear on the various markets. The two main levers that ENI has acted upon to obtain these results, are the Iperself and the Programma Fedeltà You&Agip (loyalty programme).Iperself, the new discounted self-service refuelling method (in operation when the refuelling station is out of normal service) gave rise to an extraordinary interest from the customers who care for price most. Iperself has confirmed the fact that for being able to offer the customers substantial discounts on the price of fuels, it is not necessary to open new refuelling stations in supermarkets. Iperself in fact ensures the Italian customers on a widespread basis the possibility to benefit of 6 Eurocents per litre discount (and in some periods during the year, even 10 Eurocents). The Programma Fedeltà You&Agip is what we can define as an epochal change in the promotion strategy of ENI, as it introduced the registration concept in the relations with customers, and a multi annual duration of the programme (to facilitate his loyalty). Nowadays, You&Agip is recognised by specialised press as the customer loyalty fostering leader programme in Italy, because of both the number of partners and the quality, variety and dynamism. It includes among its partners, operators who are leaders in every sector. BludieselTech is the “premium” diesel oil sold by ENI. The endurance road tests done with fleet cars on a total of over 500,000 kilometres, have shown fuel savings up to 2.5%, BludieselTech is the product which has been chosen
and recommended by Iveco for its diesel vehicles, both on the future communication campaigns and on the use and maintenance booklets. The Multicard represents another aspect of the activity resulting from the agreement between ENI and Iveco. It is the European Fuel Card that ENI dedicates to goods transport firms and company vehicle fleets. In Italy it is the market leader, and it can be utilised in all of the 4,400 selling points of the Agip network. Since October 2007, the Italian Multicard has also become financial credit cards. They are emitted and managed by SOFID (the financial company of the ENI Group) and they are under the control of Banca d’Italia. In Europe Multicard is emitted by the European associated firms of ENI and is part of the ROUTEX Consortium, an agreement among ENI, BP, OMV and Statoil, which offers the access to 18,000 service stations scattered in 36 European countries. Multicard eases the purchases of fuels, lubricants, and services, and it simplifies the administrative management of the costs, through detailed invoicing, fiscally valid for VAT recovery. Starting from sustainability, which implies a growing care for the most efficient and low environmental impact fuels, ENI and Iveco are starting a strategy partnership which leverages on the complementarity of the respective business and on the leadership in the respective activity fields, to “give energy to the Italian firms” and, in general, to the transport sector, with an advantageous offer of innovative products and services. The collaboration will hinge on four fields:• the acquisition of customers loyalty; • the offer of “ENI Service Suites” conceived for the
Iveco customers (the present ones and those in prospect) with an distinctive and advantageous offer of products and services; technical bodies;
• the combined presence on media, at the sales points and in occasion of fares and events.
In particular, in occasion of the launch of ECODAILY, the two companies have done the promotion of a distinctive offer of fuel cards and fidelity cards
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financial incentives up to 6,500 Euro, due to the scrap campaign now in operation;
• The load compartment volume is unaffected, thanks to the Iveco technology which adopts the solution of putting the CNG cylinders under the vehicle body, between the side frame members;
• The operational cost of the vehicle is at least 20% lower compared to a diesel vehicle with an equivalent performance both in terms of power and torque.
The optimistic perspectives created by the international achievement of the environment friendly commercial vehicles cannot anyway conceal the difficulties coming from the present situation of this market. In Europe, in the first eight months of 2009, the total number of certifications of commercial vehicles has gone down by an impressive 38% compared to the same period of last year. In this difficult context, the share of IVECO in Europe has kept around 14%. The data about the last three months show that since last June this share has even grown further. In Italy the market decrease has been similar to that of the rest of Europe: -38%. The total number of vehicles weighing more than 3.5 tons certified up to end of August is about 44,000 – versus the 71,000 of last year. But the total share of IVECO on the Italian market has grown by 1.8 points. Iveco has chosen to face with a leader approach this difficult situation at the European and world level. And in Italy it has chosen to join another leader, ENI – with the target of uniting the efforts and to offering more to the respective customers. The partnership is based on the technological supremacy which Iveco and ENI have got in business that are complementary each other, and is based on the comprehensiveness of the respective distribution networks (summing Iveco’s and ENI’s, there are more than 5,000 sales and assistance points in Italy). The first occasion to take profit of our partnership is the launch of the new ECODAILY. The customers who will choose an ECODAILY by the end of the year, Iveco and ENI will offer a bonus worth up to 1,000 Euro to buy fuel, and other exclusive advantages such as the automatic acquisition of the “Gold” status, which allows a faster accumulation of points and discounts and the right to get the “MultiCard”, which is normally destined to big fleets only, and which offers a discount on fuel, besides the typical deferred payment of a credit card. From these advantages is coming a further saving for the customer of the ECODAILY up to 300 Euro/year, in the case of an average commercial mileage.
(1) Marco Monticelli - IVECO Senior Vice President External Relations & Communications
(2) Francesco Caria, Director of ENI Commerciale Business Gas & Power
(3) Angelo Fanelli ENI Executive Vice President Refining & Marketing
(4) Franco Miniero IVECO Vice President Sales & Marketing
Alfredo Zaino
You&Agip, on the basis of which the customers of ECODAILY will be granted three advantages: • an important amount of bonus points You&Agip
which can be converted both on free fuel and on the prizes listed on the catalogue;
• the status of “Gold” customer, which allows taking benefit of a series of exclusive advantages (extra bonus points at every refuelling operation, road assistance, privileged access to Call Center, discounts and exclusive offers at more than 20 commercial partners of the programme, etc);
• the possibility to obtain a Multicard with advantageous conditions.
In support of the partnership and of the presentation of ECODAILY a joint communication plan will be launched. Franco Miniero from IVECO Sales & Marketing (4) has described the communication aspects of the launch of ECODAILY. The logo of the campaign is a green heart, which is the symbol of the link between the new version of this vehicle and the environment. They are the environment friendship and the economy. Iveco has developed low emission vehicles and technologies which also offer the customer some concrete advantages in terms of lower operational costs and improved performance. Nowadays IVECO is the one and only professional vehicle manufacturer offering all the options of the automotive technology: • high efficiency traditional fuels; • alternative fuels;• alternative traction systems.
IVECO, in fact is the one and only vehicle manufacturer in the world which offers environment friendly diesel and CNG engines, for any mission (commercial, industrial and transport of people) and for the full range (light, medium and heavy duty)In fact the new Eurocargo Natural Power is going to be commercialised. It was presented for the first time at the Motor Show of Hannover, and it has already got a substantial success, winning the tender of the delivery of garbage collectors in Barcellona (82 vehicles). It is equipped with a 200 hp FPT Tector engine, expressly optimised for CNG. The new LD ECODAILY, is equipped with a Natural Power CNG engine with a power of 136 hp or with two clean diesel engines delivering 140 and 170 hp. All the three engines are certified as EEV. Even before arriving at the dealer level, ECODAILY has become a best seller: in fact it has accumulated so far as much as 12,000 orders in West Europe. Iveco has been the first full-liner of commercial vehicles to heavily invest on the CNG products, developing engines with specific components, optimised for CNG. This is a supremacy which ensures the customer with performance, reliability and durability, and makes Iveco number one on this type of power train. But why did IVECO decide to invest exactly on CNG? • Because the CNG vehicles have free access to all
the traffic limitation areas, and are absolutely safe; • Thanks to their very low emissions they are granted
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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 preassembled 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 programme, 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 arrangements 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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NV QUaDRO NORmaTIVO NGV
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of the FBM in the protection and fostering of safety in the Italian NGV sector. They pointed out that the FBM is all but a useless body. They explained that CNG has absolutely nothing to do with LPG. They explained with lots of details that the two products have different chemical and physical characteristics, like sky and sea. They are different on the normative side; their markets are different, and also their operators and customers. The CNG tanks must be subjected to a periodic re-qualification test once every 4 or 5 years, depending on their certification. The LPG tanks last 10 years, during which they need no periodic test, and at the end of the 10 years period they are inexorably scrapped, and replaced with new ones. The activity of the Fondo Bombole Metano is causing no cost to the state finance, and opposite, it provides some earnings. All the costs of the operations for the CNG cylinder periodic re-qualification tests are paid with a small amount of money levied on the price at pump of CNG (and not LPG). At present the levied sum is 1 Eurocent per cubic metre of CNG delivered by the dispenser. They explained that the fund fed in this way is used to cover all the management and operation costs of the two big test laboratories in San Lazzaro di Savena (Bologna) and Jesi, where the tests are done. It serves to cover the actual costs, the personnel costs, the purchase costs of the new cylinders needed to replace the cylinders that are scrapped because of failing tests or because of service life’s end (40 years for the traditional cylinders, 20 years for the innovative ones, certified to the UN ECE regulation R110). They added that the fund also serves to grant an insurance coverage of the use of the CNG cylinders on the cars in circulation. Their general comment was that the amendment proposal would have diverted all this money to a body which is looking after LPG refuelling stations: which is simply preposterous, in the opinion of whom, opposite than the case of the proponents, knows well the sector of CNG and that of LPG. This and other concepts were harped via letters to the ministry, or official communications emitted by media like the Staffetta Petrolifera, in the attempt to avoid what seemed like an imminent misfortune. Many initiatives were taken to try to cancel this amendment, by the Committee itself, by ENI, Fiat Auto, Legambiente, Assogasmetano, Federmetano. A note has been circulated, and has been also sent to all the politicians of the Commissione Attività Produttive della Camera. But
On September 2008, right in the middle of the economic crisis, after a surge of bureaucratic rationalisation, some government officer decided to include the Fondo Bombole Metano among the “useless” bodies, and, what is even more ”sensible”, they suggested its consolidation with the Cassa Conguaglio GPL. When this news started to circulate, at first everybody took it as a joke; a nasty one. Then we realised it was not. The suppression of the committee of Fondo Bombole Metano was proposed in an amendment (amendment to art. 16-bis “measures for safety ad development of the energy sector”) to the document connected with the DDL Sviluppo (Chamber Act 1441-ter). With this proposal, the Fondo Bombole Metano was actually ranked among the “useless bodies”, just like for example the Ente Italiano della Montagna, the Istituto per l'Africa e l'Oriente, the Istituto Beata Lucia di Narni and the Istituto Agronomico per l'Oltremare.The amendment stipulated:• at point 2, the suppression of the FONDO BOMBOLE METANO, organism dedicated to the control and technical/economical management of the CNG cylinder periodic requalification service;
• at point 3, the hand over of its tasks to the CASSA CONGUAGLIO GPL (LPG fund management organism);
• at point 5, the acquisition by the Cassa Conguaglio Gpl of all of the human and financial, resources, al well as the appliances formerly belonging to the Fondo Bombole Metano.
Then, as it was not a joke, people started thinking it was just a matter of a corse mistake, and insufficient awareness of the NGV market on the side of the proponents of this measure. The attribution of the functions of FBM to the Cassa Conguaglio Gpl (with the aim of allowing the rationalisation and the efficiency of the public structures operating in the electricity and gas sector) appeared quite odd, or even worse than that, as the FBM is not dealing with energy matters, but technical, relevant to the management of the CNG cylinder national park, whereas the Cassa Conguaglio Gpl is dealing with commercial activities. So the associations of this sector, in hope for a prompt second thought, struggled to provide our politicians, authors of this amendment, with explanations and clearing up of the irreplaceable key role
the law 23 lUglio 2009, n. 99: sUppression of the
fonDo bombole metano
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example, over the last three years, thanks to the management of the Comitato FBM, the levied sum has been reduced twice. It is not easy to guess what will happen instead from now on. The NGV sector strongly hopes that the result of this operation is not a sudden operative paralysis of FBM (and not the pursued efficiency), with all the serious consequences this would bring along on the side of safety for the over 500,000 CNG vehicles in circulation, i.e. more than a million cylinders. And it is not so idle the hyphotesis of an additional economic burden on the fund, leading to an higher price at pump of CNG.
ConclusionAll the attempt done by the NGV sector operators to stop this amendment have been unfruitful. But the NGV sector has been successful in introducing an important criterion: the management in a regime of separate accounts in respect to the other activities of the Cassa Conguaglio GPL. With this, hopefully the fund constituted with the sum levied on the CNG price (1 €cent/m3) is destined exclusively to the fundamental services of CNG cylinder testing (as we have already noted, the LPG cylinders have no periodic test; they are scrapped after 10 years service), for the sake of the safety of this sector. Now the target of the sector is to establish a good relationship with the new operator to ensure the sector the best possible operative conditions. So far nobody could explain in a convincing way the reasons of such a decision. When the amendment was not yet approved, somebody expressed the propension to appeal the TAR del Lazio, (Administrative Regional Tribunal) against theis measure of the government. But eventually, nobody did. In this respect, a coincidence has been found out: the president of the TAR del Lazio Dott. Pasquale De Lise, is also the president of the Cassa Conguaglio Gpl. At first there was also another worry, arisen by this new decree. It did not tell anything about the way to ensure the continuity of the operative functions of the Fondo Bombole Metano on the technical and economic field. In respect, the competent authorities have been consulted by the NGV sector operators, as it was not possibile to keep to long being without having detailed operative modalities and functional and administrative instructions. The NGV sector is a ship which rudder bar must be held with continuity. And with wisdom. But we must admit that this problem has been solved rapidly. The Ministero Sviluppo Economico, Direzione Generale Energia e Risorse Minerarie, (general manager Gilberto Dialuce), answered the interpellation n 220/2009 of 14 July 2009 made by Gestione Fondo Bombole Metano, with the note n° 94041 of 12/8/2009 to give the required clarifications so to ensure the proper enforcement of the artiche
all this provided little outcome. Obviously it was not a matter of mistake, but a well considered intention. With stubborn determination, the amendment has been approved first by senate, then also by the chamber. It has gone to the end, straight like torpedo. So on July 2009 the Law 23 July 2009, n. 99 “Provisions for the development and the internationalisation of firms, and for development of energy sector”, has been definitely approved, and it came in force on 15 August 2009. This measure, connected to the finanziaria act, at the points 3, and 6 of article 27 (Measures for safety and development of the energy sector), definitely imposes the suppression of the FBM. So now we will face the odd situation where a gaseous fuel, CNG, will pay money into the fund of its direct competitor, the LPG, which has a market five times lager, without any acceptable reason for this. No doubt the two products are competitors on the market. They address the same customer share; both find the ideal application in connection with the sustainable mobility policies and strategy, but they are generally commercialised by different operators. And it is all but pointless to feel some perplexity about the total impartiality of an organism (the cassa conguaglio Gpl) in respect of CNG, and about the concrete possibility that after such a measure, all the necessary conditions for the protection and development of the NGV market be created and safeguarded. What has been done successfully instead, since 1950, by the Fondo Bombole Metano. This innovative measure, sounds a bit like if the strategic, technical and economy management of Fiat-Chrysler, in the period in which the vehicle sales are at the top, would be assigned to the Renault-Nissan group, or to Ford. But there are other important aspects which outlines the normative incongruity of this measure. The Comitato FBM has no juridical state, and ha san administrative autonomy for the management of the money levied on the CNG retail price. It has neither properties nor structures, and its operative arm is the company Servizi FBM Spa, which is a property of Eni. Furthermore it is totally economically autonomous, hence it imposes no cost to the State finance, but opposite it provides some income in terms of VAT and other taxes. In other words, it is not a useless body, opposite maybe than the case of the Cassa Conguaglio GPL, which this measure has seen to it to save despite this, as one can infer. The Comitato FBM keep a check on the technical activities on a competent way, so that the cylinder re-validation tests are done with a professional approach, to grant the appropriate safety level to the customers; and at the same time it operates in a diligent way, so that the operation economy allow to reduce the general costs for customers, in terms of the sum levied on the CNG price. For
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appropriate, the personnel of the company Servizi Fondo Bombole Metano. Let us hope for the best. Many operators of the CNG sector believe that all in all, this suppression and incorporation operation was not necessary. The clarification note of the ministry allows us to count on that it is not noxious either.
NoteText of points 3 and 6 of art. 27 of the legge 23 luglio 2009, n. 99 “Provisions for the development and the internationalisation of firms, and for development of energy sector”:3. With the aim of allowing the rationalisation and the efficiency of the public structures operating in the sectors of the electric power and natural gas, their management simplification by means of the functional incorporation with other existing totally public structures, the fondo bombole per metano, created by the Law 8 July 1950, n. 640, and the Agenzia nazionale delle scorte di riserva, created by the legislative decree 11 february 1998, n. 32, article 8, are suppressed since the enforcement date of the present law.6. the management, in regime of separate account of the fondo bombole per metano, created by the Law 8 July 1950, n. 640, and the functions of the Agenzia nazionale delle scorte di riserva, created by the legislative decree 11 february 1998, n. 32, article 8, are assigned to the cassa conguaglio GPL (gas di petrolio liquefatto), created by the measure of the Comitato interministeriale dei prezzi n. 44/1977 del 28 ottobre 1977.
27, points 3 and 6.The note clarifies that the purpose of the new norm is not to abolish the operative system created by the Law 640/50, which is still in force, but to simplify and unify the management of this system, incorporating it with that of the Cassa Conguaglio GPL, which will also absorb the administrative and book-keeping functions of the Agenzia nazionale delle scorte petrolifere (oil stock national agency). The Cassa Conguaglio will set a specific bank account which, after a communication to all involved operators, will collect the money levied on the CNG sold at the NGV refuelling stations.The note of the ministry clarifies some more points, among which:The Comitato Fondo Bombole Metano, which has not been suppressed by the new norm, can carry on with its functions, also for what concerns the amount of the levied sum.The management of all the CNG cylinder re-qualification test services looked after by the company Servizi Fondo Bombole Metano, and the other activities authorised by the Comitato Fondo Bombole Metano, can carry on, using the present bank account set by the Eni’s company, until the new bank account will be properly set by the Cassa Conguaglio GPL.The Cassa Conguaglio GPL and the Gestione Fondo Bombole Metano will jointly define the operative and calculating modality to transfer, within the end of 2009, the book-keeping and administrative management to the Cassa Conguaglio GPL, which can employ, if deemed
SUPPRESSION OF THE FONDO BOmBOlE mETaNONV
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is called “dead man button”, because it must be kept pressed during the whole refuelling operation, are soon removed. This would allow a kind of self-service, now just normal for all NGV drivers, such as that far more dangerous of diesel oil and gasoline.Maybe also because of the influence of Germany and Austria, in Bolzano they are going to officially open a refuelling station which has some extremely advanced characteristics, that put it at the top level in this sector in Europe.
The main characteristics of the service station in Bolzano are:• Full range of available fuels• self service mode for gasoline, diesel and CNG• integration with the service of assistance and
reception for car drivers• high energy efficiency of the system and full
application of renewable resources
THE ENERGY INTEGRATION TOWARDS THE FUTUREThe dispensers in Bolzano will offer the car drivers some fuels which is impossible to find anywhere else. Together with the traditional fuels such as diesel oil, gasoline, CNG and LPG, also hydrogen, hydrogen/CNG blends, bio-methane and electric power will be available. In particular biomethane will be that produced by the agricultural farms of the valley, by means of the use of biomass from wastes (liquid and solid) whereas the electric power will be produced by photovoltaic solar panels of the station.At present the availability of hydrogen and hydrogen/CNG blends represent just a potential option, as the vehicles which can use these two fuels are few and experimental. The availability of these fuels will nevertheless allow to easily develop this kind of vehicles, with the prospect to widen their diffusion.
THE CAR DRIVER AS MANAGER OF HIMSELFThe availability of the self-service refuelling mode is destined to provide two advantages:• increase of the service business hours• reduction of the station operational costsIn real terms this is not a novelty, at least concerning gasoline and diesel oil. The Italian car drivers, like those abroad, are already accustomed to directly manage the refuelling operation of their vehicles. With the exception of the case of CNG, as already seen.
The diversification of the offer of energy products to the transport system ideally met with the design and construction skills of Dresser Wayne, to end up building the new multi-energy refuelling station in Bolzano.
Italy is the country which made the history of NGV. Here, NGV had a prestigious role and a great development in the past, but to face a similarly successful trend in the future, it is necessary to go Northbound.Nowadays, a CNG fuelled car can leave Italy and reach the North Sea without burning one single drop of gasoline. In Switzerland, Austria and Germany at any time of the day or the night, when needed, the NGV driver can stop at the closest refuelling station which is also selling CNG, where he can refuel in self-service mode, then pay at the counter or via pre-paid cards, and run away. It’s so simple, clean, safe.In Italy, where not even decades of safe practice and experience built up without any problems in the rest of Europe, could dissipate the persistent doubts on safety of self service CNG refuelling stations, the authorities provided a solution based on a surreal normative, which imposes the presence of an attendant to self service stations!The customer can autonomously refuel, but only if nearby there is a station staff person. If it was just a matter of useless burden, one could simply smile at this. But this is a real problem, as in this case the CNG refuelling station can be in operation only during the shifts when the personnel is present, which is strongly limiting the operation period during the evening, the night and holydays. It is desirable and likely that this bizarre requirement, together with that of the device which with a horrible but unintentional irony
in bolzano the most aDvanCeD energy station for transport vehiCles has been openeD
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• 1 a t t e n d e d d i s p e n s e r w i t h 2 connectors for gasoline 95 RON; 2 connectors for E85; 2 connectors for diesel; 2 connectors fo r B iod iese l ; 2 connectors for H2/CNG blends
The dispensers are the most innovative parts of the system, because the CNG section is
integrated in the same dispenser which can also deliver gasoline and diesel oil. It is an original product, which simplifies and eases the refuelling operation.
This plant has been built in collaboration between the customer, Haimo Staffler (Gas und Wasser Anlagenbau), and the experts of Dresser Wayne, co-ordinated by Vittorio Piemonti (EMEA Dispenser Marketing Support), on the basis of an original idea: optimising the plant destined to the CNG refuelling and reducing the hindrance of the CNG section of the multi-fuel dispenser to get an aesthetic impact fully in line with the other sections.
SPECIALISATION AS A KEY TO BUILD THE FUTURE
Given the increase of the ava i lab le a l ternat ives for transport and their technolog ies , makes impossible to think a n y l o n g e r o f applying only one energy source for all applications.A new concept of people and good transportat ion is spreading since long. It is seen as a complex system in which each need finds a specific and efficient answer in terms of means and energy applied.The construction of such refuelling stations like the one in Bolzano, lead us directly to this future situation.
Who happened to travel in the other countries can hardly understand why station employees should be obliged to accomplish such trivial and repetitive operations as the CNG refuelling, when it would be possible to employ them in a more productive and dignified way in improving the quality of service offered to car drivers.
THE NEW MULTIDISPENSER IN BOLZANO: THE SYNERGY OF ENERGYNew station, new systems. The CNG section has been built by Dresser Wayne Italia and has got some absolutely novel characteristics. Compression is done by two stations having 2 compressors driven by 90 KW power motors, which can compress 1,500 mc/h of CNG, with two storages having a capacity of 300 mc each. For what is concerning hydrogen, the system is fed by a 300 mc capacity storage, but in future the system will be supplied by an A22-IIT plant. Biogas is stored at present into a 300 mc tank. Probably in future it will be supplied by a collecting network which will be built on purpose.
The refuelling stalls have got:Heavy duty vehicle area (made in Italy)• 2 dispensers with 2 connectors each for diesel
oil high flow rate refuelling: 130lt/min • 1 dispenser with 2 connectors for Urea AdBlue refuelling
Light duty vehicle area (made in Italy)• 2 self-service dispensers each with 2 connectors
for gasoline 95 RON; 2 connectors for gasoline 98 RON; 2 connectors for diesel; 2 connectors for dieseltec; 2 connectors for CNG
• 2 attended dispensers, each one with 2 connectors for benzina 95 RON; 2 connectors for gasoline 98 RON; 2 connectors for diesel; 2 connectors for dieseltec; 2 connectors for CNG
• 1 attended dispenser, with 2 connectors for gasoline 95 RON; 2 connectors for E85; 2 connectors for diesel; 2 connectors for Biodiesel; 2 connectors for Bio-methane
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locations. To cope with this situation, we endowed our compression and dispensing systems with a remote diagnostic system which allows quick and accurate interventions around the clock for 365 days per year, and above all things, they allow the prevention of malfunction, and the intervention planning. The European market operators blame us with keeping too high prices, which hardly withstand the competitor’s prices competition. We think that quality has a price, and too often our customers forget that the down time of products like dispensers, POS, card reader, CNG distribution systems, results into the incapability to offer the service for which they have been bought, eventually costs much more than the discount they could ask for in commercial negotiation. We cannot be equal to the other, because we are better.We are experiencing like all the others the effects of the global crisis which has lead to a substantial revaluation of Euro in comparison to other currencies connected to the Dollar, and this is strongly penalising our sales in Asia and Middle East.We are in the process of rationalising to the maximum extent possible our productive system to keep a more fluent and quick structure hence adequate to the expectations of our customers. We are settling down new production plants in India to reduce the production cost, and to take profit of the competitiveness of the local industries. We are confident in that with this strategy we can recover some competitiveness, both on the local market and on that of Asia and Middle East. Now we are settling again the re-engineering and the improvement of our products to make them even more competitive. The “Cost Blitz” has started in March with a series of meetings with our suppliers, during which we have joined our engineering resources with their experience and we have worked all together on how to “make it better, sooner, and in a more efficient way”. This is a self-fertilising process continuously active,
Metano & MotoriDresser Wayne is playing an important role in the system of mobility, ensuring the energy refuelling of the vehicles what has been the evolution of this role in the vision of Dresser Wayne, and what is it expected to be in the future?
Paolo PetracchiDresser Wayne is at present the world leader in terms of total sales, range of products and services and global coverage of the sector of refuelling equipment both for liquid and gaseous fuels, in the future this will be the case also for electrical power equipments. If we turn and look back at the history of our firm, we realise that the refuelling stations and their maintenance have been our one and only business for nearly 60 years. Then our firm started differentiating its production and started acquiring other firms in Europe, and subsequently started to commit itself to the development of cash systems which have enormously evolved up to the present Eurosinp and Nucleus. The last ones will be gradually phase out of production, and replaced with the better performing “Fusion” which includes all the functions of forecourt server, POS, remote unit management, probe, card reader, remote diagnostics, warehouse. Given its flexibility, it represents the best we can expect from a management system for service stations. After the acquisition of the division “Distribution” of General Electric in June 2004, Dresser Wayne has consolidated its position of leadership, widening its products portfolio with LPG and CNG appliances. In particular, the CNG products have undergone a constant evolution. We have converted into industrial production what was once an “artisan” production which even if using qualified packagers, did not allow getting an adequate quality, repeatability and reliability level. This target has been met by digitalising all components, by standardising the supplies, modularising the coolers and compressors to ensure the most elevated quality, reliability and availability rate of our products. Today the plants built by Dresser Wayne offer in excellent conditions the service for which they have been first designed, then bought and operated by our customers. In the whole history of first Nuovo Pignone and then General Electric poi, about 1,200 units of this product had been built.Gradually the percentage of machines destined to export has grown, with consequent need for ensuring an adequate level of assistance to distant
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INTERVIEW to PaOlO PETRaCCHI, VICE PRESIDENT COmPRESSED NaTURal GaS EQUIPmENT - DRESSER WayNE
Paolo Petracchi
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and it continuously brings about improvements and benefits. Still on the side of CNG, in order to discourage the reverse engineering and the pushing of non original equipment manufacturer spare parts, done by some supplier which has worked for us in the past for some time, and in order to ensure an ever better reliability and durability of our equipments, we launched the programme “Genuine” with which, depending on model and on the year of production, we have changed the dimensioning of the parts which are subject to more wear so to make the life of these “gypsies” longer.It is better to be suspicious on who is offering non OEM spare parts, because the ratio quality+reliability+durability/price we offer is unbeatable. Getting back to Fuel Retail products, our firm is strongly focusing on service, both direct and as facility management. We are in the process of buying a service company to cover the east European market.There is always something new at Dresser.
Metano & MotoriThe energy scenario of the road transport system is nowadays wider, with the development of alternative fuels, compared to the traditional scenario (CNG, LPG, hydrogen, H2/CNG blends, electric power). What problems arises this evolution for the sector of refuelling stations?
Paolo PetracchiWhen speaking about “development” I believe you mean LPG and CNG, as the electric option, which I consider as the most promising one, is still 5 years behind schedule for a real competitiveness, from the point of view of both infrastructures and recharging time. Let’s put it clear, to understand how the chemical energy contained in these two alternative fuels must be managed to convert it into mechanical energy (in our case, traction).The vehicles equipped with electric motor convert energy into motion, and motion into energy to re-charge the batteries during braking. In this category are enclosed both cars equipped with fuel cells and those equipped with batteries (nowadays the Lithium-ion batteries).
The vehicles equipped with internal combustion engine burn LPG, CNG, hydrogen or H2/CNG blends. These are the vehicles with which we deal more often. Then there are the hybrid vehicles, which combine the characteristics of both categories.Let’s talk about the first vehicle category.If comparing cars equipped with fuel cells to electric cars equipped with batteries, for the same amount of energy delivered to wheels, the fuel cell car is up to three times less efficient than the cars equipped with batteries. In fact, in the case of the batteries it is not necessary to convert the energy into hydrogen and subsequently the hydrogen into energy to drive the car. If succeeding to find enough funds to build plants (electrolytic or reforming type) which are adequate to generation and storage of hydrogen, the cars equipped with fuel cells would have longer running range and shorter refuelling time compared to the car equipped with batteries. In the case of the new generation high quality batteries, the running range of battery cars can grow up to 300-400 km (TESLA) and, if choosing the “swap” battery option, also the “substitution” time gets down to 5-8 minutes. The available torque is constant and it is at least twice that an ICE delivering the same power. The average service life of a battery can get to 160,000 Km or 5 years, with a slow and gradual performance degradation of about 30% within the first 50,000 km compared to original conditions. At the end of life, batteries must be disposed off, and this may represent a problem from the point of view of environment.The batteries which have recently proven capable of giving the best results from the point of view of the charge density, hysteresis and manufacturing, are the lithium-ion type. Chile, Australia, China and Argentina are the 4 countries with the larger reserves of lithium in the world but, if one looks at the mines property, he realises that somebody has laid down already his hands on them.The price of electric battery cars is still high, but a decrease of it is foreseen to levels comparable with that of a medium size passenger car of the same power, by as early as 2011-2012.It would be interesting to further analysing this issue, by examining the aspect of the infrastructure
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process. One of the biggest penalising factors for the traditional CNG refuelling stations, is the cost and timing of connection to the pipeline system, and the cost of the bank warranty required by the natural gas distribution company, before the pipe connection is done. Waiting times of 18-24 months are usual, and the connection prices are often of the same magnitude as the whole equipment cost... this is not indeed a stimulating policy.The needed investment to finance the construction of a CNG refuelling station is a window which is often closed before opening just due to the timing and cost required by connection to the pipeline system. How can you develop an adequate project financing when, from the moment you start spending money for the pipe connection request, to the time you can start delivering CNG to your customers, a time ranging from 18 to 24 months will elapse??? This is a question I put to SNAM Rete Gas because it seems to be one of the most limiting factors for the development of CNG development in our country. This difficulty seriously affects the initiatives of private small to medium scale entrepreneurs who want to build or enlarge a multi-fuel refuelling station with the inclusion of CNG.LNG and LCNG represent a valid alternative to avoid the dependence on the pipeline system, provided we succeed in organising an effective and reliable transport and distribution network. In a way, from this point of view, this option could be considered as similar to that of LPG. Also the cost of an equivalent plant is very similar.Compared to CNG, it is much more profitable (about 30% more than CNG) since it is not subject to the cost for compression at regular intervals along the pipeline system, and, if compared to the classic mother-daughter system, the cylinder truck transport costs are up to 6 times lower.LNG is distributed by consortia which are often constituted by sector operators who buy LNG in Tarragona, Anversa and other European LNG terminals. Then they transport the product with cryogenic tanker trucks similar to those used for liquid gases such as oxygen, nitrogen etc and distribute it to the refuelling stations belonging to the consortia, which in this way become absolutely independent from any pipeline connection problem.This system is winning bit by bit the resistance opposed by the lobby of the gas distribution companies, and in a matter of 3 years, very likely it will represent the most effective way to operate a CNG station. Let’s hope that somebody at SNAM resolves to speed up the pipeline connection process. I believe that hydrogen as an energy alternative for the transport system is a chimera. The mystery still keeps on the table, of what is the real ecologic advantage we can get, if hydrogen is not produced using renewable energy sources.Hydrogen becomes then a useless and faint-hearted
(Swapping, Battery sharing, Down time recharging, Standardisation, etc) which is necessary in the case of battery cars, and by considering how easily this would be implemented with the available technologies and at absolutely competitive costs compared to the other fuels. Let’s now talk about the cars with ICE: Mainly with a reciprocating engine, or hybrid with ICE and electric motors/generators and batteries. Both CNG and LPG offer good performance from the point of view of power, torque and emissions. The CNG vehicles are penalised anyway by the weight of the on-board gas storage. The recourse to composite tanks allows anyway reducing this handicap to a large extent. If we could convince car manufacturers to divert sufficient funds to the further improvement of their bi-fuel engines, we would have totally similar performance to the case of equivalent gasoline or diesel counterpart, if not even better. It seems that the threshold to take this decision for a car manufacturer producing 2-3 million vehicles per year is around 7-8% of yearly production. At present FIAT is not so far from this threshold, with its 6.5%. In Italy about 1.8% of the cars in circulation are NGV, and about 3.8% are LPG cars. From the point of view of the operation cost, that of a NGV is about 19-21% lower compared to that of an equivalent vehicle fuelled with LPG.If I buy a new gas vehicle in our country, I can take benefit of the available financial incentives. If I convert a vehicle to CNG I must take in consideration a cost of 2,500 € for a complete conversion kit, versus a cost of 1,500 € for a complete kit for LPG. For the same car model the running range varies from 500 km for an LPG car, to 300-350 Km for a CNG car... somebody might say that with the Fiat Multipla the running range can get up to 440 km... it is maybe so, but only if driving slowly. My wife maintains this is possible. From the point of view of the infrastructures, if you want to compare the investment necessary to build a refuelling station with a double hose dispenser, without considering the cost of pipe connection to the national pipeline system (I will cover this subject later), a CNG refuelling station (Cubogas 400 m3/h,
doub le d i spenser, m e t e r i n g u n i t , installation, ground area) costs on average 80-90 K Euro more than the equivalent LPG refuelling station. Natural gas is following different distribution lines and price policies than LPG, wh i ch anyway is bind to the traditional fuels as it is derived from the oil production and refinery
INTERVIEW TO PaOlO PETRaCCHINV
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complication, if mixed with CNG. The experts of this field want to take the hydrogen portion from 8% up to 30%, with all the resulting complications for production, supply and distribution of hydrogen, and for the car engines which will have to be tuned anyway, to cope with the higher hydrogen content. If we were not able to get bi-fuel, high performance engines (or at least with performance adequate and comparable to gasoline and diesel) for LPG and CNG, how can we think of getting to this with hydrogen? Another chimera??? Yes, for a perfect world.Eventually natural gas, under the form of CNG or LCNG or LNG, represent now, and will represent in future the most competitive alternative fuel with a low environmental impact... At least for the next 10 years. The constant progress of power production will lead us to an ever larger use of electricity to travel on the ground. This is a truly positive thing if we think of how many different ways we have to generate electric power without recourse to fossil fuels. The constant progress will render the renewable sources such as the geothermal, solar, wind and hydroelectric energy more and more competitive and sustainable compared to fossil fuels, but this will take some 5 to 10 years more.Notwithstanding the higher availability, the lower operational costs and the better ecologic compatibility of natural gas and electricity, I don’t believe these sources will be ever able to substitute completely the liquid traditional fuels, even if the electric vehicles represent the theoretically right answer among the alternatives which are today available and concrete. There will be a gradual transition towards electricity and the cleaner fuels.To avoid the social impact due to the conversion of the industry of car, oil and refinery, which will be gradually forced to start some other business, we must take for granted that this transition period will not last less than 20-25 years. During this period natural gas will represent anyway the one and only valid alternative … even in such a perfect world as our one.
Metano & MotoriDoes the capillary availability of natural gas, thanks to the city transport and distribution networks, open the way to private refuelling alternatives which are different than the traditional refuelling stations on the roads?
Paolo PetracchiI think you mean the domestic fuel maker. Well, to me (aircraft engineer; got degree in Pisa) they have taught that usually a smaller reciprocating machine or compressor which runs faster, wears out sooner, and has a lower efficiency. At present I have no notice of any particular technological and productive break-through which make the home compressors, meaning by this the appliances
capable of refuelling at most 1 or 2 vehicles simultaneously often in slow filling (during the night), enough reliable and efficient in a competitive way compared to the common large refuelling stations. These last are better monitored, and have a far superior rate of reliability, availability and economy. If you just do the assessment while taking into due account all the relevant aspects (spare parts, maintenance, electric consumption, the higher cost of natural gas supply for residential applications, investment and amortisation) you will realise what is all this about.
Metano & MotoriThe present norm on the self-service CNG refuelling stations is heavily limitative for an effective large scale application of this option. What is the position of Dresser Wayne on this respect?
Paolo PetracchiI was General Manager at Dresser Wayne Deutschland from late 2004 to 2006, and during my residence in Germany we have supplied CNG self service dispensers to Erdgas Mobile (then become E-on), to Linde-Flowserve and to other customers in that market. In that country, notwithstanding the strict norms enforced by DVGW or OVGW and TÜV, you don’t face all the problems affecting this market in Italy. It is true that the German dispensers must be built with a redundant monitoring system, solenoid valves and some particular gas line isolation shut off valves, and blow sensors etc. And it is true that they represent the most advanced systems for CNG refuelling now present on the market. But I don’t really believe that, if all the specifications are respected, and all the relevant safety norms are met, natural gas is more dangerous on this side of the Alps. In Italy, only thanks to the special statute of the Regione Trentino-Alto Adige, we succeeded in installing 6 multi-fuel CNG dispensers which can also operate in self service mode. The present normative which imposes the presence of a station operator, is not indeed favourable to the diffusion of natural gas as it requires one to two more people to be paid which weight upon the economic balance of a CNG service station, be it multi-fuel or dedicated. I wish we can develop a “pan-European” normative to which we may build CNG refuelling stations. It would ease the work of all sector operators, and it would eliminate all the incongruities and useless limitations now in place. It is weird that Italy, the country which has the longest tradition of the use of CNG, is not yet capable of developing all its potential; and this tells a lot about the maturity of the product and who produces it ......
Alfredo Zaino
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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.
G.F.B.M c/o S.F.B.M. S.p.A Piazzale E. Mattei, 1 00144 Roma Italy - Tel. +39 06 59822700 - +39 0659825877 - Fax +39 06 59822801
GFBM CYLINDERS 200.000 TIMES SAFE
GFBM provides the compulsory check and revision of cylinders used as Natural Gas reservoirs onboard vehicles.The technical and administrative activities to ensure this service are performed by S.F.B.M S.p.A ( subsidiary of Eni Gas & Power); the activities for testing the structural integrity of the cylinders in order to comply with the safety rules currently in force are carried out at the premises of Jesi and San Lazzaro di Savena. Only the cylinders satisfying all the tests and the inspections are kept into operation; the others are scrapped without pity even if the faults are very small.Every year S.F.B.M can guarantee checks and revision of 200.000 cylinders installed onto passenger cars and public transport means circulating in Italy, thus allowing all the drivers that have chosen Natural Gas to have a safe and happy drive, enjoying without problems the advantages of their choice.
collection of cylinders to be checked
weighing and visual inspection
ultrasonic check
high pressure check
revision and checks not passed: wreck
revision and checks passed: new operation cycle
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NV a GROUP OF TWENTy laRGE FIRmS, COmmITTED TO THE NGV SECTOR
SOLUZIONI MODULARI PER UN ESERCIZIO FLESSIBILE DI IMPIANTI IN EVOLUZIONE
La Idro Meccanica di Modena è guidata dai fratelli Gabriele e Giordano Gozzi e vanta una lunga tradizione di innovazione industriale nel campo della compressione del metano per il rifornimento degli autoveicoli. Circa 40 anni or sono, nasceva un innovativo sistema di compressione del metano che ha trovato sempre più applicazioni in Italia e nel mondo per le sue caratteristiche di semplicità, di efficienza e di affidabilità. Dal primo compressore Idrostatico brevettato del 1966, gli impianti di Idro Meccanica si sono diffusi in tutti i continenti determinando un crescente riconoscimento di eccellenza tecnica.
Le idee e la realtà
La modularità dei compressori di Idro Meccanica consente di accompagnare la crescita fisiologica dell’erogato di un nuovo impianto in rapporto alla crescita del parco veicoli a metano indotta dalla disponibilità del rifornimento. Gli investimenti e i costi di esercizio possono così essere rapportati all’effettiva domanda di rifornimento.
Anche le modalità di rifornimento dei veicoli si avvantaggia della modularità dei compressori Idrostatici in quanto in ogni momento il carico di lavoro si adegua senza problemi di discontinuità alla variabilità della richiesta. I vantaggi tecnici della compressione idrostatica del gas sono sostanzialmente di quattro tipi:• La bassa velocità dei pistoni di compressione del gas, sino a 50 volte inferiore a quella dei pistoni dei compressori
tradizionali, consente una minore usura delle guarnizioni, una maggiore durata delle apparecchiature e una minore necessità di manutenzione.
• Nella camera di compressione il pistone opera sia in fase di andata che in fase di ritorno (doppio effetto). Le due camere del cilindro separate dal pistone sono quindi sempre piene di gas. Eventuali trafilamenti per usura delle guarnizioni non possono provocare quindi l’alterazione della composizione del gas compresso.
• I compressori Idrostatici di Idro Meccanica non necessitano di lubrificazione e quindi è esclusa qualsiasi possibilità di inquinamento del gas compresso grazie a pistoni dedicati ed alla camera di separazione secondo normative API 618.
IDRO MECCANICA s.r.l. - Ingegneria e componenti (compressori, erogatori, ecc.) per impianti di rifornimentoVia S. Allende, 81 - 41100 Modena (MO) Italy - Tel. +39 059 251343 - Fax +39 059 [email protected] - www.idromeccanica.it
Self-contained refuelling station “PantoGas”
“TotemGas” unit including gas compression and metering in a single conjunct
“Single” type compressor designed for easy station expansion at a later stage
“Twin” compression unit where two units are mounted on the same baseframe to save space”
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Flessibilità degli schemi di rifornimento
La modularità già ricordata dei compressori Idrostatici di IdroMeccanica consente un estrema varietà di soluzioni impiantistiche in relazione alle necessità di erogazione e alle esigenze progettuali da soddisfare. • Oltre al tradizionale sistema di rifornimento con stoccaggio a due o più linee, Idro Meccanica può proporre infatti il
rifornimento in carica diretta senza passaggio per il pacco bombole, il che garantisce ridotti consumi non rendendo necessaria la compressione a pressioni superiori alla pressione di carica dei veicoli.
• In alternativa, Idro Meccanica propone la soluzione “booster” per l’efficiente utilizzo dell’eventuale stoccaggio (fino ad oltre un 90%)come concepito dal suo fondatore, p.i. Antonio Gozzi, tipicamente applicata nelle stazioni di travaso (stazioni figlie) ed oggi nelle più moderne stazioni di rifornimento ad alta portata per veicoli pubblici nel Nord Europa.
I gruppi cabinati
Seguendo l’evoluzione tecnica e normativa del stazione di rifornimento di metano, Idro Meccanica propone la sua soluzione originale (ETABOX), che sfrutta vantaggiosamente possibilità di separazione del gruppo motore dai cilindri di compressione. La struttura, in cemento armato viene fornita completa di tutte le apparecchiature di compressione, regolazione e misura del gas ed è composta di tre ambienti separati:• in testa ad ETABOX c’è il comparto destinato al ricevimento, alla misura ed alla filtrazione del gas • su uno dei due fianchi è ricavato un vano per il gruppo trasmissione di potenza destinato all’azionamento dei
compressori: questa sezione può essere schermata con strutture di chiusura fonoassorbenti in grado di ridurre pressoché totalmente la rumorosità delle macchine
• sul fianco opposto e ricavato un vano aperto come da normativa vigente, destinato a ospitare i compressori che, per la loro caratteristica costruttiva non originano rumori fastidiosi.
La prefabbricazione di ETABOX consente tempi estremamente brevi di installazione e livelli estremamente elevati di qualità di esecuzione dell’impianto e quindi di sicurezza e di affidabilità di esercizio.
IDRO MECCANICA s.r.l. -NG filling stations, compressors, dispensers, engineering Via S. Allende, 81 - 41100 Modena (MO) Italy - Tel. +39 059 251343 - Fax +39 059 [email protected] - www.idromeccanica.it
Example of Idro Meccanica CNG filling station of the Italian standard type
“EasyGas” package specifically designed for daughter stations
Italian-standard package “Etabox” featuring separation between gas compression and transmission to guarantee maximum sound-proof isolation
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NV a GROUP OF TWENTy laRGE FIRmS, COmmITTED TO THE NGV SECTOR
EnvironmentSince 1995 Iveco has been able to offer a range of natural gas vehicles and is today the leader in Europe in research and production of natural gas engines and vehicles, with thousands of vehicles at work in both private and public administrations. All CNG vehicles meet transport needs with absolute respect for the surrounding environment especially in urban missions. Gaseous emissions are dramatically reduced, complying with EEV limits (Environmental Enhanced Vehicle), even during continuous acceleration and deceleration phases. All CNG range have another important feature which contributes to improve the quality of life: the extreme abatement of external noise which is at very low level (about 75 dB for CNG vehicles).
TechnologyIveco Group has believed in CNG technology for a long time and today, in Italy, the vehicle parc of natural gas vehicles is a well-established reality. The technology applied to these engines exploits the experience maturated over years of study. All natural gas engines are distinguished by Multipoint fuel injection and spark ignition, stoichiometric combustion and a three way catalyst: the most advanced technology available today for natural gas. Power varies from 136 CV for the Daily to 330 CV for Citelis Irisbus . The natural gas engines produced by FPT (Fiat Powertrain Technologies), are homologated in conformity to EEV regulation (Environmentally Enhanced Vehicle) according to the ETC (European Transient Cylce) by engine dynamometer test, the same for Euro IV and Euro V engines. Iveco GroupIveco employs over 26,000 people and runs 27 production units in 16 Countries in the world using excellent technologies developed in 6 research centres. Besides Europe, the company operates in China, Russia, Australia, Argentina, Brazil, and South Africa. Iveco is the European Leader in commercial vehicle and bus natural gas technology. Its range comprises a wide range of urban bus and Daily, Stralis and, from 2009, Eurocargo commercial vehicles. Currently there are in circulation over 10.000 Iveco natural gas vehicles.Irisbus represents the combination of bus production and development activities within Iveco Group. It’s mainly present in public transport sector, school, line and tourism. Irisbus, company entirely Iveco controlled, has a wide range solution for the environment, a sector where is leader: EEV diesel, natural gas, electric and hybrid buses, new generation trolleybuses and tramcars. In Italy Irisbus offers specialization, organization and widespread distribution for the Customers through a dedicated network of specialized Dealerships, about a hundred of Authorised Workshops and a team of 1.000 specialists.
IVECO S.p.A. Via Puglia, 35 - 10156 Torino - tel:+39 0110072122 - fax: +39 0110074411IRISBUS Italia S.p.A. Lungo Stura Lazio, 49 - 10156 Torino - tel + 39 0110072111 - fax: +39 0110072504
IVECO IRISBUS
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Nowadays the number of hydrogen vehicles in circulation on the Italian roads is still limited, and this will be maybe the case for long in future. Somebody, with a sense of humour, said hydrogen is the perfect fuel of the future, and maybe it will be so forever. Probably this is not true, and sooner or later hydrogen will eventually become the preferred energy carrier. When we will discover the way to produce a lot of energy at reasonable cost, and with the minimum possible pollution. For example with the nuclear fusion process, on which the scientist and researchers have been focusing their efforts since many years now. By the way, the fusion process itself would very probably use hydrogen as a reaction substance. From one gram hydrogen, the fusion process would obtain million times more energy than the amount produced by the combustion process. Waiting for that time, we had batter anyway not relinquish, and timely set all what is necessary for the future economy of hydrogen.
Starting from the norms. It is maybe with this spirit that the Italian Ministry of Internal affairs has prepared and enforced three years ago the Italian norm on the hydrogen refuelling stations for road vehicles. It is the Decree 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 the Gazzetta Ufficiale of 13 September 2006. Our magazine has already mentioned this norm on the former issue.
The decree, obviously, is derived from a similar one; i.e. the decree 24 May 2002, which covers the refuelling stations of CNG for NGV. The new one has got a similar general structure. Also in this case the scope is to enforce fire protection requirements for the design, construction and operation, this time of hydrogen refuelling stations for vehicles. The hydrogen refuelling stations must be built and operated in such a way as to minimize any accidental cause of hydrogen release to the atmosphere, as well as any source of possible fire ignition or explosion. The installed appliances, in case of accident, must limit to the maximum possible extent injuries and
damages to buildings and/or rooms adjacent to the plant. And must allow rescue people to operate in the proper safety conditions. Hydrogen filling stations cannot be built in the urban areas in which the average building density in a radius of 200 metres from the perimeter of the various dangerous components of the station’s plant is higher than 3 cubic metres per square metre, and in the areas in which the urban planning contemplates reaching this rate in future.
They cannot be built either in the areas which are used, or are destined to be used as public garden, wherever they be. But this prohibition is not applicable if the plant has a pressure pulsation damping capacity smaller than 500 Nm3 of gas; in this case it is not allowed producing on site more than 50 Nm3/h of hydrogen, and using cylinder trucks, not even for an emergency supply. The prohibition to build the refuelling station in a garden’s area does not apply, with the same plant limitations, also in those cases when the city planning contemplates the construction of liquid fuels refuelling stations in the garden’s areas. In practical terms, the requirements are the same as for the CNG refuelling stations.
For the construction of the refuelling station, it is possible to use the products coming from one of the EU member states, or from Turkey, or from one of the signatory states of the European Free Trade Association (EFTA), and the signatory states of the SEE agreement, which are legally accepted on the basis of norms or codes of practice applied in said states, which ensure a fire protection level, equivalent to that reached after the requirements of the decree 13 September 2006. The kind of fuel covered by this decree is gaseous hydrogen with a minimum purity of 98%. Its production can be made wit petrochemical, thermal-chemical, electrolytic, biological processes, or other processes.
ComponentsThe main components of the plant are:• the plant for the on-site production of hydrogen,
if this is the case;• the cabin for pressure regulation and metering
of the natural gas to be used for the subsequent hydrogen production, if this is the case instead;
the italian norm for hyDrogen
refUelling stations
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• the hydrogen metering device, in the case of hydrogen supply from external pipeline (hydrogen pipeline);
• the hydrogen compressor room;• the storage room;• the automatic hydrogen dispensers;• the possible cylinder truck loading docks;• the electricity voltage conversion device cabin;• the rooms destined to the ancillary services
(manager office, shop, warehouse, toilets, car wash system, workshop, bar, manager house, etc.).
The various components of the plant can have two safety level characteristics:• 1st safety level, when both the walls and the
roof are explosion proof;• 2nd safety level, when only the walls are
explosion proof.It is allowed using prefabricated elements, provided the foundation is made on-site with concrete, and the wall panels are connected each other and they are connected with pillars or with foundation’s beams. If they are made of concrete, they must have a double steel reinforcement. The cover trusses must bind to pillars and not simply lay on them. The cover elements must bind each other. If made with concrete, there must be connecting frames.
The area where there are the plant components must be fenced, with the exception of the dispensers. The fence must be put at the distance prescribed by the decree, with a minimum height of 1.8 metres. It can be made with bricks, or prefabricated concrete panels or with metallic wire, supported by poles with concrete base.The on-site hydrogen production plant, when this is the adopted solution, must pass a specific risk analysis, done with the modality as per the annex I of ministry decree 4 May 1998. The production plant is a part of the hydrogen distribution system, in the case it is built within the refuelling station’s area. In the case instead where the hydrogen production plant is far from this area, it must be considered as a separate plant. And the hydrogen refuelling station must be considered as supplied by pipeline.
The pressure regulation and metering device’s room, can have one or two sides open, provided those sides are not facing any area where it is expected or allowed the presence of extraneous people and/or the presence of vulnerable parts of the plant. Any free flame gas heater for the pressure regulation devices must be separated from the device’s room by means of a structure having a
minimum fire resistance of REI 120 (i.e. 2 hours).
In a plant with 1st safety level, the natural gas pressure reduction and metering room must be built with reinforced concrete walls with a minimum thickness of 15 cm, or with another fire resistant material having an equivalent mechanical resistance. For the sides adjacent to other parts of the plant, the separating walls must have a minimum thickness of 20 cm, and must have no opening. The coverage must be built with a solid ceiling or beam elements in reinforced concrete or steel, capable to stop possible explosion splinter. In a plant with 2nd safety level, the external walls of the pressure regulation and metering device’s room must be made of min. 15 cm thick reinforced concrete, or another non combustible material, having an equivalent mechanical resistance. The room must have a light roof made with non combustible materials. In both cases there must be openings capable of allowing the natural ventilation of the room. These opening must have an anti intrusion structure. The total amount of opening surface, must be equal to at least 1/10 of the room’s ceiling surface.
The compressor room can have one or two sides open, provided those sides are not facing any area where it is expected or allowed the presence of extraneous people and/or the presence of vulnerable parts of the plant. In the compressor room the pressure pulsation damper cylinders must have a maximum capacity of 300 Nm3 of gas. Also the storage room can have one or two sides open, provided those sides are not facing any area where it is expected or allowed the presence of extraneous people and/or the presence of vulnerable parts of the plant. It must always be built with the 1st safety level, with 15 cm reinforced concrete walls, etc. the height of the walls must be 1 metre higher than the highest point of the storage system, unless the openings are shielded by a structure made in reinforced concrete, with a minimum thickness of 15 cm, or in steel, and it is positioned in such a way as to avoid any explosion splinter getting out. The sides adjacent to other parts of the plant, the separation walls must have a minimum thickness of 20 cm, and must have no opening, other than those required by the connecting pipes. If the room contains storage vessels which total capacity exceeds 2,000 Nm3 of gas, it must be divided into different rooms, each of them with maximum gas storage of 2,000 Nm3.The refuelling station can have loading/unloading docks for cylinder trucks, used for the supply of the refuelling station itself, or the emergency supply of plants that are normally supplied by
THE ITalIaN NORm FOR HyDROGEN REFUEllING STaTIONSNV
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pipeline, in the case of provisional interruption of normal supply of hydrogen. The docks openings must not face any area where it is expected or allowed the presence of extraneous people and/or the presence of vulnerable parts of the plant. The docks built with 1st safety level must have two anti-splinter walls made of 15 cm reinforced concrete.
The wall must be at least 1 meter higher than the highest point of the cylinders truck’s vessels. The box wall length must exceed by at least 1 metre the cylinders package at both ends. The anti-splinter walls must be oriented in such a way that the dispensers are completely “out of sight” from the cylinder trucks. The walls separating this part form other parts of the plant, must have a minimum thickness of 20 cm and must have no openings. The box with 2nd safety level can be roofless, or have a light roof made of incombustible material.
The gas system is composed of piping, shut-off valves, vent valves, safety valves, and devices belonging to the feeding, compression, pulsation damping, storage, gas distribution, and emergency system. The used materials must meet the requirements specified at point 4 of annex I of decree 25 February 2000, n. 93 «Attuazione della direttiva 97/23/CE in materia di attrezzature a pressione» (the Pressure equipment Directive, PED). The plant design pressures must be at least 10% higher than the maximum nominal service pressure, and in any case they must not be lower than the actuation pressure of the safety valves. The overpressure in the feeding line of the dispenser’s nozzle must not exceed by more than 1% the delivery pressure, and the pressure pulsations must not exceed 4%. When there is no pressure regulation, the gas meter can be installed in the open air, with a proper protection against the bad weather. The minimum distance between meter and the fence must be at least 3 metres.
All the plant from the gas delivery point to the compressor intake must be designed, built and tested according to D.L. 25 February 2000, n. 93 «Attuazione della direttiva 97/23/CE». The rigid pipes of the high pressure line must be placed in covered trench having at both ends ventilation grille having a minimum surface equal to the trench cross section surface; otherwise, they can be buried underground, at a depth of at least 0.5 metres, and protected according to instructions given by D.M. 24 November 1984, first part, section 2a, point 2.6.1. The joints which are not welded must be suitable
to inspection. The rigid pipes must be subject to hydrostatic test according to point 7.4 of annex I of D.M. 25 February 2000, n. 93. The piping connecting the dispensers must be fixed to the base of the dispensers; each pipe must have its own excess flow valve, preventing any escape of gas in case of accidental removal. The flexible pipes, which can be used only for connection to compressors and cylinder trucks, on the inner side must be resistant to hydrogen, and on the outer side must be resistant to abrasion and to ageing.
The pressure limiting devices and the safety devices must be designed according to the requirements of point 2 of annex I of D.L. 25 February 2000, n. 93. The pressure limitation devices must actuate before the pressure exceeds the maximum service pressure by more than 1%. The safety devices (safety valves) venting to atmosphere must be triggered at not more than 110% of the maximum service pressure.
Each compressor must have an automatic shut-off device triggered by the maximum service pressures. The maximum delivery pressure is 350 bar. In case of hydrogen compression above 350 bar, the gas line to dispensers must have a pressure limiting device triggered at 350 bar. Downstream of compressors, besides the main pressure regulator, there must be also a safety device (e.g. second pressure regulator in series, shut-off device, safety valve, etc.), which actuates before the maximum service pressure is exceeded. In plants where hydrogen is compressed at less than 350 bar, the gas line to dispensers must have an automatic compressor switch-off device triggered at 350 bar, besides that include in the compressor system. There must be a vent device to atmosphere, triggered at not more than 110% of the maximum service pressure, with a downstream piping which cross section has a surface at least 20 times larger than the design surface of the safety valve orifice.
The dispensers must carry the CE marking and must meet the essential safety requirements of directive 94/9/CE. The connection of dispenser to the gas line must be made by means of an excess flow valve. Upstream of the dispenser nozzle a check valve must be installed. The atmospheric vent system must be capable of withstand the mechanical stress caused by the flow of gas at service pressure. The upper end of the vent pipe to atmosphere must be at a minimum distance from the round of 2.5 metres, and it must be protected by a stainless steel fireproof device. The dispensers must be connected to a ground
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system. Each dispenser must have a cut-off valve at the inlet point. To prevent dispensing hydrogen at pressures higher than 220 bar, or 350 bar in the case of the plant designed for that pressure, each dispenser must have an automatic pressure control system interfering with the gas metering unit (i.e. the upper part of the dispenser where the dispensed gas amount and the sum due are displayed), or an equivalent effectiveness system, and which is as tamper proof as the dispenser.The shut-down and vent devices of the compressor inlet lines, and the shut-down devices of the lines connecting compressors and dispensers, must be placed outside of the compressor room, in a position which is protected and separated from the compressor, and at points easily accessible by the operator.The emergency buttons must:• isolate the compressor outlet points, with
remote control shut-down valves positioned downstream of any storage, or pulsation dampener having a capacity in excess of 50 Nm3;
• isolate the low pressure line from the compressor inlet;
• interrupt the electric system of the plant and its ancillaries, except the preferential lines connecting the safety devices.
In the hydrogen refuelling station, the electric system, ground system, and lightning protection system must be made to the Law n. 186 of 1st March 1968. The electricity supply to all devices, except the hydraulic fire-fighting system, must have the possibility to shut-off by devices installed both on the electric panel and on another safe place. All piping and metallic structures must be grounded. If necessary, a lightning protection system must be installed, preferably cage type.
Near each dangerous element of the plant, at least one fire-extinguisher must be put, with the adequate fire extinguishing capability, and a minimal nominal content of 6 kg. A net of hydrant must be installed, according to the norm UNI 10779 (level of risk 2). In the rooms containing gas storage systems having a capacity larger than 2,000 Nm3 of gas, an automatic sprinkler fire-extinguishing system must be installed, with a minimum water flow rate of 5 litres/minute per m2 of the surface to be protected, capable of working for at least 30 minutes. All plant components must be under the control of a hydrogen detecting system, and a smoke detection system, as well as a flame and spark detection system. The plants must be connected to the emergency system.
SAFETY DISTANCESThe following tables apply to plants working at a maximum hydrogen delivery pressure of 220
THE ITalIaN NORm FOR HyDROGEN REFUEllING STaTIONSNV
components with 1st safety level
For the compressor room the external safety distance, except that from crowded buildings, can be reduced by 50% if the openings of the room are not facing any building external to the refuelling station; or if between the openings of the compressor room and the external building there are shielding walls made in reinforced concrete, with minimum thickness of 15 cm and minimum height of 2.5 m, which ensure the protection against possible splinters or blast fragmentation.
component protection dist.
(m)
Internal safety dist.
(m)
External safety dist.
(m)Natural gas metering and pressure regulation room
2 - 10
compressor room 5 - 20(*)
Storage room 5 - 20
Cylinder truck box 5 - 20
components with 2nd safety level
component protection dist.
(m)
Internal safety dist.
(m)
External safety dist.
(m)Natural gas metering and pressure regulation room
2 10 10
compressor room 10 10 20
Cylinder truck box 10 10 20
dispensers
The external safety distance and the protection distance of dispensers can be reduced by 50% if between the dispensers and the external buildings, except the crowded ones, there are shielding structures made of reinforced concrete with a minimum thickness of 15 cm, and minimum height of 2.5 m, which ensure the protection against possible splinters or blast fragmentation.
component protection dist.
(m)
Internal safety dist.
(m)
External safety dist.
(m)
dispenser 10(*) 8 20(*)
other safety distances
component component
Manager’s office, warehouse, toilets, workshop, car wash
Same distances as above tables
Electric panel room 15 m
Manager’s house External safety distance
Bar and or shop:
Up to 50 m2 ceiling surfaceSame internal safety
distances as above tables
Up to 200 m2 ceiling surface of the part accessible to people (an additional ceiling surface of max 50 m2 is allowed for toilets and warehouse)
10 m from the natural gas metering and pressure
regulation room, and 15 m from the other dangerous components of the plant
More than the above ceiling surface 20 m
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bar. For plants with a delivery pressure higher than 220 bar, but lower than 350 bar, the safety distances must be increased by 50%.
The openings of the rooms containing the dangerous components of the plant, except the dispensers, must be shielded with anti-splinter walls when they are facing the rooms destined to ancillary services. In respect to crowded buildings, such as schools, hospitals, offices, churches, theatres, cinemas, sport grounds, hotels and similar tourist structures, supermarkets, commercial centres, barracks, and in respect to places which might be crowded, such as public transport stations, fairs areas, road markets and the like, the external safety distance must be doubled. The calculation of the external safety distance can include the width of roads, rivers, streams and canals. Between the dangerous components of the plant and the ground projection of the electric aerial lines with tension higher than 400 V ac and 600 V cc there must be a minimum safety distance of 30 metres. In any case, the area of the refuelling station cannot be crossed by aerial electric lines with the above tension.
OperationThe operation of hydrogen refuelling stations must meet the requirements of art. 5, point 1 and 2, of the decree 12 January 1998, n. 37, and decree 10 March 1998. Daily monitoring of plants is imposed (as defined by the annex VI of decree 10 March 1998). The person responsible for the activity is usually the owner of the administrative authorisation of plant operation. Some management obligations can be assigned to the plant operator, after a specific contract agreement. Operation is possible only under supervision by personnel who is well acquainted with the plant, with the potential dangers, and with the inconveniences which can come from the products present on the plant. The vehicles must be refuelled by the personnel of the refuelling station. As for refuelling, the same rules apply as for CNG, with the exception of self-service, which is not allowed for hydrogen. The same applies to general prescriptions for emergency, technical documents, safety system of signals, call for aid.
Hydrogen refuelling stations for company fleetsIn the case of refuelling stations for company fleets, producing less than 50 Nm3/h, of hydrogen, the components must be 1st safety level, with totally shielded openings. If the plant is inside the company premises which fence has the same characteristics as those described above, a specific
fence for the rooms containing the dangerous components of the plant is not required, but the area of the plant must be accessible only to the personnel in charge of the refuelling of the fleet vehicles, and the openings of the rooms must be protected by anti-intrusion metallic frames. The protection distances are the same as above, as well as the internal safety distances. The only exception is the internal safety distance between dispensers, which is reduced to 4 metres, as in the case of CNG. The external safety distances are also the same. They must be met also in respect to the elements of the company structure where there are the activities included in the list of the annex to the decree 16 February 1982 (dangerous activities). The dispensers must have a break-away joint fixed on the delivery hose. The high pressure lines must be divided in branches each one supplying not more than 20 vehicles at a time.
Mixed plants (multi-fuel)The hydrogen refuelling stations installed inside the public refuelling stations of the other fuels, must meet some specific safety distance requirements:• between the dangerous components of the
hydrogen plant and the gasoline and diesel oil tanks: 10 metres;
• between the dangerous components of the hydrogen plant and the LPG tanks: 20 metres; for the hydrogen dispensers this distance is reduced to 10 metres;
• between the dangerous components of the hydrogen plant and the dangerous components of the CNG plant: 15 metres; for the hydrogen dispensers this distance is reduced to 8 metres;
• between the dispensers the internal safety distance must be 8 metres.
Between the dangerous components of the hydrogen plant, with the exception of the dispensers, and the other dangerous components of the various plants of the multi-fuel refuelling station, there must be shielding structures made of reinforced concrete or pre-fabricated concrete elements or other incombustible material having an equivalent mechanical resistance. The 1st safety level external walls of the rooms containing the dangerous components can be considered as shielding structures. But in this case, they must have no openings which lower limit is at less than 2.5 m from the ground level. In the case of the plants adopting a delivery pressure higher than 220 bar, anyway not above 350 bar, these safety distances must be increased by 50%.
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In Roma, on Tuesday 9 June, at the conference room of Palazzo Marini of Montecitorio has been held the workshop "La filiera industriale del trasporto a metano oltre la crisi" (the NGV industrial sector beyond the crisis). It has been organised by the consortium NGV System Italia, the association representing 20 of the main firms operating in the field of CNG distribution, components, manufacturing and conversion of CNG vehicles. The economic and social role of the NGV industrial sector has been deeply discussed. It is a sector giving employment to as much as 8 thousand people, with more than 1.4 billion Euro sales, representing a resource for the country, especially in a strong crisis period such as the one we have just experienced. It was attended by the representatives from the main firms of this sector, which have production and commercial activities in Italy, and are at a leader position at world level, such as Fiat Group Automobiles, ENI, Fiat Powertrain Technologies, IVECO, Landi Renzo, Gas Natural Vendita Italia SpA. During the workshop the appreciation has been expressed of the government policies for the stimulation of the renewal of the circulating car fleet and the substitution of old gasoline and diesel cars with new CNG cars. Everybody has anyway outlined the need for a simplification of the administrative passage for the construction of new public refuelling stations, the need to foster the diffusion of CNG vehicles in the fleets of the public administration and the public transport companies, and the need to create a wider programme of development of the refuelling station network in the areas where today it is weak or even absent, particularly on motorways.CNG has now a new and concrete development potential. In June the Government has created an ad hoc working group with the regions, the firms and all the operators involved in the promotion of the use of CNG in the automotive sector. This was first promised, then done by the secretary of the Ministry of the Economic development, Stefano Saglia, who attended the workshop. Mr. Saglia said that the development of this sector, "is to be pursued because it created some advantages for consumers, for environment and for the industry, and it must be based on the speeding up of the passage for the authorisation of the construction of new CNG refuelling stations and for the allocation of incentives which are lasting in time ". In fact, this sector has an enormous potential both in terms of environmental benefit and economic development. Nomisma Energia has described a research done about the CNG distribution, and the necessity to
support its development on the short to middle term. It is a scenario analysis done with the aim to evaluating the economic and environmental impact of the doubling of the CNG refuelling stations number. The title is: ‘Economic and environmental impact of the doubling of the number of CNG refuelling stations’; i.e. the environment benefits, the effects deriving from the increase of the CNG vehicle fleet, and the economic benefits for the whole NGV sector and for the final user.According to the results of this study, in the next five years the NGV market could remarkably develop. If given the appropriate boost by means of adequate support policies, its added value can grow up to 4,000 million Euro, by 2015, from the present 1,500 millions. And the number of employees can increase up to about 25,000 people, i.e. nearly three times as much compared to the present 8,000 workers. It is necessary to optimise the support given by the institutions to a sector which is strongly growing. The NGV share of the total car sale in Italy has grown from 0.96% in 2005 to 3.66% in 2008. And it is still growing further today.Nomisma Energia has outlined the excellent "store of experience and technology skills of the Italian industry" which “creates the basis for a strong and profitable conquering of the foreign markets". A relative diffusion of CNG cars is ongoing already. If the proper support policies will be ensured by the institutions to a sector which is strongly growing, we will have an increase also of the tax revenue, from 400 million to 1.2 billion Euro.So the prospect is very good, but, taking into account the dynamics of the international market, if the Italian industry wants to get the maximum benefit, "it must be able to count on an internal market which, by 2020 has at least increased by three times its dimension", as was one of the workshop’s conclusions. Daniele Chiari, responsible for product of the Fiat Group, has attended the workshop, to confirm the commitment of Fiat to the development of this sector. "CNG is a real and concrete alternative to oil", he said, outlining how the Italian group, which is the main actor in this sector on the national market, trusts this kind of fuel for vehicles. "CNG – added Mr. Chiari – provides an answer to a growing need of the market. The culture of ecology is diffusing more and more, also among the young generations". In fact, in the period between 2009 and 2012 Fiat plans to widen the range of CNG models offered to the market. Maybe also the Fiat 500 CNG will be manufactured. According to the predictions of Mr. Chiari, in 2009 the registrations of
workshop at the Chamberthe ngv inDUstrial seCtor beyonD
the Crisis
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new CNG vehicles in Italy will increase up to 120-140 thousand, i.e. 20% more compared to 2008, and the share of the Fiat group will increase up to 90%. But we need a more articulated refuelling station network. "Nowadays - he concluded – we have in Italy an average of 700 CNG cars per each CNG refuelling station. It would be good to have 300 cars per refuelling station".Michele Ziosi, director of NGV System Italia, said that the workshop was organised to create an occasion of direct dialog between the consortium NGV System Italia and its associates and the public decision makers. It was a direct and transparent dialogue, which everybody could take part. We sought the concreteness, focusing the discussion on the study done by an independent research institute. With the same philosophy, the consortium is prepared to organise some other similar events together with the associations of this sector, in the next future. This sector necessitates the proper boost. This means that the incentive policies for the renewal of the circulating car fleet, substituting old cars with CNG ones, are still needed for the development of the market, even if we have to give credit to the government for what has been done already so far. The workshop was attended by representatives from the ministries of environment, economy, and internal affairs. All of them have shown a good awareness of the existing obstacles to the development of this sector, but also a clear vision on the actions to be undertaken.We need more continuity of incentives for the NGV purchase and for the CNG conversion, a simplification for the complex procedure of pipeline connection to the new CNG refuelling stations, and intervention lines focused on the motorways system. In his speech, the general manager of the ministry of economy, Gilberto Dialuce has announced that the ministry “is preparing the application decree of law 133/2008, which will regulate the matter of the penalties to be paid for exceeding the contractual daily gas flow rate, and also determine a simplification of procedure for the connection of the new refuelling stations to the national natural gas pipeline grid. Mr. Dialuce added that a convocation would be circulated shortly among all operators interested for a meeting to define this action. Mr. Dialuce has also outlined the fact that the present system has various unnecessary burdens, among which the “structural difference between plants connected to the main national pipeline grid (high pressure), and those which are instead connected to the urban pipeline network (low pressure); and the low pressure of the last entails larger distribution cost.
Agenda
• Economic and environmental impact of the doubling of the number of CNG refuelling stations. Introductory paper prepared by Nomisma Energia.
• The Italian NGV industry. Michele Ziosi – Director of NGV System Italia
• Round table – the engine, the vehicles and the distribution: state of the art, development plans and obstacles to the growth of the park in circulation and the distribution network.
participants:• Daniele Chiari - Senior VP Product Portfolio Planning
& Institutional Relations Fiat Group Automobiles • Franco Miniero - Senior VP Sales & Marketing
IVECO • Rinaldo Rinolfi - Senior VP Powertrain Research &
Technology Fiat Powertrain Technologies • Claudio Carnevale – CEO Landi Renzo Spa • Francesco Caria – Senior VP Mercato Italia, Dir.
Commerciale Business ENI Divisione Gas & Power • Carlos Escolies Miro – CEO Gas Natural Vendita
Italia S.p.A.
• Round table – the role of CNG in the national energy policy.
Moderated by Diego Gavagnin – Director Editoriale Quotidiano Energia.participants:• Paolo Mora – Regione Lombardia • Gilberto Dialuce – General manager – Ministry of
Economy • Corrado Clini – General manager - Ministry of
environment • Massimo Ricci – Market Manager - Authority for
electricity and gas market • Maurizio Stocchi – Manager Centrale Prevenzione
- Vigili del Fuoco • Andrea Lulli – Commissione Attività produttive
Camera dei Deputati • Francesco Casoli – Commissione Industria Senato
della Repubblica
Conclusions Stefano Saglia – Secretary of Ministry of EconomyChiusura del workshop Michele Ziosi - Director NGV System Italia
Some papers
CNG: a strategic choice for Fiat - Daniele Chiari senior vice president Product Portfolio Planning and Institutional Relations – Fiat Group Automobiles
Fiat trusts CNG. It is has been now a strategic choice for the sustainable mobility for more than 10 years. It is the one and only real alternative to oil which is available today; and is an answer to the need of the market. It can count on an excellent industry and well settled in Italy. The culture of ecology is more and more diffusing also among the young people. In urban centres more and more “closed”, the need is increasing for a free and sustainable mobility. Today more than ever, the market is asking for small, economic ad ecologic cars.
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gasoline (ref. Grande Punto, source: Federmetano and Ministry of Industry)
• Practicality: free access to ZTL (i.e. limited access areas for environmental reasons), to underground car parking and ferries; inner space practically unaffected
• Safety: second only to diesel (standard EPA)
(fig. 1)
Factors limiting the development of the CNG market:• Range of available models still limited to the
medium, low class segments • Perception of limited performance of the vehicle • Refuelling station network not sufficiently diffused
and scarce presence of refuelling stations on motorways
• Lack of a stable and long lasting normative and fiscal framework
• Lack of information about the potential and the advantages offered by CNG
(fig. 2)
It is important that we can count on a stable normative framework. The creation of a fiscal and normative framework for an adequately long period of time is fundamental to encourage the investments in this sector, and avoid disenchanting a market which is growing at present. We need the stability of the excise duty to keep the convenience of the pump prices. And we need the confirmation of the incentives offered for the purchase of CNG cars, to censure the competitiveness in comparison to the traditional fuels.The government incentives have had an immediate effect. On March 2009 we had an increase of the orders of CNG models by +300% in comparison with 2008. On average we had a reduction of the CO
2 emissions of -7g/km on the newly registered cars. Finally, it is important that the industry and the institutions keep promoting the image of CNG as ecologic, safe and young fuel.Iveco and CNG for a cleaner transport system – Franco Miniero senior vice president Iveco Sales & MarketingThe commercial CNG vehicles in Europe are supremacy of Iveco: 9,000 vehicles including all together LD, medium duty, HD and buses. The total mileage of the Iveco CNG fleet is 600,000,000 kilometres. One example we can show is Moscow: delivery to the municipal authority of 80 CNG vehicles in December and more orders for 250 units in 2009.(fig. 3)The CNG vehicles give some advantage also in terms of reduced noise emission. Noise is reduced from 100 – 95 dB at 100 – 10,000 Hz for the diesel engine, to 90 dB at 100 – 10,000 Hz for the equivalent CNG engine. (fig. 4, fig. 5)A fiscal and normative framework is necessary, which ensures:
The offer of CNG cars from Fiat is answering the needs of the nowaday’s market.• Ecology: CNG used as fuel is the cleaner alternative
to oil available today• Economy: the costs of fuel are lower by about
30% compared to diesel and by 50% compared to
Fig 1 Italian market of Fiat CNG models
Fig 2 the offer of CNG models from Fiat
Fig 3 the range of Iveco CNG vehicles
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• The elimination of the additional weight of CNG cylinders for the commercial LD vehicles up to 3.5 t (like in France).
• The harmonisation, in the urban areas, of the measures of limitation of traffic, in favour of the CNG vehicles.
• A plan of incentives which lasts for at least 10 years.
• Proportionality of the incentive to the value of the vehicle.
• Keeping on place of the present favourable excise policy.
• B driving licence applicable to vehicles weight up to 6 t. for CNG vehicles.
• Incentives for the substitution of public fleets vehicles with CNG vehicles (for the public administration vehicles, buses and garbage collectors).
The future of NGV – Rinaldo Rinolfi Senior VP – FPT Research & Technologies
The state of the art of NGV in Italy is the fruit of a long evolution. In this last decade, NGV have progressively developed, tanks to the decisive thrust given by the first Methane National Plan, thus it has become a technology which is not only environmentally friendly and sustainable, but also mature for the industrial sector. In the sector of the passenger cars and the light duty commercial vehicles the CNG-gasoline bi-fuel option has reached a penetration similar to that of the conventional fuel systems. In the sector of the heavy duty vehicles which are mainly used in urban areas (buses, garbage collectors) a whole range of CNG dedicated engines is available, derived from the equivalent Diesel versions. Starting from this solid basis, we can plan a further step forward, by leveraging on the parallel development of the new engine technologies (Multiair, turbo + downsizing) and on their intrinsic synergy with the characteristics of CNG.
The first applications of the multiair technology are at present on two gasoline engines:• FIRE 1,4 Turbo Multiair (target: reduction of
consumption and increase of the “fun to drive” feature)
• 0,9 litres displacement twin cylinders Turbo Multiair (target: maximisation of the downsizing concept in view of the reduction of the CO
2 emissions)
The further evolution of CNG technology over next decade.The CNG Multiair+turbo engines offer a potential reduction of the CO2 emissions up to 50% compared to conventional gasoline engines, with equal or even better performance. The increase of running range of the vehicles and the wished rapid growth of the refuelling station network, will allow the introduction on the market of city cars with extremely low
emissions running only on CNG (dedicated). The CNG dedicated city cars, thanks to the reduction of costs and weight due to suppression of the whole on-board gasoline system, will end up being very competitive in comparison with the other urban vehicle very low emission technologies (electric and hybrid vehicles). Among the various bio-fuels drive-
Fig 4 the Cursor CNG engine
Fig 5 the CNG market of Iveco in Italy
Fig 6 the range of CNG Fiat engines
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emissions tanks to the partially closed cycle of CO2 and the conversion of biomass that would otherwise emit methane directly into the atmosphere. The addition of 30% in volume of hydrogen, assures an additional reduction by 11% of CO2 compared to CNG with the same engine performance and without any substantial reduction of running range. The combustion process is more complete and efficient, and there is a further reduction of pollutants (THC, CO, NOx). This approach can be taken on the present CNG “design platforms” with adjustment interventions on the materials of the engine feeding system and the storage system, and by this way it acts as technological bridge to a wider diffusion of hydrogen in the automotive sector.The “NGV system” in Italy: an industrial reality under development - Francesco Caria Eni Divisione Gas & PowerThe national fleet of light duty and heavy duty vehicles is at present rapidly growing in Italy. (fig. 10)Also the network of refuelling stations is constantly growing. The experts are predicting that within a few years period the total number of CNG refuelling stations will increase up to 1,000 units, from the present 700. (fig. 11)
All the main oil companies entered the NGV market. The number of multi-fuel refuelling stations is augmenting in a constant way. All brands are active in this sector. The new filling points are coming to join the traditional single fuel CNG refuelling stations, which have been pioneering this sector for decades now. (fig. 12)
The explanations of a recent success:
The cars – wide range of models for the customer choice; new high performance engines.The cheap purchase price and operation costs - purchase: incentives 2,000 Euro + 1,500 Euro (CO
2 <120 g/km); operation: one fill costs 15 Euro (average size vehicle); running range about 300 km; money saving = ~50% compared to gasoline and ~20% compared to diesel oil. The lower environmental impact of CNG – high H/C ratio and antiknocking power; no aromatic hydrocarbons; reduction of the CO2 emissions. Absence of PM from the exhaust pipe.Other advantages – safe cylinders not subtracting any space in the bonnet; no limitation to circulation; no limitation to parking (underground, on ferry).
Factors enabling further developmentUnified and specific normative framework – to assign CNG full dignity as automotive fuel; to grant stability and continuity of incentives; to safeguard the present role of supervision for the sake of safety, played by G.F.B.M. (Gestione Fondo Bombole Metano = CNG cylinder fund management)Diffusion of the public CNG refuelling stations - Today: about 650 on the roads, 22 on motorways;
trains, bio-methane produced from biogas offers high production efficiencies and the advantage of a drive-train which is totally independent from the food sector. The progressive use of bio-methane brings along the reduction of CO2
Fig 7 the multiair technology
Fig 8 bio-methane's benefits
Fig 9 hydrogen/CNG blends
Fig 10 the national fleet of CNG cars in Italy
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further development of the network particularly on motorways.Quality of the vehicles – range extension to include the medium-high class segments; high performance engines.Communication – fostering full perception of the validity of the CNG option: brilliant cars, a high quality fuel, an economic and convenient “package”; an
intelligent choice, keeping an eye on environment. This is a consolidated reality, in which Italy is leader at the European level; an important side market for plants/components; an optimum solution for the sustainable mobility. Eni trusts CNG for NGV, and renovates its commitment to a further development; we will carry on along this pathway without any hesitation.
Fig 11 expectations about the refuelling station network size at 2013 Fig 1 the CNG refuelling stations, divided by brand, as of December 2008
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key factors for the development of the industry: the concern of governments and users for the air pollution, the impact of the climate change, the displacement of petrol to other secure sources of energy supply, and the necessity of cutting prices. Finally, he emphasized the importance of orienting communication and marketing actions of the CNG operators to the different governments and entities like the United Nations.In representation of the leading sponsor of the exhibition, Joseph Moragas Freixas, Managing Director of Retail Business of Grupo Gas Natural, commented that his company has been promoting and supporting NGV development not only in Spain, but also in Argentina, Colombia, Brazil and Italy. In fact, those countries have 45% of the global market share of natural gas for vehicles. Moragas Freixas also emphasized that this fuel is part of the national program from Madrid Clean Air, which promotes the city as a venue candidate for the Olympic Games of 2016. In this regard, he commented that “in Spain there are already 2,000 vehicles and 42 refuelling stations that supply the public fleets of heavy-duty vehicles, buses and trucks”. Likewise, he stressed that “in Madrid, Barcelona and Valencia there are CNG powered taxis, and soon over ten cities are going to have refuelling stations for taxis, commercial vehicles and cars”.Peter Boisen (former NGVA Europe Chairman) emphasized the growing offer of OEMs’ NGVs. “Almost all OEMs in Europe offer these units. Also, the investigation and the development of this segment is still ongoing”, he pointed out. A general meeting of NGVA Europe was held on Tuesday 16, in which the association discussed its work programme and added new authorities to its Board of Directors. This way, Trevor Fletcher, head of the British firm The Hardstaff Group, was elected as the new president, and Gerhard Holfmeier, from Erdgas Mobil Gmbh, become the new vice-president.
AgendaOpening Ceremony Welcome Speech: Peter Boisen NGVA Europe Chairman - Richard Kolodziej IANGV PresidentJosep Moragas Freixa Managing Director of Retail Business - Grupo Gas NaturalMadrid City Council’s policy on environment and transportation - Ana Botella Serrano, Head of Environment Area – Madrid City CouncilThe largest biogas purification plant of the world: Valdemingómez, Madrid - Johann Hudde Iberia Regional Agent – Flotech
NGNV Madrid 2009, the International Conference and Exhibition, under the theme “Towards a clean and sustainable mobility”, has been held from Wednesday 17th to Friday 19th June 2009, at Pavilion 1 of the Madrid Fair. The event gathered the activities of NGVA Europe and the third edition of the World Fair of NGV, Biogas and hydrogen vehicles. The event was supported by NGVA Europe, the association that assembles companies and organisms which deal with the application of natural gas to the transport sector. NGV Europe is the most important forum of the old continent, for the quality and depth of the topics it approaches as well as for the level of representation and experience it deploys. It was created recently, replacing the old European Natural Gas Vehicles Association (ENGVA). The concurrent exhibition gives continuity to the successful fairs of Bolzano (2005) and Turin (2008), showing the latest technologies and services for a clean, technically proved and affordable mobility. The first seminars and round table sessions of the Natural Gas Vehicles Association Europe (NGVA Europe) had place on Wednesday 17, as part of the agenda of GNV 2009 Madrid. The responsible of the exhibition’s opening, through the symbolic ribbon cutting, was Antonio de Guindos Jurado, General Coordinator of the Environment Area, Madrid City Council. He emphasized the interest and the ecological achievement of the Spanish capital: “We have been capable of reducing the pollution and placing Madrid 50% lower in vehicular polluting emissions of CO
2, compared with the Spanish average”. He added that there are already more than 1,900 vehicles propelled by alternative energies, such as electricity, hybrids, bioethanol and natural gas, only operating in the municipal fleet. He also emphasized that the CNG is one of the fuels that has the widest development in Madrid, in this context: “Due to municipal needs, the whole waste management’s fleet of the city – made of more than 400 trucks - is powered by natural gas. This action line conducted the Mayor of Madrid to assume the compromise to have the whole municipal fleet and the fleets of the companies that provide services for it driven by alternative fuels by 2011”, concluded Antonio de Guindos Jurado.In his turn, Richard Kolodziej, IANGV President, stated in his welcoming speech: “On 2003 there were 2.8 millions of vehicles running on CNG; in 2007 there were 7 millions, and today there are 10 millions of NVG in the world”. For its growth, he considered fundamental the contribution of the Asian countries over the last years.In his speech, Richard Kolodziej mentioned four
annUal ngva eUrope ConferenCe anD
exhibition: maDriD 2009
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European NGV markets in action Moderator: Hans Wach GasMobil AG General Director – NGVA Europe SecretaryGermany and its teachings: refueling stations and marketing development - Berhnard Jeken Managing Director - E. ON Gas Mobil GmbHItaly, the main continental market - Michele Ziosi Consorzio NGV System Italia General ManagerSweden, the country of biogas - Bernt Svensén Project Manager - Biogas Väst
Regional/Country reportsModerator: Manuel Lage Institutional Relations Director Iveco – NGVA Europe General ManagerAsia Pacific, the driving force of demand - Chitrapongse Kwanggsukstith Asia Pacific Natural Gas Vehicles Association PresidentNGV Peru, the Latin American revelation - Heiko Schmidt Peruvian Chamber for CNG President24th World Gas Conference IGU 2009 Preview - IGU Study Group 5.3 – Natural Gas for Vehicles - Global opportunities for natural gas as a transportation fuel for today and tomorrow - Davor Matic IGU SG 5.3 CoordinatorThe Supercomputer, key session - Natural gas for vehicles to improve air quality. Its application in Madrid and Barcelona - José Baldasano Barcelona Supercomputing Centre (BSC-CNS)
Natural gas transmission companies and NGVIberian market development and potential - Enrique García Poggio NGV Director - Grupo Gas NaturalItaly: growing in the face of the crisis – Flavio Mariani ENI Gas & Power – NGVA Europe technical coordinator
Light-duty vehicles: NGV and its advantages in the current automotive marketModerator: Michele Ziosi Fiat Delegation For Europe – Consorzio NGV System DirectorSpeakers from Opel, Mercedes Benz, Volkswagen, Renault, Fiat.
User’s experiencesBuses: Municipal Transport Company of Madrid, the largest natural gas buses fleet in the Continent - Juan Ángel Terrón Alonso EMT Engineering DirectorNatural gas urban vehicles. Experiences in the urban environmental field - D. Alfonso García – Environmental Technical Services Director, Fomento de Construcciones y Contratas
LNG use in heavy-duty and intercity transportationModerator: Martin Seifert IANGV Government and International Relations – Secretariat Swiss Gas and Water Industry Association SGWAIsmael Callejón Technical Manager – Ros Roca Indox CryoenergyTrevor Fletcher The Hardstaff Group General
Manager – NGVA Europe Vice ChairPhilippe Heisch Sales Engineer Filling/Refuelling Stations- CryostarVittorio Zurletti Products & Markets Strategy Manager - Vanzetti Engineering
Buses and trucks: Technological and commercial outlookModerator: Claudio Kohan Director NGV Communications GroupSpeakers from Irisbus-Iveco, Man, Volvo, Mercedes Benz
Some papersMichele ZiosiThe CNG refuelling station infrastructure in Italy is still inadequate, especially in some areas, as those in the South of the country. (fig. 1)Nevertheless, the NGV market is growing in a promising way. The Panda Panda has been the real kick off of the NGV market. (fig. 2, fig.3, fig.4)
Fig 1 the Italian CNG distribu-tion infrastructure
Fig 2 the NGV sales of Fiat in Italy
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Some changes are needed at the regulatory level to allow a successful further development of this sector, to get a wide sustainable mobility. For example, we need a good regulation on self-service refuelling mode, multi-fuel dispenser with CNG, and CNG home filling. Now the regulation for self-service and multi-fuel is available, after six years of intense lobbying. We are still working on the regulation for home filling, which is at present allowed only in some particular regions of Italy. (fig. 5)
The Italian company Nomisma Energia has presented recently a research conducted on the distribution of CNG and on the needs to support its development in the short-medium and long term. The scenario analysis done had the aim of analysing the economical and environmental impact which would derive from doubling the number of public CNG refuelling stations. One of the outcomes of this research is that in the next five years the CNG market could remarkably develop. The following pictures show the main results of the study.
(fig. 6, fig. 7, fig. 8, fig. 9, fig. 10)
The Italian NGV industry is well established and developed and must be backed by a set of regulations up-to-date. The essential condition for it to become a meaningful economic entity, beneficial for air quality and energy balance of the country is the “spring out” from its “niche” condition, to become a “two digits” phenomenon. All this requires new and stable fiscal and regulatory framework and is the target on which at present the Italian industry is engaged.
Peter SeidingerIGU members are associations and entities of the gas industries in 71 countries. IGU cooperates with many global energy organizations. (fig. 11)
Objectives reached – CNG as transport fuel Detai led study on fuels and technologies (past→today→future) Detailed country reports (23 questionnaires - In total 48 countries covered)- Overview of existing technologies used- Trend analysis- SWOC analysisDetailed desk-research (25 countries)Descriptive scenarios of worldwide future use of (CH4) in transport - CNG, LNG, bio-methane, hydrogen produced from natural gas- Road & off-road applications- Market, technology and fuelling infrastructure development, leg/reg, recommendations - Long term – short term(fig. 12, fig. 13, fig. 14)
The analysis has been done of past trends in NGV market development and factors that influenced
Fig 3 the CNG customers
Fig 4 influence of external factors on the NGV market
Fig 5 multienergy refuelling station in Bolzano
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such market behavior. The analyzed data over the past ten years were: number of natural gas vehicles, number of filling stations, volume of gas sold, factors influencing the trends.
The work plan for SG 5.3 (2006 – 2009) includes the support to achieve 50 million NGVs on the road in 2020. Other actions include:• Scenarios of regional NGV market development • Technical and commercial data base • Real life experiences• Breakthrough technologies • Conclusions and recommendations
An IGU NGV technical and commercial data base is available, developed through (direct) questionnaire survey. It can be the basis for feasibility calculation (payback period, IRR, costs savings etc.) for light and heavy duty vehicles and fleets projects (OEMs or converted; 100% natural gas or dual-fuel) and for filling stations owners/projects.
The working group is collecting real life experiences from large fleet operators using NGV. The field of interest includes: maintenance and life-cycle costs, repair intervals, fuelling time and flexibility, safety, additional technical and infrastructure requirements, feedback from drivers, users, mechanics and overall business efficiency compared to liquid fuels. This can be a support to our members in negotiations with liquid fuel vehicle fleet owners (everyday experiences of similar fleet operators which already switched to natural gas, not “sweet” stories from equipment manufacturers or natural gas providers; possibilities for direct contact, technical visits “to feel and smell”).
Juan Angel TerronThe EMT of Madrid has built up 15 years of experience in the utilisation of compressed natural gas.
Fig 6 hypothesis scenario of doubling the refuelling stations
Fig 7 impact on the NGV circulating park – cars and buses
Fig 8 impact on the NGV circulating park – transport of goods
iGu data base
LDVs and HDVs CNG refuelling stations
• Available OEM NGV models and prices
• Prices of equivalent petrol and diesel models
• Conversion costs (broken down into: equipment, cylinder and labor costs) – 100% natural gas, dual fuel …
• Extra annual costs related to NGV (cylinder inspection, gas system examination, additional tax etc.)
• Standards and codes (vehicle including inspection, conversion/maintenance shops, garages/parking)
• Subsidies and/or tax exemptions (vehicles, fuel)
• Standards and codes (regulation on filling stations, inspection)
• Subsidies and/or tax exemptions• Average CNG price structure (cost
of: gas, labor, energy/compression, depreciation, tax + profit margin)
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Some data about EMT:• employees: 7,749 (5,711 vehicle drivers)• buses: 2,060 (381 on CNG)• average age of vehicles: 5.6 years• transported passengers: 426 millions• Kilometres run: 103 millions • Nº of lines: 224 (186 in day time + 38 in night time)• Yearly consumption of diesel oil: 55 million litres• Commercial average speed: 13.7 km/h
The experience with the CNG bus fleet started with one bus in 1994, and ended up with a total of 381 CNG buses. This allowed to avoid the emission of more than 3,800 tons of polluting substances during the more than fifteen years of fleet operation, Fig 11 IGU structure
Fig 12 worldwide organization of the study group
Fig 9 impact on the workforce headcounts
Fig 10 impact on environment
Fig 13 example of the outcomes - gas characteristics
Fig 14 example of the outcomes – filling connectors
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which means a reduction by more than 83% of the emissions, compared to the case where an equivalent diesel fleet had been in operation instead. The progress of the diesel technology has permitted over the last 15 years a reduction of polluting emissions by more than 40% compared to the case of the utilisation of the 1994 diesel technology. The competitiveness of the use of CNG in the urban transport sector must be supported by a significant reduction of the fuel price, which allows amortizing the higher utilisation costs. CNG is, at least in the short term, the most competitive alternative to diesel in terms of costs and environmental protection.
(fig. 15, fig. 16, fig. 17)
The initial solution chosen for the CNG refuelling operation was based on 4 middle size compressor (800 – 1,000 m3/h), with a storage capacity of 3,000 litres at 220 bars, and a mass flow dispenser. Duplication of a refuelling module, sector by sector, in the parking area. The actual set of the CNG refuelling structure is made of 6 refuelling lines, each one delivering up to 3,000 Nm3/h; each bus is refuelled within less than 3 minutes. The average flow rate of compressor is 2,500 Nm3/h, which allows re-establishing the proper pressure level in the storage in 3.5 minutes. Use of two level pressure. Presently installed compressors: 4 x 800 = 3,200 Nm3/h, max delivered pressure = 220 bars. New compressors: 5 x 2,500 = 12,500 Nm3/h, max delivered pressure = 260 bars. Storage: 12,000 litres at 220 bars (medium pressure); 8,000 litres at 260 bars (high pressure).
CostsPurchase cost of the bus: +20-30% compared to the purchase cost of an equivalent diesel busGas compression and dispensing: +5% of fuel priceImmobilization costs: 15-5% increased spare busesMaintenance costs: +15-20% compared to the maintenance cost of an equivalent diesel bus.
Fig 15 evolution of the energy source for transport
Fig 16 composition of the NGV fleet
Fig 17 evolution of the CNG refuelling structure
operational data of the cnG fleet
1994 - 2002 2003-2007 2008
Total kilometres run by the fleet 15.875.000 37.198.000 17.785.000
Total passengers transported by the fleet 79.375.000 171.110.000 75.586.000
Specific consumption Nm3/km 0,83 0,77 0,76
Yearly mileage per bus (km/year) 40.000 44.000 50.670
Specific mileage compared to diesel version (km/m3 vs. km/litre)
77% 85% 95%
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community directives about the taxation of energy products, imposes a tax on natural gas used as fuel for vehicles of 0.4140 €/kWh (1,15 €/GJ). The fiscal scenario is very favourable to the development of CNG: the taxation on CNG is 6 times smaller than it is on the traditional fuels. This results in a final price to customer which is 28% lower than diesel price, and 50% lower than gasoline price.
AdministrationThe Spanish government included CNG among the better and more energy efficient transport fuels, and the local administrations need solutions to improve the quality of air in the large urban areas (e.g. Plan for improvement of air quality in Catalogna). In the E4 strategy (Money saving and efficiency), presented on 28/2/06 at the MITYC, some measures are included for the transport sector, addressing the fleet renewal, and refuelling stations:incentive for new CNG cars, up to 2,000 €; incentive for new CNG HD vehicles, up to 12,000 €; incentive for private refuelling stations, up to 30,000 €; incentive for public refuelling stations, up to 60,000 €.
Bernt SvensenBRG, Business Region Goteborg has inspired the many foreign visitors to Sweden to take advantage of Swedish expertise in developing biogas for vehicles in their own countries, said John Boesel, CEO of Calstart. The Biogas Väst co-operation project in West Sweden, has the aim to develop a new industry. It includes market development, i.e. biomethane production, distribution, CNG vehicles. Biogas has a wide range of biomass feedstock. It has the greatest
potential of all biofuels.
Biogas for vehicles offers interesting synergies with the natural gas industry. It is possible to produce biogas locally from waste, then to upgrade it to vehicle and natural gas quality, and inject it into the natural gas grid. This would be an economical system for biogas distribution. It would be possible to sell ”green gas” just the same way as ”green electricity” is sold in Sweden and other countries. And methane – natural gas or biogas –may be used for all purposes: vehicle fuel, electricity, heat, cool, feed-stock for petrochemical and oil industry and as energy source for different process industries. (fig. 18)
Enrique Garcia PoggioNewspaper say that the 50 larger cities in Spain (i.e. 89% of the cities with more than 100,000 inhabitants) often overcome the pollution emission threshold; a dramatic situation for environment. Traffic is the main culprit for this. We have to look for the best vehicles for the urban areas. A study recently done revealed that at least 31 million people in Spain are breathing an air which is dangerous for their health. The most important contribution to these emissions is coming from the road transport. Notwithstanding the decrease of the specific emission of single vehicles, the responsibility of road transport keeps important because of the increase of the national vehicle fleet in circulation. For this reason, there is a special interest in studying possible ways to improve the quality of air. There are non technological ways, such as reduction of the average speed, increase of public transport, increase of pedestrian areas etc. And there are technological ways, such as development of the engine combustion processes, fuel evolution etc. The main proposal from Gas Natural for the improvement of urban air quality is based on the progressive substitution of the most polluting vehicles for cleaner vehicles, by means of financial subsidies.
Security of supplyThe main gas producers such as Russia, Middle East and Trinidad e Tobago) started developing intensely the supply of LNG. The main sources of gas supply to Spain are gas pipelines and LNG regasification terminals. Since 1967, when natural gas started to be distributed in Spain, the country has not had any gas supply problem. The present mix is: 65% LNG – 35% natural gas.
SafetyAccording to evaluations done by the TÜV in Germany, “Driving on CNG is as safe as it is with gasoline or diesel. Fire danger is present, but reduced.”
EconomicsThe Law 11/02/05, which is adopting in Spain the
economic balance
€/100 km GNC Diesel oil %
Fuel+compression cost 27 39 -30,8%
Maintenance cost 39 34 14,7%
Cylinder periodic inspection 1 17,6%
Purchase cost 52 41 26,8 %
Total 119 114 4,4 %
biomass feedstock for bioGas production
cities agriculture forest
SludgeHousehold wasteIndustry org wasteLandfill
ManureRest-productsEnergy crops
Residues fromforest & industry
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The main benefits of biomethane for society are: reduced emissions of GHG; better air quality in the cities; it entails a sustainable waste treatment system; a more sustainable agriculture; less dependence of oil; a new industry creating new jobs.The Government support for biogas production includes no taxes on biogas, and lower taxes on CNG; free street parking in several cities; State subsidies for production plants, i.e.:• State subsidies for filling stations (before 2007)• Climate Investment Program from Swedish EPA• State funding for bio fuel fillings station (2008
-2009)• Reduced tax with 40 % for company cars (CNG
& hybrids) • Local Investment Program (Swedish EPA 1999-
2008)• Climate Investment Program (Swedish EPA 2003-
2012)And State subsidies for agriculture biogas production. It starts next year with 20 million € funding for five years.
Biogas production systems get a higher efficiency compared to other biofuels. It is the best fuel in the perspective of GHG-emissions. It is one of the most energy efficient fuels (well-to-wheel). There is a great biomass potential. Biomethane in fact could by 2030 replace 25-35% of fossil fuels used for road transports in Europe. (fig. 19)
Carlos De Luis DiazIn 2009 the VW Passat became 36 years old on the market. During this period 15 million units have been produced, with six model generations. The slogan of VW for environment is: “Reduce what you can, compensate what you cannot reduce”.
Reduce what you can• Short term (now): TDI CR last generation, TSI and
DSG 7 speeds. BlueMotion, Passat BlueTDI. Passat Ecofuel
• Middle term (in three years): Start-Stop System, hybrids, Synfuel VW (biocombustible)
• Long term (2015-20): fuel cells(fig. 20)
VW Passat 1.4 TSI EcoFuel, some dataEngine: 1.4 TSI 150cv Ecofuel Twincharger BifuelGear: DSG 7 speeds.Power: 150 HPFuel tanks: 31 L Gasoline, 21 kg. natural gas Consumption: 4.4 kg/100 km natural gas – 6.8 l/100 gasolineRunning range: ~470 km. on CNG - ~450 km. on gasoline CO
2Emissons: 119 g/km on CNG – 157 g/km on gasolineMax speed: 210 km/hAcceleration 0-100: 9.8s
Fig 18 scheme of biogas production
Fig 19 efficiency comparison between the production of biogas and ethanol
Fig 20 VW PASSAT 1.4 TSI EcoFuel
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So far, the low consumption clean vehicles running on CNG have been offering limited performance. Now the VW Passat is changing the concept of NGV, thanks to the engine TSI, delivering 150 HP. It is a direct injection turbo engine, which has been specifically designed to run on natural gas, and thanks to this, consumes only 4.4 kilograms of gas per 100 kilometres.Advantages: low emissions and consumption; less costs and taxes; OEM specifically built to run on natural gas; just the same OEM warranty as all other VW car models.Safety: complies with all requirements of the safety
norm of VW; just the same functionality as all other Passat versions.
An example of this initiative is the Wood on the sierra de Alcaraz, Albacete:• 1 tree, during 40 years life, compensates 300 kg
of CO2
• VW planted more than 70,000 trees since 2007• They compensates more than 21,000 tons of CO2
• So all our fleet is carbon neutral for 20,000 km• Starting from June 2009, each VW car sold in Spain
incorporates a “mass-produced” tree
Carlos NietoThe Mercedes-Benz van NGT – Natural Gas Technology is an ecological and economical alternative. The alternative energy technology is applicable to all the range of monovolume Mercedes-Benz vans. It is available over the whole sale dealer network. It reduces the emissions of pollutants. It complies with the EEV norms. It is economical compared to the traditional fuels. It can count on the support of the administration, via financial subsidisation.(fig. 21)
Fig 21 range of Mercedes-Benz CNG vehicles
Fig 22 trend of the NGV market in the Asia Pacific region
Fig 23 the largest CNG station in the world
lower taxation: new reGistration tax in force since 2008 in spain as a function of co2 emissions
14.75% for vehicles with emissions above 200 g/km
9.75% for vehicles with emissions between 160 and 199 g/km
1.8 TSI
4.75% for vehicles with emissions between 121 and 159 g/km
2.0 TDI
0% for vehicles with emissions lower or equal to 120 g/km
1.4 Ecofuel
compensate what you cannot reduce
Initiative action
BOSQUE BLUEMOTION VW is planning woods to compensate the emissions of CO2
PROGRAMA CO2 NEUTRALVW is offering his customers the possibility of purchasing trees to compensate their emissions
APOYO INSTITUCIONAL VW associates with important official institutions
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technical features of Sprinter• bifuel vehicles (gasoline – GNC)• same performance on both fuels gasoline - natural
gas • consumption (gasoline/CNG): 11.7 l / 8.7 kg/100
km• tanks volume and weight (natural gas)• mass-production: 124 l (33 kg at 200 bar) - 185 kg • optional: 3 tanks x 28 l (24 kg) - 125 kg • running range: natural gas: 330-470 km - total:
1,150 km• Pollutant emissions vs diesel: CO2 = -13%; NOx=
-95%; PM= -99%; noise= -50%
Economical advantages• Price of the vehicle similar to that of the equivalent
diesel version• Sprinter Van Medium 315 CDI 150 CV: 27,430 €• Sprinter Van Medium 316 NGT 156 CV: 29,270 €• Significant Money saving for fuel:• Retail price of CNG = 0.73 € /kg• Lower cost per kilometre by 20-25% vs. equivalent
diesel version • Subsidies from administration for vehicle purchase:• 2,000 € for LD vehicles• up to 12,000 € for HD vehicles (GVW ≥3,500 kg)
Chitrapongse KwanggsukstithThe Asia Pacific region comprises of countries in the United Nations Asian Regional Group and Australasia. Its vision is to make natural gas the transportation fuel of choice. The mission is: • Assisting members in their NGV business.• Reducing emissions and greenhouse gases.• Optimising the use of indigenous fuel.• Establishing a platform for harmonising standards. • Encourage development of NGV technology and
refuelling infrastructure.
In Asia Pacific there are at present 21 countries with NGV plans. The NGV market in the Asia Pacific region has grown rapidly in the last 5 years, at an average growth rate of 40 % per year. (fig. 22, fig. 23)
NotesFor consulting the complete conference’s agenda and papers, visit:www.gnv2009madrid.com
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ghergo inDUstry & engineering
compressor, designed for compression of CNG for NGV. Depending on the configuration, the “GREENGAS” compression can have from 1 to 4 stages.
Its structure allows a strong reduction of vibrations compared to the traditional products, which improves the reliability and reduces the acoustic emissions even at heavy load conditions (>1000 rpm). This module has been conceived for the purpose of combining the energy efficiency and simplicity of construction with low operational and maintenance costs. “GREENGAS” can be customised on the side of engine and transmission. Furthermore it can be driven by a gas engine with a hydraulic drive train, with the possibility to locate the engine aside, in a safe area. This solution allows GREENGAS to work in the “stand alone”, configuration, which is useful in places where the electrical energy supply is scarce or is not constant.
The high quality standard of the plants built and the strong innovative characteristics of the “GREENGAS” compressor put G.I.&E. on top market level, as it is possible to get:• separate lubrication with the function of
preheating and pre-lubrication, to get a better machine efficiency and reliability;
• jacket cylinders for an easy and economic maintenance;
• cylinder and gas cooling with liquid, for a better reliability and flexibility of the plant;
• direct transmission with elastic joint for a better eff ic iency and lower energy consumption;
• double effect cylinders to get high flow rates and small hindrance.
G.I.&E. is present on the international market with plants built in New Delhi in India.
La G.I. & E. S.p.A., Ghergo Industry & Engineering, is made of specialised divisions, complementary and synergic, which share the same vision of the firm. Dynamic and energetic approach, quick reaction and innovation represent the spirit of the firm, in which the strong family roots have been a knowledge and strength wealth, used to draw the future growth scenarios.
It was born in 1974 as a small firm which built electrical systems. Then G.I.&E. has bought in 2002 the factory of Nuovo Pignone in Porto Recanati and today it employs about 350 people and has 2 operative seats in Italy and a research laboratory in Sweden. The main factory has a covered surface of 400,000 m2 of which about 40,000 are for workshops and 4,000 for offices; the structure has been conceived to ensure the maximum functionality of the production and management processes, also taking into account the future development. The quality is beyond the requirements of the present certification norms.
The activity of the firm in the Oil & Gas sector has made G.I.& E. S.p.A. one of the leaders at the international level of the production of “hot” components for gas turbines, reciprocating natural gas compressors for pipeline and CNG for automotive applications, while granting the assistance and maintenance services. G.I.&E. is present on the field of CNG compressors with its offer which is ranging from the simple delivery of compression modules up to the turn key installation of the whole service station, with a flow rate from 120 to 1800 sm3/h.
G.I.&E. has recently developed the module “GREENGAS”, which is constituted by a two cylinder double effect reciprocating vertical
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sinCe 1958, innovationtravels with lovato gas
the OEMs; and it has been certified ISO/TS 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
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
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for 3 to 8 cylinders engines, including turbo 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.
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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Pressure regulator RMJ3
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n WORlD PRèmIERE OF CITaRO FUElCEll- HyBRID By mERCEDES-BENz• Noiseless, sustainable and zero emission• Designed in an innovative way, with proven components
• Lower consumption, lasting longer• Innovative combination of hybrid buses components and fuel cells
• Lithium ion batteries as electrical energy storage• Two high efficiency fuel cell stacks• Weight reduction by one ton
Zero emissions, maximum quietness during operation and respect for resources: with the new Citaro FuelCELL-Hybrid, Mercedez-Benz opens wide the door to the future of the propulsion systems for urban buses. It has been put on show as a world première on last summer in Wien on the occasion of the world congress of UITP, the international association of public transport. With Citaro FuelCELL-Hybrid future is here now already: shortly the first prototype will leave the room to a limited series production. Next year in Amburg a maxi experimentation will start on ten Citaro FuelCELLHybrid built on purpose after the customer demand. The target is to start some other experimentation campaigns with the customers at European level.
n CaV 2009: CONTEST alBERTI aND aVI - VOlVO TRUCKS A trip to Goteborg (Sweden) was the prize offered by Volvo Trucks to the three students of the Institute Leon Battista Alberti in Rimini, who won the CAV 2009 contest Alberti and Avi - Volvo Trucks.
The AVI Volvo Trucks local dealer has been in collaboration for the last 10 years with the Institute from Rimini. There, as a unique case in the public school context in Italy, a special line has been prepared, for the access, the study, the installation and dismantling of industrial vehicles. The line has been built free of charge by Volvo for the school.
The purpose of this cooperation is to train young technicians to operate on the super-technological sector of the after sale assistance of the largest
vehicles (the “street bisons”).
The con te s t was devised and launched by the Director of Sviluppo Rete Volvo T r u c k s , D o c t o r G i a m p a o l o D a l Lago, together with Vasco Moretti, who
is responsible for the after sale service of AVI. The contest was done at the end of a 60 hours monographic course about the industrial vehicle, held in cooperation between Alberti and AVI, Adriatica Veicoli Industriali, which is the local dealer of Volvo Trucks in Romagna and Marche.
The winners were Felini Giammarco, class IV; Celli Davide, class VC; Virgilio Denni class VC. They were accompanied by Professor Roberto Rossi, the head of AVI workshop, Alessandro Possenti, and doctor Laura Pagani from the Volvo Italia Headquarters in Zingonia, who kindly offered to act as turistic guide and interpreter.The students of the Alberti Institute were enraptured by the characteristics of their prize, and they have taken profit of a unique opportunity. This should be taken as an example to follow, especially in this period of economic crisis, by all the virtuous firms where the students go work after their school period in the Italian public schools. n IRISBUS IVECO TO THE EUROPEaN mOBIlITy WEEK IN PaRma On last September, during the press conference which started the last day of the “European Mobility Week “, some Citelis CNG 12 metres long have been shown to the people from Parma, attending the event. Citelis are the urban mobilty vehicles belonging to the Iveco Irisbus production line.
The “European Mobility Week” has been held in more than 2,000 European cities is among the most important events devoted to the sustainable mobility.
The six new Citelis have been presented by Tiziano Mauro, the president of TEP, which is the firm that manages the public transport of the city and the province of Parma. They have been delivered by Iveco Irisbus to the firm, and they are thus joining the large fleet of clean CNG vehicles of TEP; i.e. 91 vehicles, of which 71 are Iveco Irisbus.
The Citelis 12 m CNG, fuelled with compressed natural gas, have got 3 doors, air conditioning for passengers and driver, low floor to ease boarding, automatic load platform for handicap people, and a special place for handicap people; the maximum load is 87 passengers, with 24 seats.
They have got an automatic VOITH gear and an engine Iveco Cursor 8 CNG, 220 KW (270 CV), which polluting emissions are lower than EEV limits. These engines not only strongly reduce emissions, but they also render the vehicle highly productive, allowing for consumption saving.
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The group at the Hard Rock Cafè in Goteborg (from left: ing. Roberto Rossi, Felini Giammarco, Virgilio Denni, Celli Davide, the head of workshop Sandro Possenti)
Volvo Museum in Goteborg: engine and wooden body of one of the first vehicles built by Volvo in late twenties
n lOVaTO GaS aND FaC: THE ExCEllENCE IS a GUaRaNTEELovato Gas has always been paying much attention to the quality of the service offered to the customer. The service nowadays includes a new asset: the “Garanzia Convenzionale” (conventional warranty). Lovato Gas has in fact signed an agreement with the company FAC Italia Group for providing an innovative concept of after sale assistance for the on-board gas systems.
Thanks to this new type of guarantee the firm ensures his customers car repair in case of mechanical, electrical or electronic component breakdown, which can be originated by the on-board gas system, and timely road assistance. The components which are covered by the insurance are in particular: the engine head and its seals, valve seats, valves, valve rods, hydraulic tappets, intake manifold, engine stop throttle system; air flow meter, injectors, EGR pneumatic valve and relevant control electric valve, electric EGR valve, the EGR cooling heat exchanger, lambda probe and catalyst; electronic control unit controlling ignition and engine fuelling.
As it can be noticed, all the listed components are exposed to gas. For this reason, these parts cannot be covered by the OEM warranty. Lovato Gas provided a remedy to this lack of coverage, by proposing a very convenient service in particular for the dealers which install the gas system on new vehicles, since it offers a warranty also to the components that are not covered by the car manufacturer’s warranty.
What makes the Lovato Gas systems even more convenient is the easy procedure for activation of the warranty: it is sufficient to fill a form and to send it by fax. Once again, the high quality rate of Lovato Gas is not limited to the product: it is also in the after sale assistance offered to those who have chosen its systems.
n NEW CNG BUSES FOR amTaB IN BaRI This last summer two new bus models from Irisbus Iveco have been put on the market, destined to service on the urban lines of AMTAB, the local transit utility of Bari. The managing director of Irisbus Italia has described the features of the new vehicles to the city mayor, to the regional councillor for transport, and to the top management of AMTAB, during the inaugural trip on board of the two buses.
The vehicles are the “Urby” minibus, customised with the colours of AMTAB, red and white, built on the chassis of Iveco 65 CNG, low floor on the rear side; the body has been built by the firm Cacciamali; their length is 6.8 metres, the engine
is the Iveco F1C CNG EEV; they are equipped with a fully automatic obliterating device, and with the most innovative multimedia systems for video surveillance and remote monitoring, with a direct link to the operative centre for reception and diffusion of messages in real time.
The minibuses have 9 seats and room for 24 people standing, two folding seats and one special place for wheelchair, with an electric boarding platform. In autumn nine more Europolis CNG buses 9.4 metres long have joined the AMTAB fleet, thus completing the substantial substitution process of the fleet of vehicles, which average age is now 7 years, hence in line with the European average. n BRC NEWSBRC Gas Equipment, Italian leader in the world of automotive CNG and LPG conversion systems and components, recently strengthened its own presence in the field of CNG compressors through the acquisition of the Canadian Fuel Maker, a company manufacturing a complete range of domestic CNG compressors having different dimensions and flows, allowing the filling of private vehicles directly in the home garage. All assets and technology was moved from Canada to BRC Italy in a dedicated new plant suitably built for the new activity. Rebranded as BRC FuelMaker, the product line continues to be represented
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by Phill and FMQ 2.5. Phill is the first machine planned and manufactured for refuelling CNG vehicles directly from the home methane pipeline. Phill is CE marked and IMQ certificated according to 98/37/CE Machine Directive. FMQ 2.5, sold all over the world for more than 15 years, is the perfect answer for small to medium private and public fleets of vehicles needing a contemporaneous refuelling.
n HONDa INSIGHT DElIVERED TO THE mUNICIPal aND PROVINCE aDmINISTRaTION OF PERUGIaThe first Honda Insight model, suitable for all pockets, keep gaining success in Italy. On last September Honda Automobili Italia has delivered under free loan contract two Insight models to the Perugia municipal and province administration.
The Insight is equipped with the Honda IMA (Integrated Motor Assist), which combines the gasoline engine with an electric motor which is able to improve the performance. The electric motor is delivering the additional power when
more performance is required, and acts as electricity generator during deceleration and brake, also capable of functioning in electric mode alone at low and intermediate load. In fact the VCM technology (Variable Cylinder Management) is also used to block the function of the valves in all four engine cylinders, in such cases as for example when running at constant and low speed.
In this mode Insight automatically shifts to the electric alone mode, thus reducing the intake pumping effect losses of all cylinders, up to a range of nearly 2 km.
The IMA parallel hybrid system offers the great advantage of being smaller and lighter than the other systems which have been developed by the automotive sector. Its production process is cheaper, which provides an enormous advantage for customers, not only due to the purchase price but also due to the daily operational thriftyness.
n THE SOlaR ENERGy RaCING CaR HaS SUCCESSFUlly CHallENGED THE DESERT aCROSS aUSTRalIaIn October SolarWorld No.1 has run three thousand kilometres at a speed of 120km/h, powered solely by the energy coming from sun radiation, to cross the Australian continent from side to side.No fossil fuel consumption whatsoever, no noise, only pure speed; and only solar energy have driven SolarWorld No.1 on the route across the Australian continent, from Darwin to Adelaide: three thousand kilometres in seven days.
In facing this thrilling adventure, SolarWorld No.1 found itself in competition with the other vehicles which were present at the Global Green Challenge, a true unofficial world championship of solar energy vehicles, which celebrated its tenth edition this year.
SolarWorld No.1 is a car prototype five metres long. Its surface is covered with six square metres of solar cells which are capable of generating sufficient power to drive the car at the maximum speed of 120km/h, and to keep a cruise speed of 85km/h over the whole day.
Receiving the energy supply directly from sun with no recourse to any fossil energy, SolarWorld No.1 opens the way to a future in which the mobility is really a friend of environment: “Our Solar Racer is the symbol of the various available options for using solar energy” – said Frank H. Asbeck, President of SolarWorld AG, the company which has supported the Bochum University in this project – “I am convinced that the future of mobility is represented by electric vehicles which can be recharged at one’s own home without any emission of carbon dioxide, through the use of the energy coming from the sun”.
n SCHmaCK BIOGaS GOT THE EUBIa INDUSTRy aWaRD 2009Schmack Biogas has been awarded the prestigious international prize EUBIA Industry Award 2009 in occasion of the 17th edition of the European Biomass Conference & Exhibition. The motivation: “for its extraordinary contribution to the development of the sector of energy production from biomass”.
“This year”, explains a note from EUBIA, “Schmack Biogas has been chosen because of its pioneering activity in the development of biogas in Germany and in Europe and in particular for its commitment to the modern biogas production on an industrial scale”. A special emphasis has been placed in fact on bio-methane production plants, three in operation and four under construction.
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In UK the construction has started in July of a 2 MW biogas plant. That plant, which will be fed with corn and other vegetables, has been ordered by Severn Trent Water, a public utility company, which is one of the ten private firms supplying drinking water in UK.A similar process has been started in France on late September. There, Schmack is building for Géotexia Mené S.A., a 1.6 electric MW plant, which will be mainly fed with agricultural waste.So France and Great Britain, will join Germany, Italy, Austria, Nederland, Luxemburg, Poland, Japan and US. There will thus be ten countries with biomethane plants in operation made by Schmack.
For more information:Schmack Biogas SrlVia Galilei 2/E - 39100 BolzanoTel: 0471/1955000e-mail: [email protected]
The first of them has been built in Pliening, Bavaria, and it has been the very first to be built in Germany.
Also in Italy Schmack Biogas is very active: the two plants which were already in operation have been joined in the last period by seven more plants which are now in start up process, and three more plants are under construction. So there will soon be in operation as much as twelve plants, summing up a total power close to 11,7 MW.
