Feasibility study for new pilot biogas fuelling station in Polish city of

Transcription

Feasibility study for new pilot biogas fuelling
station in Polish city of Rzeszow
Final Report
This publication has been produced with the assistance of
the European Union (http://europa.eu). The content of this
publication is the sole responsibility of Baltic Biogas Bus and
can in no way be taken to reflect the views of the European
Union."
1
The Baltic Biogas Bus project will prepare for and increase the use of the eco-fuel
Biogas in public transport in order to reduce environmental impact from traffic and
make the Baltic region a better place to live, work and invest in.
The Baltic Biogas Bus project is supported by the EU, is part of the Baltic Sea
Region programme and includes cities, counties and companies within the Baltic
region.
Authors:
Tomasz Chruścicki M.S.c., NGV AUTOGAS Sp. z o.o.
Marek Filip M.S.c., MPK Rzeszów
Michał Florek M.S.c., NGV AUTOGAS Sp. z o.o.
Anna Grzybek Prof., Institute of Technology and Life Science
Janusz Jakóbiec Prof., University of Science and Technology
Agnieszka Rudkowska M.S.c., NGV AUTOGAS Sp. z o.o.
Marek Rudkowski Ph.D. M.S.c., NGV AUTOGAS Sp. z o.o.
Dariusz Sitek M.A., Andrzej Frycz Modrzewski Krakow University
Marek Szpunar, M.Sc., Investment Support Office „MarkGaz‖ Marek
Szpunar
in cooperation with:
Wojciech Gis Ph.D., Motor Transport Institute (Project Manager from
the Polish side)
Andrzej Żółtowski Ph.D., Motor Transport Institute
Project Manager:
Lennart Hallgren, Stockholm Public Transport
Date:
09.09.2012
Reviewed by:
M. Kytö, VTT Technical Research Centre of Finland
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List of Contents
Feasibility study for new pilot biogas fuelling station in Rzeszow
I. Determination of demand for biogas deliveries to power buses of MPK Rzeszow............. 21
1. Description of the public bus transport system.................................................................... 21
1.1. General characteristics of the city………………..............................................................21
1.1.1. Existing and planned conditon of the transport infrastructure………............................22
1.1.2. Air pollution....................................................................................................................22
1.1.3. Noise danger...................................................................................................................23
1.2. Organization of public passenger transport.......................................................................23
1.2.1. Local public transport.....................................................................................................23
1.2.2. Regional bus transport....................................................................................................23
1.2.3. Private transport..............................................................................................................25
1.3. Transport policy of the city................................................................................................25
1.4.1. Problem identification.....................................................................................................28
1.5. Characteristics of the public transport services market - sources and targets of
the traffic………………………………………………………………………………...28
1.5.1. Mobility of the residents of Rzeszow.............................................................................28
1.5.2. Forecast of demand in public transport...........................................................................29
2. MPK’s experiences in using CNG to power bus engines………………………………….31
2.1. Number of buses in operation as fuelled with gas, annual mileage.................................31
2.2. Unit costs of operated buses fuelled with gas fuel by type as compared to the costs
of buses fuelled with diesel oil………………………………………………………….32
2.3. Assessment of advantages and disadvantages of using natural gas in the bus traction….35
2.4. Calculation of summary emissions of pollutants in bus engines fuelled with gas
and with diesel oil, as operated in MPK Rzeszow……………………………………….36
2.5. Sources of financing for purchase of CNG buses………………………………………..39
3. Comparison in real conditions of road traffic of CO, CO2, TH, and NOx emissions
from exhaust systems of buses powered with diesel oil and CNG……………………….40
4. Development of municipal public bus transport in the aspect of use of renewable
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energy sources......................................................................................................................41
4.1. Envisaged development of municipal bus transport in the perspective of 10-20 years….41
4.2. Ecological aspect of using methane fuel in municipal buses...........................................41
4.3. Assessment of reduction of CO2 emissions as a result of application of gas fuel..............43
4.4. Assessment of demand scale (daily, annual) by MPK for biomethane.............................46
4.5. The envisaged number and mileage of operated buses fuelled with gas fuel
(at present and in the perspective of 10-20 years)..............................................................46
5. Development strategy for urban transport in Rzeszow, considering the share of buses
fuelled with biomethane........................................................................................................47
5.1. Arguments for increased share of fuelling with biomethane.............................................47
5.2. Simulation of the emissions and demand for gas depending on the adopted model
of bus transport development.............................................................................................48
5.3. Optimum number of buses fuelled with CNG (including biomethane)...........................49
II. Opportunity for biomethane production for the purposes of urban transport
in Rzeszow……………………………………………...…………………………………53
1. Potential capacity for biogas production from municipal and other sources
in the perspective of 10 - 20 years .......................................................................................56
1.1. Energy plants and environment protection........................................................................58
1.2. Competition of power plants and biomass resources.........................................................59
1.3. Other potential sources of biomethane...............................................................................60
1.4. Determination of present and potential biogas production capacity from municipal
and other sources in the perspective of 10-20 years in the area of Rzeszow.....................62
2. Rzeszow’s strategy in the area of biogas acquisition............................................................66
2.1. Present status of waste management..................................................................................66
3. Envisaged investment outlays of Rzeszow related to biogas acquisition for the purpose
of bus fuelling.......................................................................................................................68
4. Annex 1.................................................................................................................................70
5. Supplement………………....................................................................................................97
III. Development of technical - organizational conditions to use biomethane to
power municipal transport buses in Rzeszow..................................................................100
1. Possible technical - organizational variants of biomethane fuelling methods…………....100
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1.1. Biomethane compression to the pressure of 25-30 MPa (virtual pipeline)......................102
1.2. Biomethane compression to the pressure of 3-5 bar and transmission with pipeline…..109
1.3. Biomethane liquefaction (LNG)......................................................................................110
1.4. Annex 2……………………………................................................................................130
1.5. Annex 3............................................................................................................................136
1.6. Annex 4............................................................................................................................138
2. Selection of the type of bus fuelling with biomethane........................................................145
3. Abbreviated SWOT analysis...............................................................................................147
IV. Study of the design of the station for bus fuelling with biomethane……………………149
1. Technical - building assumptions for the station design.....................................................157
1.1. Assumptions - guidelines for development of the architectural – building design……..157
1.1.1. Purpose of building facilities, utility programme.........................................................157
1.1.2. Scope of building and assembly works.........................................................................157
1.2. Land management draft...................................................................................................160
1.2.1. Object of the investment in the study phase.................................................................160
1.2.2. Existing land management............................................................................................161
1.2.3. Planned land management – plot covered by the study................................................162
1.2.4. Planned connections and equipment of the technical infrastructure.............................162
1.2.5. Trafic on the adjacent areas..........................................................................................163
1.2.6. Listing of land management areas................................................................................163
1.3. Information whether the area is entered in heritage register............................................163
1.4. Data determining the impact of mining operations on the plot or building project area
within the borders of a mining area.................................................................................169
1.5. Information on the nature and properties of envisaged risks to the environment
and health.........................................................................................................................169
1.6. Data resulting from the specificity and nature of the investment....................................170
2. Simplified design................................................................................................................171
2.1. Mechanical section...........................................................................................................171
2.2. Electric section.................................................................................................................173
2.3. Building section – Equipment installation in containers.................................................174
2.4. Traffic section..................................................................................................................174
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2.5. Fire safety conditions.......................................................................................................175
2.5.1. Exposion danger zones..................................................................................................175
2.5.2. Furnishing with fire safety equipment..........................................................................175
2.5.3. Fire safety communication............................................................................................175
2.5.4. Information regarding the plan of safety and health protection (bioz).........................175
3. Acquisition of funds for the project....................................................................................177
3.1. Financial analysis.............................................................................................................177
3.2. Economic analysis of the assumptions for the study for construction of biomethane
fueling station on the territory of MPK depot on Lubelska Street in Rzeszow...............188
3.3. Annex 5…………………………………………………………………………………191
3.4. Annex 6…………………………………………………………………………………201
3.5. Annex 7…………………………………………………………………………………204
3.6. Annex 8…………………………………………………………………………………222
V. Summary…………………………………………………………………………………230
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List of figures:
Fig. 1. Map of the public transport network supported by MKS..............................................24
Fig. 2. Spatial distribution of municipal transport areas...........................................................26
Fig. 3. Cost of fuel consumption (diesel oil [ON] and CNG), in the years 2006-2009............35
Fig. 4. Unit CO2 emissions for particular fuel..........................................................................45
Fig. 5. Course of values of CO2 emissions in the function of value of energy contained in
fuel obtained on the basis of data on bus operation...................................................45
Fig. 6. Original energy of biogas in kilo - tonnes of equivalent fuel (ktoe).............................53
Fig. 7. Spatial distribution of areas fit for biomass production against protected areas
and areas with too low annual precipitation totals........................................................58
Fig. 8. Energy plants and their impact zone within the radius of 40 to 100 km.......................59
Fig. 9. Direction of transport of waste from the city of Rzeszow.............................................67
Fig. 10. Diagram of biogas treatment installation.....................................................................72
Fig. 11. Theoretical potential of biogas energy from wastewater treatment plants [k GJ/year]
in Podkarpackie region in the spatial system as of the end of 2005..........................83
Fig. 12. Theoretical potential of energy from landfill gas [GJ/year] in the spatial system of
Podkarpackie region....................................................................................................87
Fig. 13. Theoretical potential of biogas energy from animal production [TJ/year] in the
spatial system of Podkarpackie region........................................................................91
Fig. 14. Theoretical potential of biogas energy from industrial wastewater [GJ/year] in
the spatial system of Podkarpackie region (2005)…………………………………..96
Fig. 15. Block diagram of the filling stations in the wastewater treatment plant...................103
Fig. 16. Hypothetical management of fuelling station area....................................................106
Fig. 17. GTI natural gas liquefier............................................................................................112
Fig. 18. Natural gas liquefier by Sintef...................................................................................113
Fig. 19. Diagram of liquefaction process................................................................................114
Fig. 20. IRR change with the change of electricity price........................................................120
Fig. 21. NPV change with the change of electricity prices.....................................................120
Fig. 22. Change of accumulated profits with the change of electricity price.........................121
Fig. 23. IRR change with the change of NG purchase price...................................................122
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Fig. 24. NPV change with the change of NG price.................................................................123
Fig. 25. Accumulated profits depending on the change of NG purchase price......................123
Fig. 26. IRR change with the change of LNG selling price....................................................124
Fig. 27. NPV value at the LNG selling price..........................................................................125
Fig. 28. Changes of accumulated profits with the change of LNG selling price....................126
Fig. 29. Change of accumulated profits value........................................................................127
Fig. 30. Impact of the change of investment value no IRR change........................................127
Fig. 31. NPV change with the change of investment value....................................................128
Fig. 32. Accumulated profits with the change of investment value........................................128
Fig. 33. LCNG station with a system for gas recovery from evaporation..............................141
Fig. 34. LNG and LCNG station in Lleida (Spain).................................................................141
Fig. 35. Details of CNG fuelling unit......................................................................................142
Fig. 36. Gazpack 70 Compressor............................................................................................145
Fig. 37. Map of the land where the present CNG station is situated, as operated
at the depot of MPK in Rzeszow with market planned place for situation of
biomethane compressors, warehouse of CBG compressed gas and bus slow
fueling line…………………………………………………...…………………......164
Fig. 38. Construction of the biomethane fuelling station for buses - depot of MPK
Rzeszow....................................................................................................................165
Fig. 39. Construction of biomethane fuelling station for buses at depot of MPK
Rzeszow……………………………………………………………………………165
Fig. 40. Construction of biomethane fuelling station for buses at depot of MPK
Rzeszow....................................................................................................................166
Fig. 41. Visualization of the designed CBG station................................................................168
Fig. 42. General view of CBG fuelling site............................................................................168
Fig. 43. View of CBG (M) warehouse and container stations (S)…......................................169
Fig. 44. Setting of explosion hazard zones - CBG station......................................................175
Fig. 45. Route of pipeline between the Wastewater Treatment Plant and Depot of MPK
in Rzeszow................................................................................................................203
Fig. 46. Existing CNG natural gas compressing station at MPK in Rzeszow, furnished
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with two compressors of 300 and 600 Nm3/h...........................................................204
Fig. 47. Compressor unit.........................................................................................................205
Fig. 48. Gas recovery..............................................................................................................208
Fig. 49. Automatic discharge of condensate...........................................................................209
Fig. 50. Desiccant dryer..........................................................................................................210
Fig. 51. Gas filtration system..................................................................................................211
Fig. 52. Control cabinet station...............................................................................................213
Fig. 53. Control cabinet station...............................................................................................215
Fig. 54. Distribution of subassemblies in a container CNG stations Gazpack 50..................221
Fig. 55. Container station for CNG compressing - GEO-M50-030-150................................222
Fig. 56. Present view of CNG station from the south.............................................................227
Fig. 57. Present view of CNG station from south - west........................................................227
Fig. 58. Present view of the platform with CNG distributor……….………………………..228
Fig. 59. Present view of the platform with CNG distributor…………….…………………..228
Fig. 60. Present view of the platform with CNG distributor...................................................229
Fig. 61. Present view of the platform with CNG distributor...................................................229
List of tables:
Table 1. Changes to the population of Rzeszow in the years 2006 - 2009 (as of 31 Dec.)......27
Table 2. Population according to economic age groups...........................................................27
Table 3. Mobility index for residents of Rzeszow and surrounding.........................................28
Table 4. Motivations for travelling for residents of Rzeszow and surrounding…………….29
Table 5. Means of transport used by residents of Rzeszow and surrounding………………30
Table 6. Means of transport used for travelling - categories....................................................30
Table 7. Mobility index adopted for forecast............................................................................30
Table 8. Condition of MPK bus fleet as of October 2010........................................................31
Table 9. Calorific value of engine fuels....................................................................................33
Table 10. Cost of emissions in road transport (according to prices of 2007)...........................33
Table 11. Mileage during vehicle use cycle in road transport..................................................34
Table 12. Calculation of pollution from liquid fuels consumption in busse operated at MPK
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Rzeszow for 2009………………….…………….…............................................38
Table 13. Emissions of gases or dusts to air from combustion processes in combustion
engines (2010)..........................................................................................................44
Table 14. Biogas plants in Poland – present condition............................................................54
Table 15. Area of agricultural lands determining theoretical potential for biomass production
(thous. of ha)............................................................................................................57
Table 16. Biomass resources and its use for energy purposes in Podkarpackie Region
in 2007.......................................................................................................................62
Table 17. Installations producing biogas in municipalities of the Podkarpackie Region.........63
Table 18. Estimate results of analysis of area of Podkarpackie region in the aspect of
opportunity of using RES and energy effects...........................................................64
Table 19. Balance of biodegradable waste on the territory of ZZO Rzeszow..........................79
Table 20. Theoretical potential of biogas from wastewater treatment plant in Podkarpackie
region in the spatial (poviat) system at as of the end of
2005...............................82
Table 21. Technical potential for energy production from biogas in wastewater treatment
plants………………………………………………………………………..……..84
Table 22. Theoretical potential of landfill gas poviat of Podkarpackie region........................86
Table 23. Technical potential of landfill gas and energy production from such gas................88
Table 24. Theoretical potential of biogas from animal production...........................................90
Table 25. Technical potential of energy production from biogas.............................................92
Table 26. Theoretical potential of biogas from industrial wastewater in the Podkarpackie
region……………………………………...……………………………………....94
Table 27. Price of substrate and the price of methane..............................................................97
Table 28. Profitability of ensilage - price of methane (Euro/m3)..............................................98
Table 29. Waste profitability - price of methane (Euro/m3).....................................................98
Table 30. Substrates - exemplary statistical data....................................................................99
Table 31. IRR value................................................................................................................120
Table 32. NPV.........................................................................................................................120
Table 33. Accumulated profits................................................................................................121
Table 34. IRR.........................................................................................................................122
Table 35. NPV........................................................................................................................122
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Table 37. IRR.........................................................................................................................124
Table 38. NPV........................................................................................................................125
Table 41. IRR.........................................................................................................................127
Table 42. NPV........................................................................................................................128
Table 44. Comparison of emissions from ZS buses (10 years) and CNG/CBG gas buses….157
Table 45. Costs related to station functioning, with the assumption of maximum use…...180
Table 49. Calculations of medium flows - gas at initial pressure of 2.0 bar...........................198
Table 50. Calculation of medium flows - gas at initial pressure of 2.5 bar............................199
Table 53. Summary of costs....................................................................................................202
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70. Rozporządzenie Ministra Infrastruktury z dnia 12 kwietnia 2002r. w sprawie warunków
technicznych jakim powinny odpowiadać budynki i ich usytuowanie (Dz.U. Nr 75 z dnia
15 czerwca 2002r. poz. 690 z późniejszymi zmianami),
71. Rozporządzenie Ministra Infrastruktury z dnia 6 luty 2003r. w sprawie bezpieczeństwa i
higieny pracy podczas wykonywania robót budowlanych (Dz.U. Nr 47 z dnia 19 marca
2003r. poz. 401 z późniejszymi zmianami),
72. Scholwin F. Which biogas plant is the right one?. Institute for Energy and Environment;
2007, http://www.ie-leipzig.de/.
73. Scholwin F, Thran D, Daniel J, Weber M, Fischer E, Jahraus B, et al. Monitoring
of consequences from the amended Renewable Energy Sources Act (EEG) to
the development of power generation from biomass. Institute for Energy and Environment;
2007, http://www.ie-leipzig.de/.
16
74. SEA. The electricity certificate system 2008. Swedish Energy Agency; 2008,
http://www.swedishenergyagency.se/.
75. Barbara Smerkowska, Zakład Odnawialnych Zasobów Energii Przemysłowy Instytut
Motoryzacji Prezentacja „Biometan w transporcie – realna alternatywna?‖ Targi
GasShow Warszawa 07.03.2012
76. StaBa. Data of energy price development. Federal Statistical Office; 2008, http://wwwec.destatis.de/.
77. StaBa. Environment waste disposal. Federal Statistical Office; 2007, http://wwwec.destatis.de/.
78. StaBa. Average price for diesel from May 2008 until August 2009 in cent per litre.
Federal Statistical Office; 2009, http://de.statisU.com/.
79. Stacje paliwowe gazu ziemnego VD TÜV 510 G 651
80. Summmary Elaboration K. Biernat, P. Dziołak, W.Gis, A. Żółtowski
81. M. Szewczyk, „Wykorzystanie odnawialnych źródeł energii na terenie województwa
podkarpackiego‖, Politechnika Rzeszowska im. I. Łukasiewicza, Rzeszow 2008
82. Szewczyk K. W.: Produkcja metanu z surowców roślinnych. Przemysł Chemiczny.
83. A. Szymała, Kogeneracja wysokosprawna, „Nowa Energia‖ 2008, nr 3.
84. Thoss C, Schone F. Biogas with prospect of ecology and naturę conservation. German
Association for Landcare (DVL) and German Society for Nature Conservation (NABU);
2008, http://www.landschaftspflegeverband.de/.
85. Uchwała nr LX/1026/2009 Rady Miasta Rzeszowa z dnia 29 września 2009 r. w sprawie
uchwalenia zmiany nr 18/4/2007 Studium Uwarunkowań i Kierunków Zagospodarowania
Przestrzennego Miasta Rzeszowa
86. Ustawa Prawo Wodne Dz.U. nr.239 poz.2019 z 2005 r z późniejszymi zmianami
87. Ustawa o ochronie środowiska – Dz.U.nr.199 z 2008 r.
88. Ustawa z dnia 07.07.1994r.- Prawo budowlane (tekst jednolity Dz.U. Nr 156 z 2006 r.
poz.1118 z późniejszymi zmianami),
89. Ustawa o planowaniu i zagospodarowaniu przestrzennym poz. 717 i Ustawa 718 o
zmianie Ustawy – Prawo budowlane oraz o zmianie niektórych ustaw z dnia 27 marca
2003r., Dz.U. Nr 80 z dnia 10 maj 2003r. z późniejszymi zmianami,
17
90. Użytkowanie gruntów, powierzchnia zasiewów i pogłowie zwierząt gospodarskich w
2005 r. GUS. Warszawa 2005.
91. VdEW. Electricity prices in Germany. Verband der Elektrizitatswirtschaft BadenWurttemberg e.V.; 2008. http://www.vfew-bw.de/.
92. Wagner E. Rates for ecological power: What are they, what do they effect? EnergieFakten.de; 2008. http://www.energie-fakten.de/.
93. Warunki techniczne projektowania i budowy, nadzoru gazociągów wykonanych z
polietylenu – III edycja wydane przez Karpacką Spółkę Gazownictwa w Tarnowie,
94. J. Wilk, F. Wolańczyk „Kogeneracyjny system wytwarzania ciepła i energii elektrycznej
na bazie biogazu z oczyszczalni ścieków‖ Politechnika Rzeszowska
95. J. Wilk, Efektywność produkcji energii cieplneji elektrycznej z biogazu na przykładach z
Podkarpacia, Katedra Termodynamiki Politechnika Rzeszowska 2010
18
Values, applied units and computation methods
Biogas composition:
 Methane – (45…65) %(V/V);
 Carbon dioxide – (25…32) % (V/V);
 Nitrogen dioxide – (10…20) %(V/V);
 Dioxide – <3 %(V/V)
 Remnants ~ 1%(V/V), incl.:
 Hydrogen sulphide – 150 mg/m³;
 Chlorine compounds with total chlorine – 14.1 mg/m³;
 Fluor compounds with total fluor – 5.1 mg/m³.
Average methane contents in biogas 60 %(V/V)
Average calorific value of biomethane (mass) – 50 MJ/kg
Average calorific value of biomethane (volume) – 35.5 MJ/m³, which accounts
for approx. 10 kWh (36 MJ=10 kWh)
Biomethane density in standard conditions – 0.72 kg/m³
Average effectiveness of biomethane production:
 from corn - 350 Nm³/Mg ;
 from plant cuts - 300 Nm³/Mg;
 from follow-up crops - 320 Nm³/Mg;
 from straw - 210 Nm³/Mg;
 from cattle’s faecal matter - 160 Nm³/Mg;
 from domestic pig’s faecal matter - 310 Nm³/Mg;
 from bedding straw in poultry farms - 290 Nm³/Mg;
 from organic sediment - 260 Nm³/Mg;
 from biodegradable organic sediment - 130 Nm³/Mg.
Average effectiveness of biogas production:
 from municipal wastes – (200…250) Nm³/Mg;
 from sludge – (10…20) Nm³/ m³
Theoretical biogas efficiency:

from municipal wastes – (400…500) Nm³/Mg;
Organic dry waste content from:
19
 corn – 95.0 % (m/m);
 from follow-up crops – 89.0 % (m/m);
 grass. bush cuts, etc. – 88.0 % (m/m).
Calorific value:
 Biogas – 6.0 kWh/ m³ = 21.6 MJ/ m³ = 0.52 toe/1000 m³;
 Biomethane – 9.5 kWh/m³ = 36.0 MJ/ m³ = 0.86 toe/1000 m³ = 13.0 kWh/kg.
Unit conversion:
 1 PJ = 0.278 TWh = 0.024 Mtoe;
 1 TWh = 3.6 PJ = 0.086 Mtoe;
 1 Mtoe = 41.868 PJ = 11.63 TWh.
20
I.
Determination of demand for biogas deliveries to power buses
of MPK Rzeszow
1.
Description of the public bus transport system
1.1. General characteristics of the city
Rzeszow, the largest city in south-eastern Poland, is the administrative centre of the
Podkarpackie Voivodeship (Region) with the population of 178,611. The city covers the area
of 115.8 km² with population density of 1,542 people/km².
Rzeszow, as the largest urban agglomeration in south-eastern Poland, is the unquestioned
commercial, industrial and business centre, as well as the largest academic and cultural centre
in the Podkarpacie Region.
Convenient location, proximity of south and eastern border of Poland, makes Rzeszow an
important transport centre. In the European classification of cities, Rzeszow has been included
in the category of cities of international importance. In the Concept for Poland’s Spatial
Management Policy, it has been classified as national sustainable development centre,
focusing development project in supra-regional scale.
The city features an international airport and technological park oriented at aviation industry.
Within the airport, there are also: Rzeszow’s Aero Club and the Aviation Training Centre at
the Rzeszow University of Technology (Poland’s only civil pilot school). In the direct vicinity
of the airport, works are in progress on motorway A-4 (Berlin - Kiev) with three nodes to
service the airport and the adjacent zone, and the city of Rzeszow. Public transport services
regular connections between the airport and the city centre.
Rzeszow is an important railway node for the Podkarpacie Region, forming logistic
background, featuring branches of main line E30 east–west and regional system of line
Rzeszow – Jasło and Ocice – Rzeszow.
The city is a European centre of United Technologies Center, a global potentate in aviation
industry. Rzeszow is the main centre of Aviation Valley business association.
21
1.1.1. Existing and planned condition of the transport infrastructure
Rzeszow has a favourable location in the European belt east –west, in the Third Pan-European
Transport Corridor, as well as in the near-border area of the Carpathian Euro-region and the
planned Pan-European Helsinki – Athens Corridor (Via Carpatia – on the basis of Łańcut
Agreement of 2006).
The city is crossed by international railway and road routes east – west and road route north –
south.
In order to alleviate the difficulties in the functioning of the transport system, sustainable
development of the transport system is sought by preference for public transport and nonautomotive traffic and by limitation of motor vehicle traffic, particularly in conflict zones
(city centre).
The main strategy for the city’s spatial management comprises the development of the road
and street system from the outside, while public transport – in the city centre and development
areas.
1.1.2. Air pollution
Condition of the environment on the area of the city in the aspect of air cleanliness does not
raise any significant objections, yet it requires systematic introduction of changes and
improvement.
The main reasons for air pollution include: burning of energy fuel, industrial production, road
transport, heating of buildings [6]. Major sources of air pollution in Rzeszow include: PGE
Elektrociepłownia ―
Rzeszow‖ S.A. (CHP plant), FENICE POLAND Sp. z o.o., Operating
Unit Rzeszow and Metallurgical Plant ―
WSK- Rzeszow‖ Sp. z o.o.
The volume of toxic pollution from vehicle exhaust is shaped by two independent factors:
increase in road traffic intensity, significant crowd and the resulting distortions in traffic.
22
1.1.3. Noise danger
In Rzeszow, the main cause of acoustic threat is road and rail traffic. Therefore, areas
featuring noise danger are located near major roads, at the cross-roads. The highest noise
levels (above 70 dB) were observed on streets: Krakowska, Witosa, Batalionów Chłopskich,
Powstańców Warszawy, Armii Krajowej, Lwowska, and Sikorskiego. Due to breaching
permissible noise standards in the aforementioned places, acoustic screens were installed to
reduce the noise emission by about 12-22 dB.
1.2. Organization of public passenger transport
1.2.1. Local public transport
Local public transport in Rzeszow is supported by Miejskie Przedsiębiorstwo Komunikacyjne
MPK Sp. z o. o. in Rzeszow. Detailed characteristics of MPK’s business has been presented
in the Study on municipal bus transport in Rzeszow considering buses using CNG. This study
focuses on this type of transport, considering local (municipal) transport as of key importance
to the city. Nevertheless, this study also briefly characterises regional bus transport and
private transport to illustrate all the issues comprising municipal transport.
Transport services for the surroundings of Rzeszow are performer by Międzygminna
Komunikacja Samochodowa – MKS, established on 1 May 2010 and servicing 12 bus lines. It
was established after the conclusion of agreement among municipalities near Rzeszow and
members of the Association of Municipalities, Podkarpacka Komunikacja Samochodowa,
offering services on the area of the following municipalities: Boguchwała, Chmielnik, Czarna,
Głogów Małopolski, Krasne, Trzebownisko and Tyczyn.
1.2.2. Regional bus transport
The main carrier offering connections from regional bus station is PKS Rzeszow, although
also buses of other companies stop here, such as Veolia Transport Podkarpacie and Veolia
Transport Bieszczady.
Przedsiębiorstwo Komunikacji Samochodowej w Rzeszowie S.A. - PKS renders passenger
transport services on regional, long-distance and international routes. Passenger check-out
23
occurs on two bus stations: Main Station, located in the direct vicinity of railway station and
on the Suburban Station, situated near the Śląski Overpass, at the distance of approx. 1 km
from the city centre.
Fig. 1. Map of public transport network supported by MKS
Source: http://www.zgpks.rzeszow.pl/?trasy-przejazdu.html
24
1.2.3. Private transport
At present, on the territory of Rzeszow, there operate several dozen private transport
companies, which principally offer regional connections on the area of the entire voivodeship
(region). Private transport can be considered as supplementation of regional transport, which
is hardly used on the area of the city. Nevertheless, it plays a significant role in the entire
transport system, and generates the need for intermodal solutions, allowing for a change of the
means of transport from private to municipal. According to incomplete data, public transport
on the area of Rzeszow is offered by approx. 30 carriers.
1.3. Transport policy of the city
The elements of transport policy have been contained in the Study of Conditions and
Directions of Spatial Management for the City of Rzeszow [85]:
According to the provisions of the Study, in Rzeszow, there are three zones for shaping
transport systems with different distribution of transport task among: collective transport,
individual, pedestrian and bicycle transport, as well as limitations to the vehicle traffic in
individual transport:
- In the central area (zone l), the fundamental role is to belong to collective transport,
pedestrian and bicycle traffic. Private car traffic should be limited. The needs of traffic
supporting the central area must be satisfied - deliveries, waste collection, technical
services. The number of car parks must be limited, and their use must be paid for. The fee
must depend on the parking time. In the central zone, the following is assumed: rational
use of the existing car parks, extension of car parks to compensate for the reduced
possibility of parking in places that must be restored to pedestrians and other functions,
control of the number of parking places created by investors to keep the balance between
the capacity of street traffic and the supply of parking places, development of the
information system about places available.
- In zone 2, with medium intensity of management (areas inside the central ring and blocks
of flats), cars can move about freely, observing the priority for collective transport.
25
Only in some areas it is justified to partially limit vehicle traffic and gradually introduced
payment for parking (in public areas within traffic concentration). Within this zone, there
should be an obligation for the investors to build car parks on their own areas and from
own funds.
- On other areas – in zone 3 (peripheral), road system and the supply of parking places can
be adjusted to the needs resulting from the development of motorisation. Collective
transport must provide good conditions of commuting to other zones.
In zones 2 and 3, there should be opportunities for cooperation of collective and individual
traffic by the application of the ―
Park & Ride‖ system. In all zones, there are necessary
effective connections of the transport system by change nodes [5].
Production
Fig. 2. Spatial distribution of municipal transport areas
26
Table 1. Changes to the population of Rzeszow in the years 2006 – 2009 (as of 31 Dec.)
2006
163 508
77 163
86 345
total
men
women
2007
166 454
78 652
87 802
2008
170 653
80 619
90 034
2009
172 770
81 527
91 243
Source: Regional Data Bank, www.stat.gov.pl
According to the data as of 31.12.2009 [20] , the number of residents according to permanent
place of residence amounted to 167,063 people, of which 79,250 men and 87,813 women. At
the same time, population as of actual residence was higher and amounted to 172,770 people.
Persons in productive age constitute a decisive majority of Rzeszow’s community. Such a
clearly high number of working people gives the image of traffic intensity in the period of the
highest transport peak in the afternoon.
Moreover, most people live in the largest resident centres, which highly intensifies the level
of crowding of strategic access streets to the largest estates in the city (Table 1).
Table 2. Population according to economic age groups
No.
Economic age
Total numer of residents
% of total population
1.
Pre-productive
30 253
17.51
2.
Productive
115 067
66.60
3.
Post-productive
27 450
12.41
TOTAL:
172 770
Source: data from Central Statistical Office, www.stat.gov.pl, as of 31.12.2009
The structure of Rzeszow’s population according to age groups in the years 2006 – 2009 is
presented in Table 2.
27
1.4.1. Problem identification
The following are the key problems to be solved in Rzeszow:
- ensuring general access to public transport to those entities that have no cars, as well
as to people from exclusion groups and the disabled, as well as for the youth,
- ensuring the service at the sufficiently high level of quality and safety, so that the
number of passengers should allow for a sufficient transport offer (the number of
passengers and fares paid by them allow for maintaining general nature of the service,
decreased number of passengers would cause gradual marginalization and
discontinued services).
At the same time, cities draw significant attention to municipal transport.
1.5. Characteristics of the public transport services market – sources and targets
of the traffic
1.5.1. Mobility of the residents of Rzeszow
The surveys performed indicate that total mobility index for the residents of Rzeszow
amounts to approx. 1.86.
This means that, on average, every resident of Rzeszow at the age of above 16, made 1.86
trips, while each resident of one of the remaining locations near Rzeszow – 1.4 trips (Table
3).
Table 3. Mobility index for residents of Rzeszow and surroundings
Mobility index
Total
Rzeszow
surroundings
1.73
1.86
1.4
Source: Study performed by PBS DGA on request of APIA XXI IAK November 2009
Trips from home to deal with personal issues, do shopping, or related to entertainment or
tourism, and back, constituted 21% (for each direction) in Rzeszow, and 19% in the
surroundings of the city. Travelling between home and work, and work and home, comprised
18% and 21%, respectively, in Rzeszow and outside it. The smallest share belonged to trips
28
related to school (home-school, school-home), constituting for both directions 7% in Rzeszow
and 6% in its surroundings. Every tenth trip in Rzeszow and every fourteenth trip in other
locations were not related to home. The most frequent beginning of the trip, both in Rzeszow
and in its surroundings, was home (45% and 47%, respectively), followed by work (20%,
22%), and personal issues (12%, 13%), shopping (10%) and education (7% each). The shares
of trip targets are similar. In Rzeszow, slightly more often that outside it, shopping constituted
the beginning or end of the trip (Table 4) [62].
Table 4. Motivations for travelling for residents of Rzeszow and surroundings
%
total
mobility
index
0.32
0.31
0.12
0.11
0.35
0.36
Rzeszow
mobility
%
index
18%
0.33
17%
0.32
6%
0.12
6%
0.12
21%
0.38
21%
0.4
surroundings
%
mobility index
21%
20%
7%
7%
19%
19%
0.3
0.28
0.1
0.09
0.27
0.28
home-work
work-home
home-school
school-home
home-other
other-home
19%
18%
7%
6%
20%
21%
other, not related to home
10%
0.16
10%
0.19
7%
0.1
total
100%
1.73
100%
1.86
100%
1.42
1.5.2. Forecast of demand in public transport
The most popular means of transport in trips were vehicles (as driver – 35% in Rzeszow, 39%
in the surroundings) and MPK buses (30% in Rzeszow, 27% outside the city). Furthermore,
every fourth trip made by the residents of Rzeszow, and only 4% of trips by residents of
Rzeszow surroundings were on foot (Tables 5, 6, 7).
The distribution of the trip frequency during the day is clearly bimodal, which means that the
greatest intensity of trips occurs twice: in Rzeszow between 7 and 8 in the morning, while in
the surroundings it is more spread in time and falls between 6 and 8, while the afternoon peak
in both locations occurs between 3 and 4 PM. This is clearly related to going to work and
school.
29
Table 5. Means of transport used by residents of Rzeszow and surroundings
Means of transport
Total
Rzeszow
Surroundings
motorcycle/
car
car (driver)
moped
(passenger)
On foot
bicycle
% line
% line
% line
% line
18.6%
23.3%
4.0%
2.6%
1.9%
4.6%
0.1%
0.1%
36.2%
35.2%
39.2%
taxi
MPK
bus
PKS
bus
microbus
train
% line
% line
% line
% line
% line
% line
9.1%
7.9%
12.9%
0.4%
0.5%
1.0%
0.7%
2.1%
0.2%
0.2%
0.3%
29.3% 4.1%
30.2% 1.1%
26.6% 13.1%
Table 6. Means of transport used for travelling – categories
Means of transport
On foot only
car: driver,
passenger,
taxi
MPK bus ,
PKS bus,
microbus,
train
bicycle
other
% line
% line
% line
% line
Total
17.5%
45.7%
34.1%
2.6%
Rzeszow
22.5%
43.7%
31.8%
1.9%
Place
Surroundings
2.1%
52.0%
41.2%
4.6%
% line
0.1%
0.1%
Table 7. Mobility index adopted for forecasts
Year of forecasts
2009
2014
2019
2024
2029
2034
2039
Total
1.73
1.80
1.87
1.95
2.02
2.10
2.19
Rzeszow
1.86
1.93
2.01
2.09
2.18
2.26
2.35
Surroundings
1.40
1.46
1.51
1.57
1.64
1.70
1.77
Source: own study
30
2. MPK’s experiences in using CNG to power bus engines
2.1. Number of buses in operation as fuelled with gas, annual mileage
Operation of buses fuelled with CNG at MPK in Rzeszow started in 2004. At present, MPK
features 188 buses, including 40 buses fuelled with CNG, all of standard length of 12 m.
In 2009, total mileage of CNG buses amounted to 2,631,773 km, namely on average 65,800
km/bus/year. The oldest of CNG buses held have already achieved mileages reaching 450,000
km. In total, since the beginning of operation, CNG buses at MPK Rzeszow have covered
over 10 million km.
Condition of MPK’s bus fleet as of October 2010 – types, items fuelled with diesel oil/CNG
(CNG buses in colour, other fuelled with diesel oil - presents Table 8)
Table 8. Condition of MPK bus fleet as of October 2010
Number
Euro
of items standard
Engine
power HP
Mileage for
2009
-
185
2,927,900 km
22
-
220
999,248 km
Jelcz 120 M CNG
2
-
185
58,289 km
4
Jelcz 120 MM
1
1
245
38,612 km
5
Jelcz M 181 MB
4
1
300
119,337 km
6
Jelcz 120 MM/1
7
1
220
412,655 km
7
Jelcz 120 MM/2
4
2
220
288,872 km
8
Autosan A844MN
1
2
260
33,703 km
9
JELCZ M125M/4
11
3
245
736,366 km
10
JELCZ M120M/4
10
3
245
733,332 km
11
JELCZ M121M/4
8
3
245
338,500 km
12
Solaris Urbino 12
29
2
220
1,656,682 km
13
MAN NL 223
5
2
220
354,185 km
14
Solaris Urbino 15
8
2
260
528,528 km
No.
Make, type
1
Jelcz PR 110
58
2
Jelcz 120 M
3
31
15
16
17
18
19
20
Solaris Urbino
12CNG
NEOPLAN N4016
NEOPLAN K4016
JELCZ M125 M
Mercedes 0405 N
2
Autosan H720.07.02
Razem:
9
1
1
2
3
1
1
1
270
218
220
220
606,297 km
0 km
0 km
0 km
3
2
250
178,393 km
2
188
3
177
96,203 km
First CNG buses were made as adaptation from engines with diesel oil to CNG (item. 3)
2.2. Unit costs of operated buses fuelled with gas fuel by type as compared to the costs of
buses fuelled with diesel oil.
Differences in unit costs by type in operation of buses fuelled with diesel oil and CNG
basically occur in three items.
1. Depreciation costs: due to higher purchase prices of brand new CNG buses as compared to
equally furnished buses fuelled with diesel oil, it can be assumed that in the period of
operation, with the assumed mileage of 800,000 km/ (according to the assumptions of the EU
Regulation on estimation of energy and operation costs in the vehicle life cycle), the
difference in costs shall amount to approx. 0.15 PLN [0.04 EURO] per km.
Practically, at MPK Rzeszow, a bus achieves the mileage of approx. 1,200,000 km, so the
difference is smaller – 0.10 PLN [0.02 EURO] /km for the benefit of buses fuelled with diesel
oil. The value of 0.10 PLN [0.02 EURO] is the difference resulting from higher purchase
price of a CNG bus, and thus higher depreciation. Calculations were performer in the context
of Directive 2005/0283 in the final version COM (2007) 817 of 19.12. 2007, on the basis of
which theoretical mileage of a bus (800,000 km) was adopted for the purpose of cost
comparison.
Because it can be estimated that a CNG bus is more expensive by 120 PLN [28.57 EURO]
and its actual mileage in Rzeszow conditions can amount to 1,200,000 km, the higher cost of
km was calculated due to depreciation. In practice, depreciation is accounted for in the period
of from 5 to 10 years.
32
In CNG buses, due to lower efficiency of gas engines as compared to diesel engines, there are
higher energy costs, expressed in MJ/km, not EURO/km. Currently, the price is per litre of
diesel oil or m3 of gas, regardless of their calorific value (Table 9, Table 10).
Data for calculation of external costs during the vehicle use cycle in road transport according
to Directive 2009/33/EC.
Table 9. Calorific value of engine fuels
Fuel
Calorific value
Diesel oil
36 MJ/litre
Petrol
32 MJ/litre
Natural gas*
38 MJ/Nm3
Liquid gas (LPG)
24 MJ/litre
Ethanol
21 MJ/litre
Biodiesel
33 MJ/litre
Emulsion fuel
32 MJ/litre
Hydrogen
11 MJ/Nm3
* exemplary calorific value of biomethane is 36 MJ/Nm3
Table 10. Cost of emissions in road transport (according to prices of 2007) [27]
CO2
NOx
NMHC
Suspended dust
2
eurocents/kg
0.44
eurocents/g
0.1
eurocents/g
8.7 eurocents/g
33
Table 11. Mileage during vehicle use cycle in road transport [27]
(categories M and N as specified in Directive 2007/46/EC)
Mileage during the
use cycle
Cars (Ml)
200 000 km
Vans (NI)
250 000 km
Vehicle category
Lorries (N2, N3)
1 000 000 km
Buses (M2, M3)
800 000 km
2. Costs of maintenance and minor repairs.
Until present, the experience of MPK Rzeszow shows [61] that CNG buses are characterised
with higher costs of maintenance and repairs due to the need of maintenance, replacement of
some parts and subassemblies in the powering system (valves, injectors) and in the ignition
system (sparking plugs, high voltage cables, ignition coils), which have no equivalents in the
maintenance of diesel oil systems – at least within the range of currently achieved mileages
below 500,000 km. MPK Rzeszow in its fleet has no buses fuelled with diesel oil and meeting
the standard of at least Euro IV, thus the comparison of the costs of maintenance and repairs
refers to buses below the Euro IV standard, not requiring additional equipment, subassemblies
for exhaust treatment, which equipment will probably increase the costs of maintenance and
repairs of buses fuelled with diesel oil.
The data of MPK Rzeszow indicate that the costs of maintenance and repairs for CNG buses
in the first period of operation are higher by approx. 0.05 PLN [0.01 EURO] /km than for
buses fuelled with diesel oil. Due to small mileage of CNG buses (mileages qualifying
engines for the first repair have not been achieved) no reliable information has been obtained
on what mileages in Rzeszow conditions would be achieved by CNG engines to the condition
qualifying them for main repairs, as compared to engines with self-ignition.
34
3. Fuel costs.
On the basis of six years of op eration of C NG buses, one c an state th at the average ga s
consumption at MPK Rzeszow amounts to 57 Nm 3/100 km, while in buses fuelled with diesel
oil - 37 l/100km. Depending on c urrent price of diesel oil and CNG, various savings effects
on fuel costs are achieved, as illustrated in the diagram below (Fig. 3).
Cost of fuel consumption 2006 -2009 (PLN/100km)
140
120
100
80
ON
60
CNG
40
20
0
I 06 VI 06 XI 06
IV
IX II 08 VII 08 XII 08 V 09 X 09
2007 2007
Fig. 3. Cost of fuel consumption (diesel oil [ON] and CNG) in the years 2006-2009 [61]
Small, mutually compensating differences in the costs result from insurance costs (higher for
CNG due to higher price of the bus) and charges for use of the environment (smaller fees for
combustion of gas than fuel oil).
To conclude the above, one c an state th at the increased c osts of de preciation, as well a s
maintenance a nd repair costs of C NG bus es, apart fr om short pe riods, are offset by lower
costs of gas fuel.
2.3. Assessment of advantages and disadvantages of using natural gas in the bus
traction.
Notwithstanding economic effects, which principally depend on the relations of CNG/diesel
oil prices, the use of CNG buses also has other characteristics.
So, the advantages include:
35
small emission of pollutants in currently operated municipal buses, which can be determined
and is directly sensed by other users of the routes, which is of great importance in the dense
urban buildings with high intensity of traffic in the city. Even with greater load on the engine
when starting off from the stops, cross-roads, driving uphill, exhaust gases are practically
invisible, which testifies to small pollution of exhaust gases with solids.
What can also be observed is lower noise emitted by riding CNG bus, both inside and outside
of the bus.
Thirdly, gas drive is generally perceived as state-of-the-art, and residents are very positive
about this, and are satisfied with the city’s having buses with high ecological, environmentfriendly parameters.
Disadvantages of CNG buses in Rzeszow’s condition include:
- CNG bus fuelling requires much longer period than of the bus with diesel engine. This
makes the work organisation more difficult and increases the cost,
- capacity of gas tanks ensures the mileage in urban traffic within the limits of 350-450 km.
This is sufficient just for one day of operation.
If for any reason, it is not possible to fuel the bus daily, it will be excluded from operation. In
the case of buses with self-ignition engine, fuel stock in the tank is sufficient for 2 days of
operation,
- the height of buses with gas tanks placed on the roof is higher, which result in impossibility
of driving under low overpasses. In the case of Rzeszow, the buses cannot service several
lines in municipal transport,
- greater demand for labour in technical maintenance in reference to powering system and
ignition engines.
2.4. Calculation of summary emissions of pollutants in bus engines fuelled with gas and
with diesel oil, as operated in MPK Rzeszow.
In 2003, on request of European oil industry (CONCAWE) and association of European car
manufacturers (EUCAR) and European Commission’s Joint Research Centre (JRC), well-towheels analysis was performed on the CO2 emissions, heat efficiency and costs of applying
36
alternative fuels in vehicles. Seventy-five various possible directions of development of main
energy sources were analysed. For reference fuels of petrol and diesel oil, technologies were
analysed that can be introduced on a broad scale by 2010, while for alternative fuels – also
technologies that can be marked after 2010. The main cause for the plan to introduce natural
gas on a large scale as vehicle fuel is, apart from ecological issues, the care to guarantee
alternative fuel for the transport sector which currently depends exclusively on petroleum
products.
Natural gas is the only alternative fuel with potential share in the fuel market of above 5% by
2020, which can compete with conventional fuels in economic categories, on condition that it
will have initial support on the governmental level by favourable, long-term taxation and
excise tax policy, ensuring stable conditions for market development.
Estimates of emissions from engines of Rzeszow buses [61] for 2009, calculated on the basis
of emission volume resulting from combustion of actual volume of diesel oil and natural gas,
are as follows:
Buses with diesel oil:
CNG
buses
-
NOx
452.04 Mg
-
PM
27.00 Mg
-
CO
255.44 Mg
-
HC
65.70 Mg
-
NOx
2.86 Mg
-
PM
0.15 Mg
-
CO
17.44 Mg
-
HC
0.04 Mg
37
Table 12. Calculation of pollution from liquid fuels consumption in buses operated at MPK Rzeszow for 2009
Diesel oil
Euro 0
Euro standards or data from homologation
Engine
Bus type
Number power
Index
Mileage
Average
kWh
Nox
PM
CO
HC
(kW)
Power act.
(km)
Speed (km/h)
Pr 110
58
185
0.65
2927900
17.46
20164947
8
0.612
4.5
1.1
Jelcz 120M
22
220
0.65
999248
17.46
8183990
8
0.612
4.5
1.1
Euro 1
Jelcz 120MM
1
245
0.65
38612
17.46
352174,2
8
0.612
4.5
1.1
Jelcz M181MB
4
300
0.65
119337
17.46
1332802
8
0.612
4.5
1.1
Jelcz12MM/1
7
220
0.65
412665
17.46
3379788
8
0.612
4.5
1.1
Euro 2
Jelcz12MM/2
4
220
0.65
288872
17.46
2365905
7
0.25
4
1.1
AutosanA844MN
1
260
0.65
33703
17.46
326220,3
7
0.25
4
1.1
Solaris12
29
220
0.65
1656682
17.46
13568472
7
0.25
4
1.1
MAN NL223
5
220
0.65
354185
17.46
2900828
7
0.25
4
1.1
Solaris15
8
260
0.65
528528
17.46
5115764
7
0.25
4
1.1
Mercedes405
3
250
0.65
178393
17.46
1660301
7
0.25
4
1.1
Euro 3
CNG
AutosanH07
Jelcz 120M
Jelcz 125M/4
Jelcz 120M/4
Jelcz121M/4
Solrai12 CNG
Euro 5 diesel oil
CNG
2
177
0.65
96203
17.46
633915
2
11
10
8
9
185
245
245
245
270
0.65
0.65
0.65
0.65
0.65
58289
736366
733332
338500
606297
2472784
17.46
17.46
17.46
17.46
17.46
401446.3
6716282
6688609
3087407
6094222
5
0.1
0.032
0.032
0.032
0.032
0.38
0.007
0.007
0.007
0.007
0.006
Mass
Nox
PM
CO
HC
161.3196
65.47192
12.34095
5.008602
90.74226
36.82795
22.18144
9.002389
2.817393
10.66241
27.0383
0.215531
0.815675
2.06843
1.584784
5.997607
15.20905
0.387392
1.466082
3.717767
16.56133
2.283542
94.97931
20.3058
35.81035
11.62211
0.591476
0.081555
3.392118
0.725207
1.278941
0.415075
9.463619
1.304881
54.27389
11.60331
20.46305
6.641206
2.602495
0.358842
14.92532
3.190911
5.62734
1.826332
2.1
0.66
TOTAL (diesel oil):
3.169575
452,0416
0.063391
26,99695
1,331221
255,4428
0,418384
65.70469
0.12
0.12
0.12
0.12
2.53
0.012846
0.214921
0.214036
0.098797
2.315805
0.00281
0.047014
0.04682
0.021612
0.036565
0.048174
0.805954
0.802633
0.370489
15.41838
0
0
0
0
0.036565
2.856404
0.154822
17.44563
0.036565
0
0
0
0
0.006
TOTAL (CNG):
250
0.65
7500000
18
67708333
2
0.02
1.5
0.46
135.4167
1.354167
101.5625
31.14583
250
0.65
5000000
18
45138889
2
0.02
1.5
0.46
90.27778
0.902778
67.70833
20.76389
250
0.65
5000000
18
45138889
0.032
0.007
0.12
0
1.444444
0.315972
5.416667
0
138.2731
91.72222
1.508988
0.902778
119.0081
73.125
31.1824
20.76389
With the assumption of 75% diesel oil and 25%CNG
With the assumption of 50% diesel oil and 50% CNG
38
Table 12 presents the adopted assumptions for calculation of the above emissions. In phase 3
of this study, verification of the presented results was performed, based on road analyses of
emissions in real conditions. It is contained in the description referred to task 6.6 of the Baltic
Biogas Bus project.
2.5. Sources of financing for purchase of CNG buses.
Investment costs related to modernisation (2 items) and purchase of brand new buses (38
items) were covered from three sources:
- own funds – 13 899 980.00 PLN; [3 309 519.00 EURO]
- bank loans – 5 482 920.00 PLN; [1 305 457.00 EURO]
- loan from WFOŚ - 4 141 200.00 PLN; [986 000.00 EURO]
- ECOFUND subsidy – 4 000 000.00 PLN; [952 380.95 EURO]
39
3. Comparison, in real conditions of road traffic, of emissions of
CO, CO2, THC and NOX from exhaust systems of buses fuelled with
diesel oil and CNG
The comparison was presented in the report on execution of task 6.6. of the BBB project,
which constitutes an integral part of the studies performed by Instytut Transportu
Samochodowego (Vehicle Transport Institute) and placed on the project website. For the
purposes of development of Part 3 of the report, the following literature was used:
- Cedigaz statistics – www.cedigaz.com
- Ocean Shipping Consultants Ltd - World LNG to 2020: Prospects for Trade & Shipping
- Tadeusz Olkuski – Światowy rynek LNG (Global LNG market)
- Dan Rowe – LNG market overview
- BP Statistical Review of World Energy 2005
- Trude Gullaksen - Small Scale LNG Production Facilities
- Eginhard Berger - Small Scale LNG Production in Europe from the Early Seventies until
Today – Experience of a Global LNG Plant Contractor
- Dave Smith, GTI Commercial and Investments Group-Small Scale Liquefier Development
- Jerzy Bielski - Rozwój globalnego handlu gazem LNG. Już nie tylko Azja
- Jacek Molenda – Gaz ziemny
- Idaho National Laboratory - New LNG Plant Technology
- Linde Technology 1/2003 - Reports on Science and Technology
- U.S. Department of Energy Office of Fossil Energy - Liquefied Natural Gas:
Understanding the Basic Facts
- Michael Barclay and Noel Denton, Foster Wheeler Energy Limited, UK - Selecting
offshore LNG processes
- Idaho National Engineering and Environmental Laboratory - Sacramento Small Scale
Liquefier Plant
40
4.
Development of municipal public bus transport in the
aspect of using renewable energy sources
4.1. Envisaged development of municipal bus transport in the perspective of 10-20 years
In the period of the next 10-20 years, the fundamental means of municipal transport in
Rzeszow will still be bus transport. It is possible to increase the use of railway lines crossing
the city for suburban transport and commuting. According to the current study entitled
―
Construction of the system integrating public transport of the City of Rzeszow and the
surroundings‖, the number of buses necessary for municipal transport in Rzeszow is about
160 items. Considering the advanced medium age of the presently operated buses (over 14
years), practically the entire fleet should be replaced with new one in such a period. One of
the conclusions of the study entitled: “Construction of the system integrating public transport
of the City of Rzeszow and the surroundings‖ preliminarily suggests rejuvenation of the fleet
by the purchase in 2011 of 20 buses of standard length - 12 m, fuelled with diesel oil; next, in
the years 2012 – 2013, the purchase of 30 buses with the length of 9-10 m fuelled with diesel
oil, and 20 buses of 12 m fuelled with CNG. The plan has not yet been prepared in detailed
for years after that period.
4.2. Ecological aspect of using methane fuel in municipal buses
Due to small emission of pollutants in vehicles powered with methane, local government in
Rzeszow[61] assumes further increase in the number of buses fuelled with gas. It is assumed
that by 2020, half of the fleet used in urban traffic will be fuelled like that. At present, this is
exclusively CNG, while with the opportunities to obtain biomethane, transition of some of
these vehicles is assumed to fuelling with biomethane. What is important for environment
protection is the fact that high ecological parameters are maintained in buses fuelled with
CNG throughout the period of their operation, and do not deteriorate with the wear of fuelling
and exhaust systems of the engines as in the case of currently used buses with engines fuelled
with diesel oil. In the future, it is envisaged that the number of vehicles fuelled with natural
gas will exceed the number of vehicles fuelled with diesel oil. Directive of the European
Parliament and the Council 2009/33/EC of 23.04.2009 is aimed at stimulation of the
ecological market and energy-saving vehicles.
It determines the orientations of public procurement when purchasing new vehicles for public
transport, stressing the importance of the costs of energy and emission of pollutants calculated
throughout the period of vehicle operation. In EC guidelines and EC regulation 800/2008,
41
possibility of public (state) support was envisaged to purchase ecological and energy-saving
vehicles, and Member States were obliged to introduce statutory, executive and administrative
regulations necessary to implement Directive 2009/33/EC at the latest by 2010. In this
situation, there were favourable circumstances for effective promotion of biofuel for buses,
particularly in cities which, just as Rzeszow, have obtained experience in operation of buses
with CNG drive. It seems that promotion of biomethane of natural gas as fuel faces significant
resistance from the oil fuel lobby, and significantly delays the implementation of gas fuel,
particularly in municipal transport. CNG vehicles favourably affect the improvement of air
quality, to the extent comparable with future improvements for emissions of diesel engines,
in particular in the aspect of solids. The main motive for broader scale introduction of natural
gas as vehicle fuel is the care to guarantee an alternative fuel for transport sector which
presently exclusively depends on petroleum products. Natural gas is the only alternative fuel
with potentially significant share in the market of above 5% by 2020 which may compete
with conventional fuels in economic categories. The development of the infrastructure for
fuelling and the related fleet should minimise the costs in medium-term perspective. Natural
gas can obtain vast share in the market if it has support from the favourable mandatory longterm tax and excise tax to ensure stable conditions until the development of broad market.
Mature technology is available, but the variety of products and services must be continuously
developed. Further efforts in the research and development must support additional
improvements to the technology. Replacement of petrol and diesel oil by natural gas can be
technically and economically feasible if it is performer on a large scale, ensuring benefits on
the mass market for large production of CNG vehicles and the use of the infrastructure (CNG
fuelling stations). In the early phases, the fleet and local markets, such as municipal transport,
offer potentially high use of fuelling stations, on condition of achieving revenues on
investments and development of the network. Regulations and standards for the use of natural
gas as engine fuel for vehicles must be adjusted to maintenance of broad commercialisation of
CNG vehicles at the European level. The application of biomethane, fully renewable fuel, will
contribute to very significant reduction of CO2 emissions to air.
42
4.3. Assessment of reduction of CO2 emissions as a result of application of gas fuel
The introduction of gas fuels (natural gas, biomethane) to bus drives will contribute to the
protection of climate as a result of reduced CO2 emissions and reduction in emissions of other
pollutants. This is of particular importance for the agglomeration and areas with difficulties to
meet the requirements of directives on air quality (Directive 96/62/EC on air quality and
Directive 1999/30/EC relating to limit values for pollutants in ambient air). The EU has taken
efforts for pro-ecological policy of public procurement for vehicles in road transport in the
Green Paper on urban transport [COM(2007)551, ―
Towards a new culture for urban
mobility‖]. It states: ―
A possible approach could be based on the internalisation of external
costs by using life-time costs for energy consumption, CO2 emissions, and pollutant emissions
linked to the operation of the vehicles to be procured as award criteria, in addition to the
vehicle price. Inclusion of life-time costs in the procurement decision process would increase
the awareness for running costs. This would give a competitive advantage to the cleanest and
most energy efficient vehicles and at the same time minimise the overall cost. The public
sector thereby could set an example for ―
sustainable economics‖, to be taken up by other
market actors. In addition, public procurement could give preference to new Euro standards.
The earlier use of cleaner vehicles could also improve air quality in urban areas.‖ At present,
EU legislation regulates exhaust gas emissions by vehicles using the Euro standards, and the
emission limits defined therein are increasingly stricter. By 2020, emissions are planned to
decrease to the level of 25-50% of emissions in 2000. The greatest impact on the market and
the most favourable results from the point of view of costs and benefits can be achieved by
mandatory inclusion of energy consumption costs during the operation cycle, as well as CO 2
and pollution emissions as criteria for public procurement for vehicles rendering public
transport services, which was caused not later than 1 January 2012. The regulations refer to
all purchases of vehicles to render public services of passenger transport under a concession,
permit or authorization of public authority. The application of the above principles should
significantly facilitate promotion of buses with fuelled with gas. Unfortunately, principles of
fees for use of the environment presently adopted in Poland do not consider energy scalers to
the volume of pollution emissions, yet as the basis, fuel consumption is adopted without
considering their various calorific value (Table 13).
43
Table 13. Emissions of gases or dusts to air from combustion processes in combustion
engines (2010)
No.
1
2
3
4
5
6
7
Type of combustion engine
Engines in vehicles with permissible total weight
above 3.5 Mg, except for buses, registered for the
first time by 30.09.1993
Fuel type
Engine petrol
Unit rate
[EURO/Mg]
19.77
Diesel oil
10.27
Biodiesel
9.50
Engines in buses with permissible total weight
above 3.5 Mg, registered for the first time by
30.09.1993
above 3.5 Mg, registered for the first time in the
period 01.10.1993 – 30.09.1996 or with document
confirming meeting of the requirements of Euro 1
Diesel oil
11.92
Biodiesel
10,78
Compressed natural gas CNG (rebuilt
engines), including biomethane
Diesel oil
3.15
Biodiesel
3.25
Diesel oil
2.55
Biodiesel
2.52
Compressed natural gas CNG (engines
manufactured for fuelling with gas),
including biomethane
Diesel oil
1.48
Biodiesel
1.76
Diesel oil
1.23
Biodiesel
1.22
Diesel oil
0,90
Biodiesel
0,83
above 3.5 Mg, with document confirming meeting
of the requirements of Euro 5
4.30
3.36
2.10
2.46
1.60
1.79
1.05
1.24
Contemporary advanced structural solutions of bus gas engines (natural gas, biomethane)
cause them to be characterised with very small CO2 emissions comparable with engines
fuelled with diesel oil ―
from well to wheels‖. In this respect, materials developed by Prof.
Krzysztof Mendera [59] prove very interesting.
It must be remembered that biogas is not directly used to power vehicle engines (including of
public transport), but is refined to the quality of natural gas (Fig. 4).
44
methane
ems [g/kg comb.]
ee [g/MJ]
propane
butane
methanol
isooctane
cetane
ethanol
petrol
diesel oil
biogas
landfill gas.
0
20
40
60
80
100 120 140 160 180 200 220 240 260 280 300
Unit emissions of CO2
Fig.4. Unit CO2 emissions for particular fuel
(Krzysztof Z. Mendera. Paliwa silnikowe a efekt cieplarniany –Fuel engines and the greenhouse effect )
The only component of exhaust gases the emissions of which depend on fuel type is carbon
dioxide, as shown on the basis of stechiometric calculations (Fig. 5).
450
400
350
Emissions of CO2
300
CNG
D
P
Line (P)
Line (D)
Line (CNG)
250
200
150
100
50
0
100
150
200
250
300
350
400
Fuel energy (MJ/100km)
450
500
550
Fig. 5. Course of values of CO2 emissions in the function of value of energy contained
in fuel obtained on the basis of data on bus operation
(Krzysztof Z. Mendera. Paliwa silnikowe a efekt cieplarniany –Fuel engines and the greenhouse effect )
45
4.4. Assessment of demand scale (daily, annual) by MPK for biomethane
Present CNG consumption by 40 buses in operation on average amounts to 4300 Nm3 of gas
per day, which yields annual consumption of about 1.5-1.6 M Nm3. MPK Rzeszow assumes
that the number of buses fuelled with methane will double, to 80 items, of which half could be
fuelled with biomethane (if available). While observing the present mileage of CNG buses
and buses fuelled with biomethane for both such fuels, it can be estimated that the demand for
biomethane and natural gas will achieve about 1.5-1.6 M Nm3 per year each, thus this will
yield total demand of about 3-3.2 M Nm3.
4.5. The envisaged number and mileage of operated buses fuelled with
gas fuel (at present and in the perspective of 10-20 years)
MPK Rzeszow has preliminary estimates that out of the 40 CNG buses currently in operation,
the number will grow to 60 in 2015 and to 80 in 2020, and then it will be kept at this level.
Bus mileage will not undergo major changes, and MPK estimates that they would amount to
about 65 -70 thousand km/bus/year.
The estimates can certainly change, at least in the mid-term (2030) and long-term (2050)
perspective with the benefit for buses powered with engines fuelled with biomethane (natural
gas).
46
5.
Development strategy for urban transport in Rzeszow,
considering the share of buses fuelled with biomethane
5.1. Arguments for increased share of fuelling with biomethane
The several-year-long period of operation of buses fuelled with methane in the form of CNG
made the Staff at MPK Rzeszow, technical staff and drivers acquire skills and experience in
the operation and maintenance of the vehicles. It is assumed that the possible small range of
regulatory and engine control engines required for fuelling with biomethane will be relatively
easy to execute.
Acquisition of biomethane from municipal waste and wastewater dealt with by other
municipal companies (MPWiK, MPGK), which – similarly as MPK – are owned in 100% by
the city, should ensure possibly low and stable price per 1 m3 of methane contained in the
fuel, which will be competitive to CNG.
Biomethane consumption will also meet the conditions for using renewable energy, according
to the planned EU requirements in this respect. This type of fuel meets the EU requirements
as regards increased share of renewable fuels in the engine fuel market imposed by the EU
directive.
Permanent client for biomethane, which MPK Rzeszow is to become, may impact on the
establishment of another manufacturing plant in the region, a place for biomethane acquisition
from agricultural or industrial waste [81].
The application of buses fuelled with biomethane, without incurring high cost of purchase of
buses fuelled with diesel oil and meeting the emissions standard of at least Euro V, will have
a very positive impact on reduction of CO2 emissions, as well as of other harmful pollution.
Considering the tendency of the course of average CO2 road emissions in Poland in the years
1998 – 2004, generally we observe (for a cars) its continuing annual decrease by
approximately 3.3 g/km.
It is a result of introduction to manufacturing of increasingly improved engine structures.
Starting from 2004, average value of CO2 road emissions is at the level of 154-156 g/km. E.g.
for the purpose of achieving in 2015 of the required emission value of 130 g/km during the
next three years, the present emissions must be reduced by approximately 25 g/km, namely by
about 5 g/km per year.
47
It will be helpful to implement an integrated approach to reduction of CO2 emissions from
vehicles. This will probably also refer to urban transport buses. The introduction of
biomethane fuel in bus drives will ensure the achievement of two goals: meeting the EU
requirement as to the share of renewable fuels in the fuel market, and introduction of fuel
characterized with small emission without the need to apply advanced systems that are costly
in operation, as in the case of injection fuelling with diesel oil and the applied technologies
for exhaust gas treatment.
5.2. Simulation of the emissions and demand for gas depending on the adopted
model of bus transport development
According to the materials contained in the studies by MPK in Rzeszow [61] in the case of
maintenance of the present proportion between the CNG buses and diesel buses, and in the
case of simultaneous necessary replacement of all buses with self-ignition engine, some of
which do not meet any Euro standard, to buses meeting Euro V standard, as a target, pollution
volume would amount to:
NOx 138.27 Mg, PM 1.51 Mg, CO 119 Mg, HC 31.18 Mg, which would mean 3.2 times
reduction in emissions of NOx,; 17 times reduction of PM emissions; 2.1 times reduction of
CO and 2.1 times reduction of HC emissions.
In the case of meeting the assumptions of achieving the 50/50 proportions among diesel and
CNG buses, the estimate volume of pollutions will amount to:
NOx 91.72 Mg, PM 0.90 Mg , CO 73.13 Mg, HC 20.76.
It must be stressed that the above calculations are just estimates, bearing significant errors
resulting from the adopted assumptions [61] that can be verified at the present phase in the
actual conditions of road traffic, which was preliminarily done in implementation reports
section 6.6. of BBB project.
When analysing the presented results, one can observe a clear tendency to improve (reduce)
exhaust gas emissions, thus owing to broader application of biomethane fuel air quality will
significantly improve.
Furthermore, the demand for gas in the first case (introduction of approximately 50% buses
fuelled with gas) will amount to approximately 1.5-1.6 M Nm3/year, while in the second case
(100%) approximately 3-3.2 M Nm3/year.
48
5.3. Optimum number of buses fuelled with CNG (including biomethane)
The assumed level of 80 buses fuelled with gas, both CNG and biomethane, results from the
need to ensure security of alternative fuel supplies. Both on the technical part – possibility of
occurrence of failures of equipment for cleaning, compression and distribution of fuel, and in
the economic aspect – fluctuations in fuel prices, lack of assurance of fixed prices or at least
their mutual parity, exceeding of the threshold of 50% of fleet fuelled with gas can be risky at
present, although on the other hand, having reserves in the form of appropriate volume of
LNG or LBG would solve the problem. A solution would also be to inject biomethane to the
natural gas network, and fuelling buses with CNG.
At present, the entire annual production of biogas at the wastewater treatment plant in
Rzeszow is used for production of electricity 3,300 MWh and heat – 18,000 GJ from
cogeneration and 7,700 GJ from the boiler house. A very interesting alternative to treated
biogas combustion in cogeneration plants and boiler houses would be to use biogas for
fuelling buses. The authors are convinced that the latter solution can be more profitable,
particularly that discussions are going on over the change of the current approach to Polish
energy policy, and issue of certificates allowing for obtaining subsidy.
An opinion is clearly crystallising that subsidies must only be applied for production of biogas
of agricultural origin, and then biomethane from biogas production at the wastewater
treatment plant would become a very attractive fuel, attractive for price even without a
subsidy. The purpose of the study is to assess the possibility of using locally produced biogas
for fuelling buses and convincing decision-makers with material, technical and economic
arguments to make the right decisions.
49
Conclusions
After analysis of the materials collected, the authors are convinced that due to very favourable
attitude of the authorities in Rzeszow, and the authorities in MPK in Rzeszow and their
current positive experience in operation of gas-fuelled buses (one of the largest fleets in
Poland), as well as significant experience in biomass production on a large scale, there are
real possibilities of bringing about the introduction of biomethane drive in urban traffic buses
in Rzeszow, the mores o that an opportunity is emerging to carry out such a project by
continuation of the BBB European project. However, it is a condition to practically present
such a solution of the project. From the point of view of profitability of operation of gasfuelled buses, undoubtedly, even with current prices of CNG offered by PGNiG (2.20-2.25
PLN [ ≈0.53 EURO] / Nm3), the profitability is evident. Cost analysis presented in chapter
2.2. has been made on the basis of current experience of MPK in Rzeszow, and it does not
point to significant economic benefits. A similar analysis made by PKM in Gdynia, however,
indicates evident benefits of using natural gas as compared to diesel oil drive. Differences
principally result from high depreciation rates and operating expenses adopted by MPK in
Rzeszow. There is high impact of the level of advancement and technical condition of the bus
(bus manufactured as CNG bus or adapted), where some CNG buses in Rzeszow have been
adapted, and some are purchased as new, yet the level of technical solutions are of older
generation.
At PKM Gdynia, in 2007, brand new MAN CNG buses were purchased. In the last few years,
significant progress was made both in the structure of CNG bus engines, and of the entire
vehicles. Durability and reliability of subassemblies and gas equipment have improved, while
as a result of undertaking production of gas versions of urban buses by most renowned
manufacturers and elongation of the series of produced models of CNG buses, there is
growing competition and prices are going down. As presented in chapter 2.2., higher
depreciation costs directly result from higher cost of purchase of CNG buses as compared to
buses fuelled with diesel oil. Another issue is the very different level of gas consumption per
100 km, as indicated by various bus users.
According to long experience of the study authors, operational energy ratio of replacement of
diesel oil with natural gas in a specific model of diesel engine for the CNG gas version
amounts to 1.35-1.4 (at MPK in Rzeszow the adopted value was 1.54).
50
This means that if a bus with diesel engine on a specific route has consumed approximately
50 litres of diesel oil per 100 km, in the version with gas engine the same bus with the same
traction conditions should not consume more than 70 Nm3 of CNG. After calculation of fuel
purchase costs (for diesel oil, gross wholesale price was adopted of 3.80 PLN [0.90
EURO]/litre, where at petrol stations for individual customers we have 4.40 PLN [0.05
EURO], while for CNG the average price of 2.22 PLN [0.53 EURO] /Nm3) we obtain:
50 x 3.80 PLN = 190.0 PLN [45.24 EURO] /100 km
70 x 2.22 PLN = 155.4 [37.00 EURO] PLN/100 km
Savings on natural gas amount to approximately 35 PLN [8.3 EURO] per each 100 km,
namely at annual mileage of buses of about 65,000 km, savings on one bus should amount to
approximately 22.7 k PLN [5.40 EURO]. Having 40 buses, we will obtain approximately 900
kPLN [214,29 EURO]! Not including evident ecological benefits in the form of reduced
emissions and noise at the level of 6-7 dB/bus.
The calculation will prove even more favourably for biomethane produced in the wastewater
treatment plant in Rzeszow. The authors have no specific prices for biogas from this
wastewater treatment plant, but the production volume is known – about 1.7 M Nm3 of biogas
per year, namely at the methane content of 60-70% after treatment, we shall obtain about
1.02-1.19 M Nm3 of biomethane.
Relying on prices for biogas produced in other similar treatment plants in Poland, it can be
assumed with high probability that the price of one m3 of biogas will not exceed 0.40 PLN
[0.10 EURO] / Nm3. Assuming that the cost of biogas treatment to eliminate carbon dioxide,
drying and compression of biomethane to the pressure of 20 MPa will amount to 0.70 PLN
[0.17 EURO] / Nm3, we will obtain the price of biomethane of about 1.10 PLN [0.26 EURO]
/Nm3, which means 50% of the present price of CNG. Biogas from wastewater treatment
plant in Rzeszow is combusted in cogeneration equipment and used in the local boiler house.
Undoubtedly, the price of biogas used as fuel for cogeneration and boiler houses is much
lower as compared to achievable price if it were treated and after compression used as
biomethane for local fuelling of buses, nevertheless the local level of emissions by CNG
buses speaks for the latter solution.
In the second phase of the study ―
Determination of demand for biogas supplies to fuel buses
of MPK Rzeszow‖, technical opportunities are discussed of solving the issue of systematic
and reliable biogas supplies allowing for its application as biomethane to fuel possibly large
51
fleet of urban buses of MPK in Rzeszow, modeled on similar solutions successfully
implemented by SL Stockholm Public Transport Company.
On the basis of information obtained from MPK in Rzeszow as regards present emissions of
exhaust gases (Table 13), it must be expected that after the introduction of biomethane fuel
for buses, further reduction in emissions will be achieved: approximately 3.2 times reduction
in emissions of NOx,; 17 times reduction in emissions of PM; 2.1 times reduction in CO, and
2.1 times reduction in HC emissions.
52
II.
Opportunity for biomethane p roduction for the p urposes o f
urban transport in Rzeszow
Fig. 6 presents the production of primary energy of biogas. Data presented in Fig. 6 indicates
that in Poland, it is clearly lo wer than e.g. in G ermany. Undoubtedly, th erefore, increase in
production of such energy in Poland is possible, as well as the use of biogas produced after
treatment as engine fuel for vehicles.
Fig. 6. Original energy of biogas in kilo-tonnes of equivalent fuel (ktoe)
Biogas:
agricultural
from sludge
landfill
53
In the early 2010, in Poland, biogas was produced by the following:
 6 agricultural biogas plants
 46 wastewater treatment plants
 72 landfills.
Out of biogas produced in Poland in 2008, 251.8 GWh of electricity and 925 TJ of heat was
generated. In turn, in the present year, there were already 178 biogas plants [According to
desk study on wider range of biogas production option and experiences including production
potencial scenarios for Baltic See Region Biernat K., Dziołak P., Gis W., Żółtowski A. –
study for the purposes of BBB project].
The greatest competition in biomass acquisition (competition in the aspect of generation
capacity for production of biogas - biomethane) for fuel purposes is the energy sector (power
plants), which are a competition for biomethane production considering the limited biomass
resources in Poland.
An effective source of agricultural biomass are e.g. long-term energy plants or microalgae.
Depending on demand for biomass on the part of power plants, opportunities for real use of
their resources for the purpose of e.g. transport fuels will be determined. Table 14 presents
biogas plants, although not all of them were fully functional.
Table 14. Biogas plants in Poland – present condition
Number of
Biogas plants
installations
[items]
Average capacity
Power installed
per installation
[MW]
[MW]
agricultural
8
8.416
1.05
from sludge
55
28.142
0.51
from landfill
80
45.988
0.57
total
143
82.5
─
54
The concept of development of second and third generation biofuels is based on the
assumption that the raw material for their production will be both biomass, and waste oils and
animal fat useless for food industry. In order not to face the choice: energy or food, the
Institute of Agro-Physics of the Polish Academy of Sciences in Lublin has focused its
research on the second and third generation biofuels, obtained in the processes of biomass
gasification and synthesis. According to Professor J. Tys, production of gaseous biofuels of
the second generation using the microalgae biomass opens new directions for the
development of renewable energy.
The development of the technology of cultivation and harvesting of algae will create great
opportunities of effective use of such microorganisms in the area of generation of various
energy media, among which one must mention biohydrogen and biomethane.
Sources of agricultural biomass
Cultivation of long-term energy plants practically has not developed since 2006. The main
cause for such a situation seems to be lack of stable agricultural policy and the lack of price
guarantee and stable sales market, as well as withdrawal of subsidies.
55
1. Potential capacity for biogas production from municipal and
other sources in the perspective of 10 – 20 years
The basic issue when determining present and potential capacity of biogas production for
biomethane production is the accurate assessment of potential raw material resources.
According to the estimates by Professor Grzybek [2006], target demand for energy biomass in
2020 in Poland will achieve 27 Mt.
Considering variation in harvesting of energy plants that can be cultivated in Poland, in
further analyses, average biomass harvest was adopted at the level of 10-12 t d.m.·ha-1. In the
conditions of such a harvesting level and the assumed ceiling for biomass demand, about 2.22.7 Mha of lands must be acquired for its production. While analysing the production
potential of farming lands, expressed with surface structures of soil quality classes and
complexes of land usefulness for agricultural purposes, and considering the priority of food
needs, future increase of forest areas and conservation of ecological values, agricultural space
allows for finding the aforementioned area of farming lands fit for biomass production that
would meet the necessary habitat requirements of e.g. energy plants. These principally
include farming soils of complex 6 (weak rye complex), non-meliorated soils of complexes 8
and 9 (strong and weak cereal-pasture complex), weak greens not covered with protection
priority soils with greater agricultural value, yet considerably chemically contaminated and
mechanically devastated lands, not managed for forestry purposes.
56
Table 15. Areas of agricultural lands determining theoretical potential for biomass
production (thousands of ha)
5
6
8
9
2Z
3Z
Total
Voivodeship
Area
(Region)
[t ha]
[t ha]
[%]
[t ha]
[%]
[t ha]
[%]
[t ha]
[%]
[t ha]
[%]
[t ha]
[%]
[t ha]
Dolnośląskie
1995
115
5.7
116
5.8
18
0.9
1
0.1
277
13.9
49
2.4
605
1797
242
13.5
172
9.6
27
1.5
25
1.4
69
5.4
64
3.6
661
Lubelskie
2512
268
10.7
274
10.9
56
2.2
21
0.8
242
9.6
84
3.4
984
Lubuskie
1399
100
7.2
146
10.4
20
1.4
18
1.3
130
9.3
44
3.2
491
Łódzkie
1822
223
12.3
325
17.8
31
1.7
68
3.7
104
5.7
86
4.7
882
Małopolskie
1519
37
2.4
36
2.4
74
4.9
11
0.7
140
9.2
66
4.3
389
Mazowieckie
3556
399
11.2
619
17.4
99
2.8
84
2.4
329
9.3
199
5.6
1779
Opolskie
941
97
10.3
53
5.7
28
2.9
5
0.5
99
10.6
7
0.8
320
Podkarpackie
1784
51
2.9
108
6.1
27
1.5
11
0.6
138
7.7
72
4.0
429
Podlaskie
2019
148
7.3
240
11.9
65
3.2
7
0.3
202
10.0
198
9.8
901
Pomorskie
1829
171
9.3
213
11.6
23
1.3
5
0.3
122
6.7
49
2.7
614
Śląskie
1233
80
6.5
135
11.0
54
4.4
26
2.1
108
8.8
39
3.2
477
Świętokrzyskie
1171
50
4.3
97
8.3
80
6.8
40
3.4
86
7.3
51
4.3
438
2419
198
8.2
241
10.0
38
1.6
5
0.2
209
8.7
59
2.5
781
2983
367
12.3
388
13.0
26
0.9
92
3.1
146
4.9
184
6.2
1243
KujawskoPomorskie
WarmińskoMazurskie
Wielkopolskie
57
Zachodniopomorskie
Total
2290
265
11.6
210
9.2
20
0.9
13
0.6
186
8.1
79
3.5
807
31269
2811
9.0
3374
10.8
684
2.2
431
1.4
2615
8.4
1330
4.3
11280
For logistic reasons, biomass production should be located in direct vicinity of the client. For
this reason, agricultural lands near power plants are perceived as their potential raw material
base, so difficulties must be accounted for in their future use for a broader scale for biofuel
production. Table 15 presents the comparison of theoretically available areas of selected soil
complexes that can be designated for biomass production. The complexes should be
considered as potential sites for large-area plantations.
1.1. Energy plants and environment protection
Large-area plantations of energy plants can have adverse impact on biodiversity and visual
values of the landscape. For this reason, areas covered with legal nature conservation must not
be used for biomass production. Therefore, from previous estimates of lands fit for
plantations, areas of Nature 2000 and the National System of Protected Areas were deducted
(Fig. 7).
complexes 5, 6, 8, 9, 2z, 3z. for energy plants.
Areas with annual precipitation < 550 mm
Protected areas – acc. to KSOCH 2002 and NATURA 2000 areas
Fig. 7. Spatial distribution of areas fit for biomass production
against protected areas and areas with too low annual precipitation totals
58
1.2 Competition of power plants and biomass resources
Locations of power plants and local availability of biomass from agricultural areas will be of
high importance for biomass acquisition and its logistics, which must ensure regularity of
biomass deliveries to power plants. Competition for influence zones will be particularly
visible in southern Poland. The competition can be characterised by setting radiuses of raw
material bases for power plants, or using indices estimating pressure from neighbouring
power plants on the existing raw material bases.
Fig. 8. Energy plants and their impact zones within the radius of 40 to 100 km.
CLR ratio allows for spatial setting of areas with the greatest potential need for conversion of
traditional agricultural plantations to plantations for energy purposes. The ratio was developed
with the assumption of road transport for biomass and its profitability within the radius of up
to 100 km. The presented CLR map does not include road network and field availability.
The presented analysis indicates that due to location of power plants in Poland, principally
concentrated in the south of Poland, and the resulting demand for biomass, the greatest
reserve of lands for cultivation of raw materials of agricultural origin for biomethane
production is located in the central and northern Poland. Due to significant distance from
Rzeszow, the area cannot be considered in the present study under BBB, but they should be
59
considered in plants of the greatest implementation of biomethane as fuel for buses in cities in
the north of Poland.
1.3. Other potential sources of biomethane
According to Jerzy Tys from the Institute of Agro-Physics of the Polish Academy of Sciences
in Lublin, as mentioned in the introduction, farming lands presently used in Poland for food
production will be used in over 50% for the purposes of fuel production if we want to achieve
10% of RES volume for their current consumption. For comparison, for Brazil just 3% would
be sufficient, while for the United States - 30%. This will affect prices of basic foods, such as
wheat and corn, hence the development of biofuels must be sustainable, and the achievement
of the index target at the level of 10% will require introduction of second generation biofuels.
Requirements set for biofuels of the second generation principally include their sufficient
volume and cheap production, as well as smaller environmental hazard than fuels currently in
use. Furthermore, the concept of development of second and third generation biofuels is based
on the assumption that the raw material for their production should include both biomass and
waste oils and animal fat unfit for food industry.
In order not to face the choice: energy or food, it is necessary to develop new methods for
complex biomass processing, and it is exactly the production of gas biofuels of second
generation with the use of biomass of microalgae that opens new directions for the
development of renewable energy sector.
Microalgae, similarly as land plants, assimilate CO2 from air, using the process of
photosynthesis for growth. Microalgae are not just water organisms, as they can be observed
in all ecosystems on Earth. They are obtained both for consumption, and for industrial
purposes.
Average productivity of biomass of cultivated algae for the purposes of oil acquisition, in a
well-designed system located in an area with high degree of insolation, can amount to 1500
kg/m3d.
With such a productivity, assuming average oil content at the level of 30% of dry mass, the
yield totals 120 m3 oil/ha/year. The latest reports by Biofuels Digest indicate that one of
American companies obtains 700 m3 of oil from 1 ha per year.
This is due to the fact that, contrary to other plants, algae grow very fast and can double their
weight within 24 hours. In favourable conditions, the actual time of algae biomass doubling
60
during their growth can amount to just 3.5 hours. Cultivation of micro-plankton can take place
in open reservoirs, such as lakes or ponds, and in strictly controlled conditions in
photobioreactors. The main disadvantage of open reservoirs is continuous exposition to the
changing weather conditions. In the plantation of algae cultures on industrial scale, closed
cylindrical photobioreactors prove the most efficient. Harvesting of algae can occur in one or
two phases. Algae are usually characterised with high water content, which must be removed
during the harvest.
The development of technology of cultivation and harvest of algae will create significant
opportunities for effective use of such microorganisms for production of such energy media
as biohydrogen and biomethane. The potential of biomethane in Poland is estimated as not
less than approx. 6.6 billion m3/year, yet fulfilment of the energy needs with technologies
related to methane fermentation and biomethane production can be limited due to lack of
sufficient volume of the appropriate raw material, and here the alternative is offered by
microalgae, which yield the harvest 40-60 times greater than many traditional farming plants.
The achievable yield of biomass of algae in the state-of-the-art, closed photoreactors amounts
to approx. 400-500 tonnes per hectare per year.
Such volume can ensure annual production of biomethane at the level of 400,000 – 5,000,000
m3. Selected types of microalgae have high content of lipids, starch and proteins, and the lack
of lignin that is difficult to ferment makes microalgae a perfect substrate for biomethane
production.
Production of second generation gas biofuels using biomass of microalgae is a dynamically
developing energy acquisition business, as algae are superior than traditional plants in the
aspect of harvesting and calorific value, while their cultivation almost completely eliminates
the problem of competition of plants cultivated for food and energy purposes.
61
1.4. Determination of present and potential biogas production capacity from municipal
and other sources in the perspective of 10-20 years in the area of Rzeszow
Production and use of biogas is characterised with high growth potential.
In the Podkarpackie region, however, biogas is not currently produced and used on a broader
scale. Production and use of biogas for energy purposes require significant systemic support
at the very start, namely at the phase of investment (Table 16).
Table 16. Biomass resources and its use for energy purposes
in Podkarpackie Region in 2007 [GJ]
List
Biomass potential
technical
used
to be used
Wood
1 414 559
805 000
609 559
Straw
1 557 000
147 000
1 410 000
Hay
1 112 000
-
1 112 000
Energy plantations
3 599 383
69 760
3 529 623
82 000
120 000
0
Ethanol
352 000
140 000
212 000
Biogas from wastewater treatment plant
112 390
13 000
99 390
Biogas from landfills
140 000
15 000
125 000
70 000
-
70 000
133 000
-
133 000
8 572 332
1 309 760
7 300 572
Biodiesel
Biogas from industrial waste
Agricultural biogas
Total
Source: Database of renewable energy sources, 2008
In turn, the Table 17 below lists installations producing biogas existing by the end of 2007 in
the municipalities of the Podkarpackie Region.
62
Table 17. Installations producing biogas in municipalities of the Podkarpackie Region
Biogas plants
Poviat
Municipality
dębicki
mielecki
Location
User
Municipality Dębica
Dębica
Wodociągi
Dębickie
Municipality Mielec
Mielec
ropczycko- Municipalisędziszowski ty Ostrów
Sp. z o.o.
Kozodrza
MDKG
Sp. z o.o
POLENERGI
A
Municipalistalowowolski ty Stalowa Stalowa Wola MZK Sp. z o.o.
Wola
Productio
volume of waste, n volume
Facility type
wastewater
- gas
processed
(m3/year)
Production
Productio
volume n volume
electricity
- heat
(MWh/year
(GJ/year)
)
wastewater
treatment
plant
5005466
m3/year*
637620
-
-
landfill
No data
No data
-
-
2758
-
landfill
landfill
20113 t/year
No data
-
-
13460398
m3/year
1886417
3585
24200
Poviat of
Rzeszow
Rzeszow
MPWiK Sp. z
o.o. Rzeszow
wastewater
treatment
plant
Poviat of
Tarnobrzeg
Zakrzów
PGK Sp. z o.o.
w Tarnobrzegu
wastewater
treatment 1800000 m3/year 200000
plant
-
-
wastewater
plant
-
90000
kW
-
No data
jasielski
Municipality Jasło
Jasło
MPGK Sp. z
o.o.
przeworski
Municipality Zarzecze
Zarzecze
Municipal
Plant
sanocki
Municipality Sanok
Trepcza
Poviat of
Krosno
Krosno
Poviat of
Przemyśl
Przemyśl
SPGK
Sp. z o.o.
MPGK
Sp. z o.o.
wastewater
treatment plant
wastewater
treatment
plant
16 t/year
Installation does
not exist
wastewater
treatment
plant
11000 m3/year
43800
7820000 m3/year 840000
600000
kWh/year
wastewater
plant
614167
kWh/year
907200
kW
The analysis of the area of the Podkarpackie voivodeship (region) in the aspect of possible
use of RES and energy effects of such measures only indicates opportunities for increasing
the independence ratio. Estimate results of the analysis have been presented in Table 18
[62],[81].
63
Table 18. Estimate results of analysis of the area of Podkarpackie region
in the aspect of opportunity of using RES and energy effects
Type of renewable energy
source
Solar energy
industry
odnawialnej
- photo-termic collectors
Technical potential
GWh
Use in 2007
TJ
TJ
-
23 400.00
5.54
954 760.97
3 437 139.50
0.04
2 100.00
7 560.00
7.74
- geothermal waters*
-
28.50
0.00
- land collectors**
-
6 253.23
7.80
335.00
1 206.00
530.28
- wood
-
1 414.55
850.00
- straw
-
1 557.00
167.00
- hay
-
1 112.00
0.00
- energy plantations
-
3 599.38
79.76
- biodiesel
-
82.00
140.00
- ethanol
-
352.00
160.00
- biogas from WWTP
-
112.39
18.00
- biogas from landfills
-
140.00
23.00
- biogas from industrial waste
-
70.00
0.00
- agricultural biogas
-
133.00
0.00
Total
-
3 484 159.55
2 057.54
- photovoltaic panels
Wind energy industry
- wind power plants
Geothermal energy industry
Water energy industry
- water power plants
Biomass for energy purposes
The analyses performed by the Department of Agricultural Sciences at the University of
Natural Sciences in Lublin indicate that the most efficient material for biogas production is
the fruit cake as co-substrate for agricultural substrate in the form of liquid manure or brewery
pulp. Equally satisfactory as to efficiency is corn ensilage, although economic efficiency of
this raw material is lower as compared to fruit cake due to purchase (or manufacturing) cost
of substrate from the target culture, whereas the cost of acquisition of waste from food
industry is limited to the economically justified logistic costs. Biogas production based on
64
cattle manure, both in connection with liquid manure and cereal pulp, without the addition of
high-efficiency co-substrates, is a non-efficient process from the economic point of view.
In view of the phenomena recently occurring in the agricultural environment (growing prices
of crops and other foods), for energy production, one must principally use waste substrates
from agricultural production, food industry, food wastes and organic fraction of household
wastes, so all the materials that can have negative balance of acquisition costs.
The decision on launching biomethane production from raw materials and agricultural waste
requires careful analysis of the market of such substrates, their price and guarantee of
availability throughout a rather long period of biogas plant operation (on the basis of the study
by the Department of Agricultural Sciences at the University of Natural Sciences in Lublin).
An important source of biogas could be biofraction of municipal waste, yet in order to
effectively estimate the composition of waste, one should carry out the study on the volume of
sorted waste and its composition. The volume has a clear growth tendency, which means
continuous growth of substrates of this origin. An invaluable and not estimated substrate from
urban area can be waste from urban greens, which is currently not fully used. Statistical data
indicate that this could be a permanent source of the substrate (Table 18). When analysing the
data contained in Table 18, one can observe several tendencies as regards wastewater. On this
basis, one can determine forecasts for the coming years. The length of the sewerage system
within the city systematically grows, and the percent of connections to the sewerage system
remains within the range of 90 %, which is due to two factors: connection of new districts to
the city and gradual connection of other areas of the city to the sewerage system.
65
2. Rzeszow strategy in the area of biogas acquisition
2.1. Present status of waste management
On the basis of the materials collected by municipal services in Rzeszow, it is estimated
that in 2006, 70,300 Mg of municipal waste were generated. In the waste generated in
Rzeszow, biodegradable kitchen wastes prevail (23,200 Mg), as well as paper and
cardboard (14,200 Mg).
In 2006, within a collection campaign, 51,364 Mg municipal waste was collected,
including:
50 245.4 Mg
Mixed municipal waste (this is over 17 % of all mixed waste collected in
Podkarpackie Region),
275.1 Mg
Waste paper,
505.0 Mg
Broken glass (white and colour glass),
142.7 Mg
Plastic,
0.5 Mg
Metals,
172.2 Mg
Textiles,
1.7 Mg
Hazardous waste,
1.4 Mg
Waste (electrical and electronic waste),
20.2 Mg
Biodegradable waste.
This indicates that selectively collected waste constitutes just 2% of all mu nicipal waste
collected. In the stream of municipal waste, according to estimates, there are 700 Mg
hazardous waste. Non-selectively collected waste is deposited in landfills at Kozodrza and
Młyny. Some waste is used in households (animal feeding, home composts, incineration
in boiler houses).
66
GRAPHIC PRESENTATION OF M AJOR WASTE P ROCESSING POINTS AN D
ROUTES OF THEIR TRANSPORT
Direction of waste transport to
Krowodrza’s landfill
Direction of waste transport to
Mills’s landfill
Fig. 9. Direction of transport of waste from the city of Rzeszow
Firma Usługowo – Handlowa EKO-TOP Sp. z o.o.
ZZO Rzeszow
67
3. Envisaged investment outlays of Rzeszow related to biogas
acquisition for the purpose of bus fuelling
Biomethane acquisition in the quantity necessary to fuel 30 CNG buses planned for launch in
Rzeszow’s transport requires the construction of new fermentation chambers (WKF) on the
territory of the existing Wastewater Treatment Plant in Rzeszow or application of a new
biotechnology for algae production there. Biogas production with classic methods is known
and implemented on a large scale, but the possible launch of the new biotechnology,
involving production of algae being raw material for biomethane production is still in the
early phase of development, and it is hard to obtain output data to estimate the cost of
applying this technology. Polish and foreign experiences gathered on so far implemented
similar investments allow for assuming that in Polish conditions, in order to achieve
production capacity of 1 MWh of electricity from biogas, one should invest about 1 M Euro
in the installation for its production. The price level of the installation adopted for further
deliberations refers to biomethane production, thus biogas after treatment.
This means that if, potentially, from 1 Nm3 of biomethane we can obtain about 10 kWh of
energy, then in order to produce 1 MWh of energy we need about 100 Nm 3 of biomethane,
and the cost of building installation with such capacity will amount to about 3 M Euro.
Gas drive for 30 CNG (biomethane) buses, with the assumption of daily mileage of each bust
of about 300 km and biomethane consumption of about 60 Nm3/100 km, will require the
supply to the depot of approximately 5,400 Nm3/day (approximately 225-250 Nm3/h).
Therefore, the cost of building the installation for production of 250 Nm3/h will amount to
about 7.5 M Euro. In the Rzeszow conditions, biomethane produced in the newly constructed
installation on the territory of the Wastewater Treatment Plant will have to be transmitted to
the bus depot e.g. by pipeline or in the form of CNG by cylinder vehicles. According to the
cost estimate for pipeline construction, outlays needed for its construction, calculated using
the rates of the end of 2010, were defined as approximately 180 kPLN [42.86 EURO]. Before
feeding biomethane to the pipeline for transmission, it must be compressed to the pressure of
2.5 – 3 bar (medium pressure), which requires the application of a compressor.
The price of blade compressor made in the Ex version, selected for the target capacity of up to
500 Nm3/h, will amount to approximately 200 kPLN [47.62 EURO].
68
Technical capacity and conditions for obtaining treated biogas (biomethane) with the
parameters of engine fuel
For the purpose of determining technical and economic capacities o obtaining biogas with the
parameters of engine fuel (biomethane with the content of min. 96% methane), bid contest
was organized for the construction of the installation for production of biogas with the
properties of biomethane together with treatment part mainly related to carbon dioxide.
Also, analysis was performed of the cost of construction of auxiliary equipment: construction
of the pipeline connecting biogas plant with the bus depot and the existing CNG station. At
this phase, it was assumed that the present hourly capacity of the CNG station is sufficient to
ensure tanking of the planned additional 30 CNG buses.
As a result of bid contest performer, three offers were obtained – one developed by Faculty of
Energy and Environmental Engineering of the Silesian University of Technology, the second
by well-known BIOGAZ ZENERIS Sp. z o.o. from Poznań, and the third from eGmina,
Infrastruktura, Energetyka from Gliwice. The most favourable offer worth 1.8 M Euro net
was presented by BIOGAZ ZENERIS Sp. z o.o. from Poznań, who apart from the lowest
price, ensures the achievement, after treatment of the biogas supplied (55-60% methane), of
biomethane with 96% content of methane. The offers have been presented in Annex 1.
69
4. Annex 1 (three offers)
Politechnika Śląska
Wydział Inżynierii Środowiska i Energetyki
Instytut Inżynierii Wody i Ścieków
[Silesian University of Technology
Faculty of Energy and Environmental Engineering
Institute of Water and Wastewater Engineering]
Ul. Konarskiego 18
44-100 Gliwice
NGV Autogas Sp. z o. o.
ul. Kochanowskiego 3/1A
31-127 Kraków
70
OFFER
“TECHNICAL CAPACITIES AND CONDITIONS FOR ACHIEVING TREATED
BIOGAS (BIOMETHANE) WITH THE PARAMETERS OF ENGINE FUEL
(APPROXIMATELY 90% CH4, WITHOUT SULPHUR COMPOUNDS, AFTER
PASSING THROUGH DRIED SCRUBBER)”
In response to request for proposal of 16 February 2011, we present our offer for performance
of the installation for obtaining engine fuel from biogas produced in the municipal wastewater
treatment plant.
The main contaminants accompanying biogas obtained in the municipal wastewater treatment
plant include carbon dioxide, hydrogen sulphide and steam. CO2 elimination from biogas
occurs using physical, chemical or biological methods. The most popular physical method is
washing with water, pressure swing absorption, and absorption using alkanoloamines.
Cryogenic, membrane, absorption methods joined with oxidant or in alkali solution are also
used.
In the method using water, physical property of carbon dioxide is used, namely increased
solubility in water, at increased pressure. At high pressure, carbon dioxide dissolves in water,
and methane to a much smaller degree. After pressure reduction, carbon dioxide contained in
water is released from water. Air blowing of water with carbon dioxide stimulates the process
of its release from the solution. The main disadvantage of the process is the fact that it
requires large volumes of water, which must be treated afterwards. Hydrogen sulphide
elimination with biological method must be then abstained from due to introduction of
nitrogen to biogas. Application of meadow ores to eliminate sulphur compounds or other
sorption method is then required. Other contaminants, such as hydrogen sulphide,
mercaptans, esters, alcohols, etc. also dissolve in water and are then removed.
Carbon dioxide absorption by water is a purely physical process. According to Henry’s law,
CO2 solution in water can be increased by the increase in gas pressure. Optimum pressure is 6
– 8 bar.
Installation for fuel production generally for gas engines should have at least the following:
- capacity of approximately 600 m3 of treated biogas/h,
- methane content of approx. 90%,
- hydrogen sulphide content permissible for combustion engines,
71
- steam content permissible for combustion engines.
According to the diagram below, the biogas treatment installation must (Fig. 10):
- be resistant to corrosive impact of biogas components,
- be resistant to working pressure of 7 bars,
- absorption columns must contain filling with Pall or other rings to increase the specific
surface necessary for contact of water and CO2,
- contain installation for column washing,
- contain installation for gas drying.
Treated
biogas
biogaz
oczyszczony
gaz
Waste
gas
odpadowy
water
woda
water
woda
z
b
i
o
r
n
i
k
tank
Absorption
Absorpcja
compressor
kompresor
Desorpcja
Desorption
water
woda
raw
biogas
surowy
biogaz
biogaz biogas
Recirculated
recyrkulowany
powietrze
air
Fig. 10 Diagram of biogas treatment installation
The scope of delivery under this offer includes:
- development and performance of technological documentation,
- supply and assembly of the installation together with internal installations,
- start-up of the installation.
The offer does not include:
72
- obtaining permits and approvals required by applicable regulations,
- designs of water and electricity connection installations,
- performance of connections to external networks.
The price for the aforementioned scope of the offer amounts to 2,420,000 Euro.
Dr eng.
Jan CEBULA
73
Dear Mr.
Marek Rudkowski
NGV AUTOGAS Sp. z o.o.
BIOGAZ ZENERIS Sp. z o.o.
ul. I. Paderewskiego 7
61 -770 Poznań
nip: 525-24-22-364
tel. + 48 (61) 851-60-25
fax. + 48 (61) 851-74-28
www.biogaz-zeneris.pl
Request for Proposal:
Mr. Marek Rudkowski
tel.: 501 073 631
autogas@ngvautogas.com.pl
subject:
Offer prepared by:
Marcin Jędrysiak
tel.: 061 279 41 00
marcin.jedrysiak@biogaz.com.pl
estimate outlays for biogas treatment installation – No. BZ/03/03/2011
Ladies and Gentlemen,
In reference to your preliminary inquiry related to the supply of biogas treatment installation,
BIOGAZ ZENERIS Sp. z o.o. presents you orientation outlays related to the installation. This
information does not constitute an offer in the understanding of the Civil Code.
BIOGAZ ZENERIS Sp. z o.o. belongs to BBI ZENERIS NFI S.A. Group, and offers full
range of services in the area of launch and operation of biogas production installations in the
BIOGAZ ZENERIS™ technology – from consulting at the decision-making phase through
supervision of the biogas production process in the completed installation. BIOGAZ
ZENERIS manages the entire process of biogas installation construction.
Core services of BIOGAZ ZENERIS include:
1. Offering licence for biogas production in BIOGAZ ZENERIS™ technology, single-phase,
mesophyll technology,
2. Consulting at the phase of investment decision-making in the area of biogas plant,
3. Support for the investor in the process of obtaining administrative decisions related to the
construction and operation of biogas plant,
4. Consulting in the area of construction and operation of biogas,
5. Designing of biogas installation,
74
6. Performance of biogas plant in the turn-key model in the developer mode - substitute
investor function,
7. Consulting in the area of w biogas plant financing,
8. Operation and maintenance of the biogas plant, including biotechnological supervision.
BIOGAZ ZENERIS also offers services in the area of supply and assembly of installations
related to the use of biogas generated, in particular cogeneration units powered with biogas.
The Company is also prepared for consulting and supply of biogas treatment installation to
the form of biomethane.
Orientation cost of supply and assembly of the biogas treatment equipment with the
following parameters:
1. Biogas composition - 60% CH4
2. Biogas stream - 1000 m3/h
3. Biomethane composition - 97-98% CH4
amounts to approximately 1.8 M euro.
We would like to stress that BIOGAZ ZENERIS Sp. z o.o. offers support or substitution at all
phases related to carrying out biogas investment. Launch of the biogas plant and
biotechnological supervision, as well as maintenance in the area of biotechnological
processes constitutes an optimal supplementation of the offer for construction of the biogas
plant alone. It is BIOGAZ ZENERIS’ objective to provide the investor with full service of the
process of construction and operation of the biogas plant. The key role in the preparation of
the concept for the biogas plant, design and launch of the biogas plant, as well as ensuring
biotechnological supervision, belongs to BIOGAZ ZENERIS Laboratory. It is a specialist
laboratory established to support and prepare biogas projects in the area of optimal use of
substrates for biogas production.
If you are interested with our services, please contact us or provide us with detail
specification of your order. On the basis of the data and information sent, we will prepare a
detailed price proposal for you.
Poznań, 21 March 2011
75
Gliwice, 2011-02-24
NGV Autogas Sp z o.o.
ul. Kochanowskiego 3/1A
31-127 KRAKÓW
OFFER FOR ACQUISITION OF TREATED ENGINE FUEL FROM BIOGAS
In reference to your RFP of 16-02-2011, we present our offer for performance
of the installation for obtaining engine fuel. According to the RFP, the following technical
assumptions were adopted:
- installation capacity: approx. 600 m3/h of treated gas;
- methane content in the treated gas – at least 90%;
- trace sulphur content – permissible in engine fuels;
- biogas produced at wastewater treatment plant contains approx. 50% methane.
With these assumption, the technology of treatment enforces the processing of approx. 1200
m3 biogas/h.
The installation offered improves methane share in biogas with the
simultaneous reduction of carbon dioxide, hydrogen sulphide and water content to the level
allowing for its use in gas engines. Gas parameters achieved allow for correct operation of
engines in road transport.
Basic functions of the installation:
1. Biogas obtained in the wastewater treatment plant will be compressed in the
installation to approx. 7 bar overpressure and appropriately cooled.
2. Compressed biogas will pass through the absorption column. Biogas will be input in
the bottom part of the column, which will be filled with material increasing the contact
surface between water and gas.
3. In the opposite direction to gas flow, from the top of the column, water will be
pumped and atomised (absorption factor). Water absorbs carbon dioxide and is
directed to the desorption column, where carbon dioxide is released. Next, water is
returned to the process.
4. The preliminarily treated gas (methane), while passing through scrubber and drying
systems in the form of treated and dries gas containing small and trace volumes of
other gasses that do not negatively affect gas engine operation.
76
Installation diagram:
Biogs after
treatment
Water
after
regeneration
Water after
absorption
Biogas from
biogas plant
ABSORPTION
COLUMN
DESORPTION
COLUMN
Biogas treatment installation diagram
44-100 Gliwice, ul. Krzywoustego 2
Parameters of biogas supplied to the treatment installation
Total biogas stream
Methane content in biogas
Carbon dioxide content
Gas residue content (N2, O2, etc.)
Hydrogen sulphide content (H2S)
Preliminary biogas pressure
Biogas temperature
Dew point
Treated gas parameters
Methane content
Hydrogen sulphide content
Output gas overpressure
Output gas temperature
M3/h
%
%
%
ppm
mbar
overpressure
20- 37
°C
approx. 20 °C
1 400
50-55
40-50
<0.5
< 100
20-50
93-97
<5
0.3 – 6.5
10-25
%
ppm
bar overpressure
°C
Installation footage: approx. 600 m2
Scope of delivery covered by the offer:
1. Development and performance of technological documentation.
2. Supply and assembly of technical installation for biogas treatment together with
internal installations.
3. Installation start-up.
77
The offer does not include in particular:
1. Obtaining necessary legally required permits and approvals.
2. Designs for connections to external networks (water mains, electrical, sewerage
system, etc.)
3. Performance of connections to external networks.
4. Supply and assembly of equipment for compressing and storage of treated gas.
Price for the aforementioned scope of the offer amounts to 2,300,000 €.
President of the Board
Andrzej Jurkiewicz, MSc.
Eng.
President of the Board
eGMINA.
INFRASTRUKTURA,
ENERGETYKA Sp. z o.o.
mgr inż. Andrzej Jurkiewicz
eGMINA.
INFRASTRUKTURA,
ENERGETYKA
Spółka z o.o.
ul. B. Krzywoustego 2/6 Gliwice
NIP 631-251-12-16
REGON 240533845
78
Assessment of biomethane production potential in the region of Rzeszow fit for use as
engine fuel.
Wastewater sludge. Goals and direction of measures
According to the National Waste Management Plan 2010 and Regional Waste Management
Plan, the preferred way of procedure with wastewater sludge will be their composting. The
condition for use of wastewater sludge for composting and use for agricultural purposes will
be their appropriate composition (chemical and pathogen content).
Biodegradable waste
The table specifies collective volume of biodegrable waste generated on the territory of
ZZO (Waste Management Plant), and their necessary volume which, in line with the
adopted goals, must be managed with methods other than landfilling.
Table 19. Balance of biodegradable waste on the territory of ZZO Rzeszow
Mass generated
Mass to be manager with methods other
year/kMg
than landfilling (year/kMg)
2011
52.0
2015
54.6
2011
2015
0.9
1.0
2011
26.4
2015
37.0
Potential of Rzeszow and Podkarpacie in the area of production of biogas from waste
In the Polish legislation, in the Regulation of the Minister of Economy, Labour and Social
Policy of 30 May 2003 on detailed scope of obligation to purchase electricity and heat from
renewable energy sources, for the first time in Poland, the definition of biogas was specified:
―
biogas‖ - gas obtained from biomass, in particular from animal or vegetable waste
processing installations, wastewater treatment plants and landfills [69].
79
Biogas can be obtained from the following organic waste:
 Liquid manure, fermented liquid manure, manure, poultry litter,
 Vegetable waste,
 Wastewater from food processing plants: slaughter house, milk plant, meat processing,
sugar plant,
 Wastewater from pharmaceutical plants, paper mills and other waste containing
organic fractions,
 Sludge from municipal wastewater,
 Organic fraction in landfills.
Biogas (or landfill gas) can be managed in various ways:
 for heat production,
 for electricity production,
 in cogeneration systems for generation of electricity and heat,
 as vehicle fuel,
 for methanol production,
 transmitted to gas network.
The volume of biogas in the area of theoretical potential from various use areas has the
following value:

from wastewater treatment plant – 16,780,512 m3/year, with energy content 352,390
GJ/year,

from landfills – 6,696,000 m3, with energy content 107,136 GJ/year,

from industrial wastewater – 892,660 m3, with energy content 17,853 GJ/year,

from animal production – 177,072,907 m3, with energy content 4,143,500 GJ/year.
In total, theoretical potential of biogas in Podkarpackie area amounts to 4,620,879 GJ/year.
Technical potential of biogas is as follows:

from wastewater treatment plant – 111 168 m3,

from landfills – 6 696 000 m3,

from industrial wastewater – 446 330 m3,

from animal production – 6 425 661m3.
80
In total, annual technical potential of biogas production in Podkarpackie region amounts to 13
679 150 m3, namely 27 358 GJ/year.
Biogas from wastewater treatment plant
Theoretical potential of biogas from wastewater treatment plant was estimated with the
assumption that all wastewater on the territory of the region will be used for its generation.
The potential has been calculated into energy units and power achievable from this source. At
the same time, it is assumed that processing efficiency amounts to 100%. Another assumption
is that municipal wastewater is collected from the entire population. Upon calculation of the
theoretical potential, it was assumed that out of 1,000 Nm3 of wastewater incoming to the
wastewater treatment plant exclusively from the municipal sector, one can obtain 200 Nm3 of
biogas.
Biogas produced in fermentation chambers of wastewater treatment plant is characterised with
methane content ranging 55 – 65%. For further calculations, average value was adopted,
namely 60%. Calorific value of biogas most frequently ranges between 19.8 and 23.4 MJ/m3,
which corresponds to 5.5 – 6.5 kWh/m3 [Skrzypczak 2003]. For further calculations, it was
adopted that calorific value of biogas amounts to 21 MJ/m3. Furthermore, it was adopted that
during a year, in the municipal segment, the volume of water collected and sewerage
discharged is the same, and amounts on average 40 m3 wastewater per person in households.
Table 20 and map in Fig. 13 present theoretical potential of biogas in particular poviats of
Podkarpackie region.
81
Table 20. Theoretical potential of biogas from wastewater treatment plant in
Podkarpackie region in the spatial (poviat) system as of the end of 2005
No. List
1.
PODKARPACKIE
2.
Poviat of Dębica
3.
Population
[people]
Biogas
volume,
[m3]
Energy
volume
[GJ/year]
2 097 564
16 780 512
352390
132 490
1 059 920
22258
Poviat of Kolbuszowa
61 388
491 104
10313
4.
Poviat of Leżajsk
69 202
553 616
11625
5.
Poviat of Łańcut
77 761
622 088
13063
6.
Poviat of Mielec
133 158
1 065 264
22370
7.
Poviat of Nisko
67 085
536 680
11270
8.
Poviat of Ropczyce-Sędziszów
71 275
570 200
11974
9.
Poviat of Rzeszow
170 065
1360 520
28570
10. Poviat of Stalowa Wola
108 830
870 640
18283
11. Poviat of Tarnobrzeg
53 713
429 704
9023
12. Poviat of C. Rzeszow
163 508
1308 064
27469
13. Poviat of T. Tarnobrzeg
50 047
400 376
8407
14. Poviat of Bieszczady
22 184
177 472
3726
15. Poviat of Brzozów
65 228
521 824
10958
16. Poviat of Jarosław
122 072
976 576
20508
17. Poviat of Jasło
114 997
919 976
19319
18. Poviat of Krosno
109 749
877 992
18437
19. Poviat of Lubaczów
57 022
456 176
9579
20. Poviat of Przemyśl
71 101
568 808
11944
21. Poviat of Przeworsk
78 637
629 096
13211
22. Poviat of Sanok
94 719
757 752
15912
23. Poviat of Strzyżów
61 905
495 240
10400
24. Poviat of Lesko
26 578
212 624
4465
25. Poviat of C. Krosno
47 723
381 784
8017
26. Poviat of C. Przemyśl
67 127
537 016
11277
82
below 10.0
above 20.0
Fig. 11. Theoretical potential of biogas energy from wastewater treatment plants [k GJ/year]
in Podkarpackie Region in the spatial system as of the end of 2005
In order to determine the technical potential, with the calculation where the actual volume of
wastewater treated in treatment plants was used, namely municipal wastewater mixed with
rain water, underground water and industrial wastewater, the ratio was adopted of 80 Nm3 of
biogas generated per 1,000 Nm3 of wastewater actually incoming to the treatment plant.
Similarly as in the case of theoretical potential, final effect is interesting, namely the volume
of energy obtained after transformations in the form of electricity and heat.
Therefore, these calculations also consider efficiency of transformations into useful forms of
energy. Considering currently available technical equipment, one regular cubic meter of
biogas allows for producing:
 2.1 kWh electricity (with assumed system efficiency of 33%)
 5.4 kWh heat (with assumed system efficiency of 85%)
 in cogeneration of electricity and heat: 2.1 kWh of electricity and 2.9 kWh heat.
83
Calculation of technical potential requires awareness of the throughput of the treatment plant
referred to time unit - Nm3/day. For calculation of the technical potential, we adopt the
treatment plants the throughput of which amounts to above 5000 Nm3/day. The calculations
consider average throughput for treatment plants operating in particular poviats. The results
have been presented in the table, where technical potential of biogas production in wastewater
treatment plants has been specified. This does not account for the treatment plants the
throughputs of which amounts to below 5000 Nm3/day. Technical potential of energy
production from biogas in wastewater treatment plant has been presented in Table 21.
Table 21. Technical potential for energy production from biogas in wastewater
treatment plants
Territorial unit
Energy
volume in Electricity
volume
biogas
[MWh]
[GJ/ day]
Volume of
cogenerated energy
Heat
energy
volume
[MWh]
heat
[MWh]
electricity
MWh]
PODKARPACKIE
6.2
194571.4
500326.5
268693.9
194571.4
Poviat of Dębica
3.3
103110.3
265140.9
142390.5
103110.3
1.1
35889.8
92288.1
49562.1
35889.8
Poviat of Leżajsk
5.0
158942.7
408709.8
219492.3
158942.7
Poviat of Łańcut
3.1
98091
252234
135459
98091
Poviat of Mielec
2.1
67183.2
172756.8
92776.8
67183.2
Poviat of Nisko
2.3
72943.2
187568.2
100731.1
72943.2
1.9
62273.4
160131.6
85996.6
62273.4
Poviat of Rzeszow
1.0
33283.2
85585.4
45962.5
33283.2
Poviat of Stalowa Wola
33.2
1047169
2692721
1446091
1047169
Poviat of Tarnobrzeg
1.2
40277.3
103570.3
55621.1
40277.3
Poviat of the C. Rzeszow
17.6
556680.6
143146.4
768749.4
556680.6
Poviat of Tarnobrzeg Town
103.8
3271199
841165.6
4517371
3271199
Poviat of Jarosław
2.1
20496
52704
28304
20496
Poviat of Jasło
5.1
19587.3
50367.3
27049.1
19587.3
Poviat of Krosno
3.5
65953.4
169594.6
91078.6
65953.4
Poviat of Przeworsk
1.7
161089.6
414230.4
222457.1
161089.6
Poviat of Sanok
2.4
111998.9
287997.1
154665.1
111998.9
Poviat of Strzyżów
0.9
27266.4
70113.6
37653.6
27266.4
Poviat of C. Krosno
28.9
8008.2
20592.5
11058.9
8008.2
Poviat of C. Przemyśl
45.1
52808
135792
72925.33
52808
84
Biogas from municipal waste
Biogas generated at landfills is called landfill gas. At municipal landfills, the fermentation
process occurs automatically in an uncontrolled manner, and thus poses a threat to the natural
environment.
The end product of waste decomposition at the landfill is landfill gas, the average
composition of which is specified, on the basis of results performed at several landfills in
Poland by OBREM and other research entities, as follows:
- methane
45 - 65% vol.,
- carbon dioxide
25 - 35% vol.,
- nitrogen (N2)
10 - 20% vol.,
- oxygen (O2)
< 3% vol.,
- other additives approx.
1% vol.,
Table 21 specifies the volume of methane and the related calorific value on landfills from
where landfill gas is collected in selected towns. Methane content in landfill gas depends on
the method of gas removal from the landfill.
With the natural gas outflow (at passive degasification of landfill), landfill gas contains 60 –
65% methane, while with active degasification and with good sealing of the deposit, methane
content amounts to 45 – 50%, whereas upon active degasification and upon poor sealing of
the deposit, atmospheric air is sucked in, and methane content drops down to 25 – 45%. For
further analysis, it was assumed that its calorific value amounts to 16.0 MJ/m3.
Theoretical potential of biogas from landfills is its volume obtained from the entire possible
production of municipal waste on the territory of poviats and the region, municipal waste is
collected from the entire population. In Podkarpackie region, there are 55 landfills with the
area of 115.4 ha. For the purpose of determining theoretical potential, it is necessary to
determine the population on the territory, as presented in the chapter on wastewater treatment
plant.
Theoretical and actual volumes of landfill gas are between 6 and 240 Nm3/Mg of waste. On
average, it is assumed that from 1 t of waste, 30-120 m3 of gas are generated [Skorek, Kalina
2005]. For calculation of the theoretical potential, it was assumed that out of 1 t of waste, 20
Nm3 of landfill gas are generated during a year. On the basis of the above data and
85
calculations, theoretical potential of energy contained in landfill gas in the analysed poviats
has been presented in Table 22 and Table 23.
Table 22. Theoretical potential of landfill gas in
poviats of Podkarpackie region
List
Municipal
Biogas
Energy
waste/year
volume,
volume
3
[k Mg]
[k m /year]
[GJ/year]
PODKARPACKIE
334.8
6696
107136
Poviat of Bieszczady
6.2
124
1984
Poviat of Brzozów
6.5
130
2080
Poviat of Dębica
21.5
430
6880
Poviat of Jarosław
19.3
386
6176
Poviat of Jasło
18.6
372
5952
6.4
128
2048
Poviat of Krosno
12.3
246
3936
Poviat of Lesko
6.5
130
2080
Poviat of Leżajsk
13.1
262
4192
Poviat of Lubaczów
6.9
138
2208
Poviat of Łańcut
7.4
148
2368
Poviat of Mielec
26.1
522
8352
Poviat of Nisko
4.4
88
1408
Poviat of Przemyśl
4.9
98
1568
Poviat of Przeworsk
10.2
204
3264
5.6
112
1792
Poviat of Rzeszow
14.3
286
4576
Poviat of Sanok
18.1
362
5792
86
19.6
392
6272
2.8
56
896
8.2
164
2624
Poviat of C. Krosno
13.3
266
4256
21.0
420
6720
Poviat of C. Rzeszow
51.5
1030
16480
Poviat of T. Tarnobrzeg
9.9
198
3168
below 1000,0
above 10000,0
Fig. 12. Theoretical potential of energy from landfill gas [GJ/year] in the spatial system of
Podkarpackie region.
87
Table 23. Technical potential of landfill gas and energy production from such gas
Biogas
Electricity
Heat
volume
volume
volume
[k m /year]
[MWh]
[MWh]
PODKARPACKIE
6696
14061.6
124
Poviat of Brzozów
List
Volume of cogenerated
energy
heat
electricity
[MWh]
[MW]
36158.4
19418.4
14061.6
260.4
669.6
359.6
260.4
130
273
702
377
273
Poviat of Dębica
430
903
2322
1247
903
Poviat of Jarosław
386
810.6
2084.4
1119.4
810.6
Poviat of Jasło
372
781.2
2008.8
1078.8
781.2
128
268.8
691.2
371.2
268.8
Poviat of Krosno
246
516.6
1328.4
713.4
516.6
Poviat of Lesko
130
273
702
377
273
Poviat of Leżajsk
262
550.2
1414.8
759.8
550.2
Poviat of Lubaczów
138
289.8
745.2
400.2
289.8
Poviat of Łańcut
148
310.8
799.2
429.2
310.8
Poviat of Mielec
522
1096.2
2818.8
1513.8
1096.2
Poviat of Nisko
88
184.8
475.2
255.2
184.8
Poviat of Przemyśl
98
205.8
529.2
284.2
205.8
Poviat of Przeworsk
204
428.4
1101.6
591.6
428.4
112
235.2
604.8
324.8
235.2
Poviat of Rzeszow
286
600.6
1544.4
829.4
600.6
Poviat of Sanok
362
760.2
1954.8
1049.8
760.2
392
823.2
2116.8
1136.8
823.2
3
88
56
117.6
302.4
162.4
117.6
164
344.4
885.6
475.6
344.4
Poviat m. Krosno
266
558.6
1436.4
771.4
558.6
420
882
2268
1218
882
Poviat of C. Rzeszow
1030
2163
5562
2987
2163
Poviat of T. Tarnobrzeg
198
415.8
1069.2
574.2
415.8
Biogas from agricultural production
Upon calculation of the theoretical potential, it was assumed that faeces is collected from the
entire population of livestock.
This analysis is limited to cattle, swine, and poultry, because they constitute about 90% of
livestock population, both as regards volume and mass.
Average volumes of unit biogas production, depending on the type of animal faeces per 1
animal amount to:

for cattle: 589 m3/year,

for swine: 67.8 m3/year,

for poultry: 2.74 m3/year.
Methane content in agricultural biogas largely depends on the type of animal faeces applied.
In the case of swine liquid manure, its content ranges 70 – 80%, in the case of cattle liquid
manure amounts to 55 – 60%, while in the case of poultry faeces: 60 – 80%.
For calculations, it was also assumed that energy value of biogas amounts to 23.4 MJ/m3.
Considering such data, the theoretical potential of biogas production was calculated, and the
results have been presented in Table 24 and the map (Fig. 13).
89
Table 24. Theoretical potential of biogas from animal production
Poviats
Total
cattle
Biogas
volume
[Nm3]
Livestock
total
Biogas
volume
[Nm3]
Poultry
total
Biogas
volume
[Nm3]
Total
Biogas
volume
[Nm3]
Energy
volume
TJ/year
Region
199665 117602685 388409 26334130 8756065 23991618 177072907 4143.5
Dębica
13523 7965047
41828
2835938 622397 1705368 13170578 308.1
Kolbuszowa
10486 6176254
10437
707628.6 301016 824783.8 8020119
187.6
Leżajsk
7371
4341519
16450
1115310 119239 326714.9 5919232
138.5
Łańcut
6637
3909193
17630
1195314 819682 2245929 8187747
191.5
Mielec
12370 7285930
75739
5135104 1714066 4696541 18907380 442.4
Nisko
6946
4091194
9243
626675.4 112408 307997.9 5147518
120.4
Ropczyce-Sędziszów 10768 6342352
26855
1820769 288382 790166.7 9268524
216.8
18138 10683282
20347
1379527 1259577 3451241 16793973 392.9
Stalowa Wola
4414
2599846
9279
629116.2 151591 415359.3 3805191
89.0
Tarnobrzeg
5282
3111098
7599
515212.2 151545 415233.3 4200687
98.2
C. Rzeszow
186
109554
108
7322.4
14275
39113.5
170372
3.9
T. Tarnobrzeg
662
389918
1245
84411
24360
66746.4
566680
13.2
Bieszczady
4037
2377793
616
41764.8
23133 63384.42 2506691
58.6
Brzozów
8362
4925218
4916
333304.8 206090 564686.6 6034215
141.2
Jarosław
12017 7078013
42337
2870449 1140318 3124471 14255587 333.5
Jasło
14375 8466875
11645
789531 262775 720003.5 10250829 239.8
Krosno
9969
5871741
4453
301913.4 170210 466375.4 6814692
159.4
Lesko
2791
1643899
2052
139125.6 31702 86863.48 1903642
44.5
Lubaczów
10630 6261070
18050
1223790 262779 720014.5 8485703
198.5
Przemyśl
10513 6192157
16767
1136803 265260 726812.4 8337799
195.1
Przeworsk
10690 6296410
32549
2206822 294059 805721.7 9635561
225.4
Sanok
11030 6496670
7000
474600 135407 371015.2 7484692
175.1
Strzyżów
8174
4814486
10950
742410 375565 1029048 6972459
163.1
C. Krosno
C. Przemyśl
171
123
100719
72447
53
261
Rzeszow
3593.4
17695.8
5325
4904
14590.5
13436.96
124280
108744
2.9
2.5
90
below 50
above 300.0
Fig. 13 Theoretical potential of biogas energy from animal production [TJ/year]
in the spatial system of Podkarpackie region.
Upon calculation of the technical potential, an assumption was adopted that biogas is
generated exclusively from faeces originating from large farms, namely featuring:
- 100 cattle,
- 500 swine,
- 50 000 poultry.
91
Due to lack of data about the volume of stock of particular animals gathered in large farms
and about detailed location of such farms, data from the Central Statistical Office for
Podkarpackie region were used, on the basis of which the following was determined:
- 6% cattle were bred in large farms,
- 10% swine were bred in large farms,
- 60% poultry were bred in large farms.
On the basis of the above assumptions, technical potential for agricultural biogas was
calculated. For calculation of useful energy, the indices were adopted as presented in the
chapter on wastewater treatment plants. Table 25 specifies the achievable volume of
electricity, heat and cogenerated heat and energy.
Table 25. Technical potential of energy production from biogas
Cogenerated energy volume
Biogas
Electricity
Heat
volume
volume
volume
[Nm ]
[kWh]
[kWh]
Region
6425661
13493889
34698573
18634419
13493889
Dębica
447788
940354.9
2418056
1298585
940354
Kolbuszowa
306369
643376
1654395
888471.6
643376
Leżajsk
204731
429937
1105552
593722.5
429937
Łańcut
302858
636003.3
1635437
878290
636003
Mielec
616541
1294738
3329327
1787972
1294738
Nisko
189805
398591.3
1024949
550435
398591
Ropczyce –Sędziszów
319269
670466
1724055
925881
670466
Rzeszow
652559
1370376
3523824
1892424
1370376
Stalowa Wola
135497
284543.8
731684.1
392941
284543
Tarnobrzeg
155481
326511
839600
450896
326511
Poviats
3
heat [kWh]
electricity
[kWh]
92
C. Rzeszow
6864
14416
37069
19907
14416.1
T. Tarnobrzeg
20515
43082
110782
59494
43082
Bieszczady
100999
212098
545395
292897
212098
Brzozów
237027
497757
1279947
687378
497757
Jarosław
497044
1043794
2684042
1441430
1043794
Jasło
394022
827447
2127723
1142666
827447
Krosno
269465
565876
1455111
781448
565876
Lesko
73221
153765
395397.8
212343
153765
Lubaczów
307345
645426
1659668
891303
645426
Przemyśl
304304
639038.9
1643243
882482
639038
Przeworsk
321177
674473
1734360
931415
674473
Sanok
290480
610009
1568597
842394
610009
Strzyżów
263393
553127
1422327
763842
553127
C. Krosno
5005
10512
27032
14517
10512
C. Przemyśl
3888
8166
20999
11277
8166
Biogas from industrial wastewater
Industrial wastewater from bioprocessing can also be a source of biogas. For this purpose,
particularly wastewater from food processing industry are fit, but also from cosmetic industry,
paper industry or similar industry processing bioproducts.
In calculation of the theoretical potential, it was assumed that out of 1,000 Nm3 waste
incoming to the factory’s wastewater treatment plant, exclusively from bio-processing, it is
possible to achieve 200 Nm3 of biogas [Nowakowski 1994]. The potential has been calculated
into energy units. It is also assumed that processing efficiency amounts to 100 %. Another
assumption is that wastewater from bio-processing constitutes 10% of industrial wastewater.
Biogas is characterised with methane content ranging 55 – 65 %.
93
In further calculations, average value was adopted, namely 60%. Calorific value of biogas
most usually ranges from 19.8 to 23.4 MJ/Nm3, which corresponds to 5.5 – 6.5 kWh/m3.
Table 26 and Fig. 14 presents the volume of industrial wastewater in Podkarpackie region in
2005, as well as estimate volume of wastewater from bio-industries that qualifies for biogas
production. In further calculations, it was assumed that calorific value of biogas amounts to
20 MJ/Nm3.
Table 26. Theoretical potential of biogas from industrial wastewater
in the Podkarpackie region (2005)
Industrial
Wastewater from
Biogas
Energy
wastewater
organic processing
volume
volume
[k Nm3]
[k Nm3]
[Nm3]
[GJ/year]
PODKARPACKIE
44633.3
4463.3
892660
17853.2
Poviat of Dębica
2097.2
209.7
41940
838.8
Poviat Kolbuszowa
3.8
0.38
76
1.52
Poviat of Leżajsk
915.9
9.1
1820
36.4
Poviat of Łańcut
148.8
14.8
2960
59.2
Poviat of Mielec
150.7
15.0
3000
60
Poviat of Nisko
2.7
0.27
54
1.08
Poviat of Ropczyce-
215.6
21.5
4300
86
Sędziszów
Poviat of Rzeszow
429.8
42.9
8580
171.6
7604.6
760.4
152080
3041.6
20.4
2.0
400
8
Poviat of the C. Rzeszow
2073.1
207.3
41460
829.2
Poviat of Tarnobrzeg Town
9358.4
935.8
187160
3743.2
-
Poviat of Brzozów
54.7
5.4
1080
21.6
List
94
Poviat of Jarosław
218.6
21.8
4360
87.2
Poviat of Jasło
1325.8
132.5
26500
530
Poviat of Krosno
644.6
64.4
12880
257.6
Poviat of Lubaczów
8.2
0.8
160
3.2
Poviat of Przemyśl
0.0
Poviat of Przeworsk
54.4
5.4
1080
21.6
Poviat of Sanok
459.4
45.9
9180
183.6
1.9
0.2
40
0.8
Poviat of Lesko
148.3
14.8
2960
59.2
Poviat of C. Krosno
960.1
96.0
19200
384
513.5
51.3
10260
205.2
95
none
Over 1000.0
Fig. 14. Theoretical potential of biogas energy from industrial wastewater [GJ/year]
in the spatial system of Podkarpackie region (2005)
96
5. Supplement
Table 27. Price of substrate and the price of methane [48]
Name of substrate
price PLN/tonne
Corn ensilage
80 -120 [19.05-28.57 EURO]
GPS rye ensilage
75 [17.86 EURO]
Beet ensilage
110 [26.19 EURO]
Sugar beet pulp
15-60 [3.57–14.29 EURO]
Spent grains from brewery
10-60 [2.38 – 14.29 EURO]
bran
200 [47.62 EURO]
Liquid manure
0
Post-slaughter waste
150 – 250 [35.71 – 59.52 EURO]
Fruit cake
10-30 [2.38 – 7.14 EURO]
Glycerine phase
250 – 400 [59,53 – 95,24 EURO]
• In order to compare substrates for a specific location, the following differences must be
considered:
– d.m. (dry mass) and o.d.m. (organic dry mass), susceptibility for fermentation (biogas
profitability)
– volume of methane in biogas, as well as costs of transport and storage
• the price of methane shows profitability of fuelling a particular biogas plant with a particular
substrate in a specific location
• for two different biogas plants depending on % of heat use, we obtain different prices of
methane:
– at 20-30% - selling price of methane 0.8 – 0.9 PLN [≈0.20 EURO] /m3
– at 80% - selling price of methane 1.2 – 1.3 PLN [≈0.30 EURO] /m3
Table 28, Table 29 and 30 presents respectively:
97
Table 28. Profitability of ensilage – price of methane (PLN/m3) [1 EURO = 4,2]
gross price
net price
(PLN/EURO) M
place
transport
(PLN/
EURO)
additional
(PLN/EURO)
km
yield from
odm
dm%
CH4%
Price of
methane
feeder
-90/21.43
-90
0
0
0
35
700
60
0.64
feeder
-120/28.57
-120
0
0
0
35
700
60
0.86
farmer
-102/24.29
-90
-12/2.86
0
30
35
700
60
0.73
farmer
-132/31.43
-120
-12/2.86
0
30
35
700
60
0.95
standing
-104/24.76
-50
-4/0.95
-50/11.11
10
35
700
60
0.74
standing
-102/24.29
-50
-12/2.86
-50/11.11
30
35
700
60
0.80
feeder
-90/21.43
-90
0
0
0
25
450
50
1.68
feeder
-120/28.57
-120
0
0
0
25
450
50
2.25
farmer
-102/24.29
-90
-12/2.86
0
30
25
450
50
1.91
farmer
-132/31.43
-120
-12/2.86
0
30
25
450
50
2.47
standing
-104/24.76
-50
-4/0.95
-50/11.11
10
25
450
50
1.95
standing
-112/26.70
-50
-12/2.86
-50/11.11
30
25
450
50
1.91
Table 29. Waste profitability – price of methane (PLN/m3) [1 EURO = 4,2]
net price
(PLN/
EURO)
transport
(PLN/
EURO)
additional
(PLN/
EURO)
km
dm %
Yield from
odm
CH4%
Gross
methane
-2.5/0.60
0
-2.5/0,60
0
5
5
347
55
0.33
-6.5/1.55
0
-6.5/1.55
0
13
5
347
55
0.85
-12/2.86
-10/2.38
-2/0.48
0
5
19.5
600
55
0.19
apple
cake
-32/7.62
-10/2.38
-2/0.48
-20/4.76
5
19.5
600
55
0.51
apple
cake
70/16.67
-30/7.14
-20/4.76
-20/4.76
50
19.5
600
55
1.12
apple
cake
-36/8.58
-10/2.38
-6/1.43
-20/4.76
15
19.5
400
55
0.87
apple
cake
98/23.33
-30/7.14
-48/11.43
-20/4.76
120
40
600
55
0.77
substrate
cattle
liquid
manure
cattle
liquid
manure
apple
cake
gross price
(PLN/
EURO)
98
Table. 30. Substrates – exemplary statistical data
substrate
dm
odm
N
IMH4
P
yield
CH4
%
%
%dm
%dm
% dm
m3/t dm
m3/t odm
%vol.
ensilage
20-35
85-95
1.1-2
0.15-0.3
0.2 - 0.3
170-200
450-700
55-55
cattle liquid
manure
8-11
75-82
2.6 - 6.7
1-4
0.5 - 3.3
20-30
200 - 500
60
99
III. Development of technical - organizational conditions to use
biomethane to power municipal transport buses in Rzeszow
1. Possible technical - organizational variants of biomethane
fuelling methods
Among the possibilities of supplying biomethane produced at a biogas plant located on the
territory of the currently operated municipal wastewater treatment plant on Ciepłownicza
Street in Rzeszow to the Bus Depot on Lubelska Street or on Trembeckiego Street, the
following solutions must be analysed:

Biomethane compressed to the pressure of 25-30 MPa for cylinder vehicles, pipe-vehicles
or cylinder batches, and then delivery to bus depot, where partial de-fuelling would occur
directly to buses, and partially to CNG warehouses located at the existing CNG station.

Biomethane compression to the pressure of 3-5 bar and its transmission via a newly built
pipeline between the biogas plant located on Ciepłownicza Street and the Bus Depot on
Lubelska Street. Biomethane would be then supplied to the pipeline feeding the existing
CNG station for bus fuelling.

Biomethane compression to the pressure of 3-5 bar and its supply to the municipal gas
grid. The equivalent volume of gas would be collected, as at present, at the bus depot, but
the user would only pay the fee for gas transmission.

Biomethane liquefaction and its supply as LNG to the LCNG station or after partial or
complete adjustment of buses to LNG fuel - as LNG.
The selection of the appropriate solution must be supported with a detailed economic analysis.
At the present phase of the project, we have no data that would allow for performance of a full
analysis, but based on estimate values, it is possible to assess the outlays necessary to execute
each of the four presented variants of the method for supplying biomethane produced in the
volume of about 300 Nm3 per hour from the treatment plant to the bus depot on Lubelska
Street.
The introduction of 30 CNG buses fuelled with biomethane for operation at
MPK in
Rzeszow, as assumed in the first phase of the project, enforces the need to ensure about 6000
Nm3 of biomethane per day (we assume that one CNG bus would consume approx. 200 Nm3
per day, which is sufficient to cover 300 – 350 km). At the same time, there is a time limit in
100
which to fuel these 30 buses with biomethane – this is usually 4 – 5 hours between 11 PM and
4 AM. Capacity of the equipment fuelling CNG buses at the depot would then have to amount
to some 1200 Nm3/h in order to pump 6,000 Nm3 during 4-5 hours, but previously, during the
day, one would have to store about 5,000 Nm3 of biomethane in the tanks at the CNG station,
as continuously, from WKFs, we can collect about 300 Nm3/h.
Biomethane CNG station, designed for the capacity of 1200 Nm3/h would be an expensive
investment, and costly in operation, as the purchase of e.g. two CNG compressors with
capacity of 600 Nm3/h each, or 300 and 900 Nm3/h, is about 2.5-3 M PLN [≈0.65 EURO] (the
price of a similar CNG station of 1200 Nm3/h in Kraków, or over 3.5 M PLN [0.83 EURO] in
Lublin). Electrical power ordered to power the compressors would amount to about 400 kW,
which would generate high fixed fees for electricity supply. Due to own biomethane
deliveries, we would indeed avoid fees for peak collection of gas and transmission, but due to
continuity of biomethane production and short collection time of 4-5 hours per day, there
would be a need for its prior storage, thus compressing to high-pressure cylinders.
Actually, CNG buses will be fuelled at the depot on Lubelska Street and partly on
Trembeckiego Streets, so in order to compress approx. 6,000 Nm3/day of biomethane to the
pressure of 25-30 MPa, the compressor or compressors with total capacity of 300 Nm3/h
would have to, depending on the variant adopted, operate for 20 hours, filling the tank of the
CNG warehouse or fuelling cylinder-vehicles with the appropriately selected capacity. For the
purpose of better use of the opportunities of such a system, it would be appropriate to
introduce, even for some CNG buses, of slow-fuelling capacity. As presented above, the
recommended solution would be to apply, instead of high-efficiency compressors (e.g. 2 x
600 Nm3/h), compressors with total capacity of 300 Nm3/h and booster (e.g. 800-900 Nm3/h),
which would ensure high output when collecting compressed gas at the CNG warehouse to
high pressure, during quick fuelling of CNG buses (10 minutes per bus) between 11 PM and 4
AM.
Due to the need to gather approx. 5,000 Nm3 of biomethane, the variant with virtual pipeline
(cylinders trailer vehicles) seems very cost-effective.
101
1.1. Biomethane compression to the pressure of 25-30 MPa (virtual pipeline)
When selecting the variant of biomethane transport from its production and CO2 elimination
site to the bus depot in the compressed form, the following must be done:
a) biomethane compressor station must be designed and built, together with the infrastructure
necessary to support complexes for do transport of compressed biomethane (cylindervehicles, pipe-vehicles, cylinder batches) on the territory of the treatment plant
b)
it must be decided what means of transport among the ones available will be used for
biomethane transport (cylinders trailer vehicles, pipe-vehicles, cylinder batches)
c) sites for biomethane de-fuelling must be designed and built on the territory of the bus depot
With the assumption that biomethane would be transported in the compressed form, apart
from the appropriate selection of compressors at the CNG station, it would be a significant
problem to select the appropriate means of transport and organization of de-fuelling
operation. Several global companies offer cylinders trailer vehicles and pipe-vehicles with
capacity of from 3000 Nm3 to 8500 Nm3, where gas is stored at the pressure of 20-30 MPa
(the offers are attached at the end of the chapter).
The size of cylinder-vehicle (pipe-vehicle) decide on its mobility. Usually, cylinders trailer
vehicles or pipe-vehicles are designed to transport possibly large volume of gas. As a result,
maximum permissible loads per axis are applied, and the entire complex reaches the weight of
almost 40 t, which largely limits the opportunity of free movement on all domestic roads.
When selecting a cylinder-vehicle or pipe-vehicle for biomethane transport, one must also
consider the time needed for their fuelling.
For example, in the case of a station with capacity of 300 Nm3/h, fuelling of an empty
cylinder-vehicle with capacity of 8500 Nm3 would take over a day (28 hours), which is
unacceptable for logistic reasons (we must have 4-5 hours per day available for fuelling CNG
buses and cylinder-vehicle transport). Time available for biomethane fuelling and transport
amounts to about 18 – 20 hours. It would be thus beneficial to apply two cylinder-buses with
smaller capacities (e.g. 4200 – 5000 Nm3 each).
The obtained reserve of CNG storage capacity would increase the flexibility and security of
biomethane deliveries. Another possible solution would be to transport biomethane in
cylinder batches transported with tractors on agricultural trailers. Due to small distance, batch
transport time would not play a significant role, and the proposed system would additionally
allow for significant flexibility and reduction of the investment and transport costs.
102
Furnishing of biomethane compression station located at the wastewater treatment plant
The station for filling cylinders trailer vehicles with biomethane would comprise:

Metering system for volume of biomethane collected before the compressor unit;

Two gas compressors with capacity of e.g. 150 - 250 Nm3/h;

Sound-attenuating compressor casing with foundations;

External technological installation;

Electrical installation;

Energy connection,

Instrumentation systems,

Lightning-arrester, surrounding installation and technological earth electrodes,

Traffic lines;
Fig. 15 Block diagram of filling station in the wastewater treatment plant
Source: own study
103
Operation
Biomethane designated for transport via virtual gas pipelines must be compressed to increase
the volume of gas transported, namely to increase the volume of flow efficiency at the
recipient. It is assumed that biomethane will be transported at maximum pressure of up to 30
MPa, and that it would be compressed to this value at the tanks on vehicle trailers.
Biomethane will be pre-treated of carbon dioxide and mechanical contaminants at fine filter.
Further on, the gas is to be supplied to the gas compressor station.
After connection of the cylinder-vehicle to the distributor, and before compressor launch, in
the first phase, fuelling would occur by pressure leveling between the inlet and outlet from
stationary CNG tanks. Upon the achievement of the balance, by-pass valve will close
automatically, and compressors will be launched. The control of system launches must be
automated and limited to pushing the start button after vehicle connection. In front of each
compressor, there should be pressure stabilisation system to ensure fixed pressure at the
compressor inlet.
For each compressor, installation of one reduction line is planned, connected at the outlet,
which will ensure security of flow continuity in the event where any valve is activated at any
line. Next, gas will be compressed at the four-stage compressor to the top value set –
maximum value of up to 30 MPa is assumed.
For the purpose of maintaining continuous readiness for compressor operation, it is necessary
to keep fixed temperature of lubricating oil of 25-30oC. After compression, via the
distributors, gas will be loaded to cylinders placed on transport trailers. With the assumed
capacity of transport trailers amounting to max. 8,500 Nm3, fuelling time of one vehicle at the
output of e.g. 500 Nm3/h would amount to approx. 15 hours.
There is a threat of sudden stoppage of flow on the inlet to the compressor due to the possible
reduction in the volume of biomethane designed for compression, which can be eliminated
by:

Considering in the compressor control system of an algorithm that would ensure
shutdown in the event of flow reduction below the present threshold value and
readiness for launch upon possibility of supplies with the minimum assumed output;

Algorithm preventing the possibility of launching two compressors in the event of
reducing the supply output below the threshold value of their total capacity (e.g. 500
Nm3/h);
104
Reduction of the output causing compressor shutdown can also significantly elongate the
fuelling time.
Location
The most favourable location of the station for cylinder-vehicle filling with compressed
biomethane would be the gas acquisition site, namely the area of the wastewater treatment
plant. Before confirmation of the assumed location on the territory of the plant, one must
determine categories and explosion danger zones, according to PN-EN 1127-1:2001
―
Explosive atmospheres. Explosion Prevention And Protection‖ and classify dangerous areas
according to standard: PN-EN 60079-10:2003 ―
Electrical apparatus for explosive gas
atmospheres. Classification of hazardous areas‖. One must account for the existing land
management in the Wastewater Treatment Plant and the existing explosion danger zones.
Due to lack of regulations in the Polish legislation as regards the method for setting
explosion danger zones for gas compressing equipment to the pressure of 30 MPa, one must
rely of national guidelines and similar studies based on European literature, prepared for
CNG vehicle fuelling stations. Explosion danger zones set for vehicle fuelling stations must
remain within the fencing limits of the treatment plant, and must not affect the equipment
installed there. It is assumed that the distances are determined with the size of explosion
danger zones and protective zones around the compressor station and loading terminals. For
CNG fuelling stations, the following zones are set:

Explosion danger zone 2:
3 m from compressor casing;

Explosion danger zone 2:
20 cm from the distributor and 1 m over it;

Protective zone:
5 m from compressor casing;

Protective zone:
6 m from distributor casing or range
of fuelling hose + 1 m from connection device
In this case, protective zone is the area around the explosion danger zone, where no
equipment and materials can be applied which could serve as the source of ignition.
105
Required size of land for investment
The figure below presents hypothetical land management for fuelling station:
Compressor stations
Loading Terminal
Protective zone
Fig. 16. Hypothetical management of fuelling station area
The above analysis of land management adopted the length of transport vehicle trailer of 10 m
and the width of 2.5 m. The loca tion will re quire buil ding of a manoeuvre square with the
bearing strength of 40 T on the area of 1100 m 2. The area around the compressor station will
require hardening – the area of this land amounts to: 200 m2.
One must a lso consider the need fo r locating t he c abinet with compressor and mete ringsettlement system powering and c ontrol elements for fue l collected. The duc t with
biomethane from WKF for compression can also be run e.g. on a trestle over the access road.
Media and connections

Water mains connection.
There is no need for water supply for operational or fire safety purposes.

Electrical connection.
For powering vehicle fuelling station, it is necessary to supply electricity for the power
of approx. 200 kW. TN-S 400/230V grid system.
106
Balance of power:
Compressor 1: Main engine and oil pumps:
75 kW
Compressor 2: Main engine and oil pumps:
75 kW
Instrumentation:
1.4 kW
Szafa AKP:
Instrumentation
cabinet:
Container heating:
2.0kW
TOTAL estimation with margin:
200 kW
For the purpose of settling electricity, one must installe passive power and active power
metering system. High-power electricity collection will occur via inverters allowing for
smooth start-up.
Unit consumption of electricity needed for compression of 1Nm3/h of gas at inlet pressure of
biomethane of about 7 kPa will amount to approx. 350W (+/- 10%). Due to the need for
maintaining fixed oil temperature (approx. 25-30o C), for winter period one must assume
continuous power load for oil heaters of: 0.35 kW per compressor.
Gas connection
The fuelling station installation will be connected to the technological pipeline extended from
WKF devices.
Near the connection site, it is also proposed to locate the metering station furnished with
turbine gas meter and flow regulation system. Maximum stream of flowing fuel: 500m 3n/h
Minimum stream of flowing fuel: 300 Nm3/h.
Assumption for economic analysis
Due to many unknown data at the phase of this study, below is the list of items that have
already been assumed and items by which the present assumptions can be increased.
107
Filling station capacity 2x250Nm3/h
Facility
Compressor Q=250 Nm3/h,
Unit price Volume Total price
647 000
2
1 294 000
100 000
1
100 000
Technological pipelines (external
systems, equipment connections)
200 000
1
200 000
Two-hose distributor with flow
meter up to75 kg/min
75 000
2
150 000
Electricity: 200 kW
60 000
1
60 000
Land management, fencing, earth
works, roads and pavements, etc.:
500 000
1
500 000
Design, administrative fees:
50 000
1
50 000
Pmax=30MPa
Sound-proof compressor casing
(for 2)
Comments
Delivery time:
6 months
Estimate, for locations
in ―r
aw field‖
Source: own study
Electricity consumption:
Unit electricity consumption, for compressing 1 Nm3/h of gas shall amount to approx. 350 W
(±10%) – considering energy for drive of compressor engine, oil pump and fan.
Operational expenses:
Costs of compressor maintenance:
Overhaul after 1500 h or 6 months: approx. 5 000 PLN [1190,48 EURO]
Overhaul after 4000 h or after one year:
approx. 7 000 PLN [1 666.67 EURO]
Main overhaul after 18 000 h.: max. 65 000 PLN [15 476,19 EURO]
Namely average operational costs of two compressors: approx. 5000 PLN [1 190,48 EURO]
/month
108
One must also envisage potential costs of:
 Land lease
 Employment and working time of drivers (in the case of lack of delivery schedule, it
will be hard to envisage when the vehicle is to be fuelled for transport)
Potential revenues:
 Sales of biomethane to the end user.
1.2. Biomethane compression to the pressure of 3-5 bar and transmission with pipeline
For the purpose of performing the analysis of the possibility of biomethane transmission via
gas pipeline between the biogas plant (Ciepłownicza Street) and bus depot (Lubelska Street)
at the distance of 1.8 km, in the line similar to a straight line, a draft study was requested from
a specialist Company.
The Draft Study, containing technical-economic assumption for: ―
Construction of pipeline for
biomethane transmission from the areas near the Wastewater Treatment Plant in Rzeszow to
CNG station for MPK bus fuelling on Lubelska Street in Rzeszow‖ constitutes Annex 2 to
this study.
Gross value for performance of the pipeline according to prices from February 2010
amounted to approx. 260-305 kPLN [≈67,26 EURO], depending on the variant selected
(Variant No. 1 was proposed with underground crossing of the Wisłok River, and Variant No.
2 with placement of the pipeline on the existing overground structure – trestle crossing the
Wisłok River).
The costs of pipeline construction must be enlarged by the cost of compressor station
construction to allow for gas transmission. The assumed parameters include hourly
transmission of 300-500 Nm3/h, pressure at the start point of pipeline feeding of 2-3 bar
(compression), maximum operating pressure of 5 bar. It is estimated that the cost of
construction of such a compressor station will amount to approx. 550-600 kPLN [136,90
EURO]. The planned route of the pipeline has been set aside the controlled zone of the
existing high-pressure gas pipeline owned by OPG ―
Gaz-System‖ – Branch in Tarnów.
109
1.3. Biomethane liquefaction (LNG)
Biomethane liquefaction would create a qualitatively different alternative to classic
compression and distribution of biomethane via virtual pipeline at high pressure. When
deciding on a more expensive technology of biomethane liquefaction, there would be an
opportunity for comparable in the CNG cost aspect, but easier distribution of biomethane in
the liquid form. It must be stressed that, as a result of biomethane liquefaction, we would
obtain a much greater density of energy storage, both during transport of liquid biomethane to
the recipient and in the vehicle (LNG buses).
Probably, if the Management of Municipal Transport in Rzeszow had the opportunity of gas
supplier selection, the alternative to LNG application would also be more attractive due to the
opportunity of achieving almost twice greater bus ranges at comparable weight (tank + fuel).
The present LNG price is maintained at the level of 1.46-1.5 PLN [≈0.18 EURO] /m3 and is
competitive to duct gas also because it does not contain the transmission fee and other fee
(including fixed fee). However, it must be transported from the manufacturer to the customer,
which will constitute certain cost proportionate to distance. With the application of LNG,
lower costs than for CNG distribution station are achieved, and also of its later operation, as
we avoid the need to collect high volumes of electricity for gas compression (0.2 – 0.35
kWh/Nm3).
Costs of LNG station construction with similar capacity as CNG station is lower by approx.
30%, but the assurance of continuous operation of the LNG station requires higher
qualifications and skills. The annex contains technical and price offer for LCNG station with
the parameters similar to the parameters required for support of 30 MPK buses fuelled with
compressed biomethane.
LCNG station allows for fuelling both CNG and LNG vehicles, yet for this purpose, it must
be more extended and thus more expensive. LNG production is a technically complex and
costly enterprise. The selection of natural gas or biomethane liquefaction technology depends
on the required installation capacity and the composition of the liquefied gas – content of
carbon dioxide, sulphur compounds, nitrogen compounds, heavy hydrocarbons and initial
pressure. LNG is natural gas with high methane content (97-98% methane) cooled to the
temperature of –163°C.
At this temperature, at atmospheric pressure, it is liquefied, and thus reduces its volume by
about six hundred times. Owing to this, it can be easily transported e.g. via cistern vehicles.
110
LNG is non-toxic and non-corrosive. Its density is by half lower than water density. It is also
colourless and odourless.
Technologies applied for LNG production
Biomethane liquefaction is just one link in the chain between fuel acquisition and its supply to
the end customer. Pre-treatment of biogas is equally important for the liquefaction process as
the selection of cooling methods and the cooling agent.
The selection of technology for biogas liquefaction depends on the desired installation
capacity, gas composition (CO2, H2S, N2 and heavy hydrocarbon content). There are basically
three methods for natural gas liquefaction:

classic cascade cycle;

cascade cycle with mixed cooling agent;

decompression cycle using turbo-expander.
Technologies applied for small-scale LNG production
LNG can be produced on a small scale by biogas liquefaction, storage and regasification.
Cryogenic liquefiers for LNG production are already available for commercial purposes.
The developing market of vehicles fuelled with natural gas and other application gives the
opportunity for distribution and application of equipment for LNG production. The research
team of the Idaho Laboratory of the US Energy Department has developed the technology for
methane and biomethane production on a small scale.
Gas Technology Institute (GTI) in cooperation with the US Energy Department has developed
a system for natural gas liquefaction on a small scale for application in vehicles, for biogas
and other special gas markets (Fig. 17).
Research works are oriented at installation with capacity of from 70 kg/h to 2.1 t/h. The main
objective is to achieve LNG price that could compete with large LNG producing equipment.
GTI system uses mixed cooling agents in the simple (single) loop of the cooling agent. The
installation is built on the mobile frame for quick application.
111
Standardised cooling compressors and heat exchanger elements allow for easy adjustment of
the system size in order to meet various requirements of the LNG market. The application of
standardised elements results in lower investment costs for such a technology.
Fig. 17. GTI natural gas liquefier
Source: producer
Developed modelling of the cycle has led to a system with mixed cooling agent, which
maximises the performance and efficiency of the system. Experimental liquefier with capacity
of 17 kg/h was successfully designed and tested.
Next, prototype commercial liquefier with capacity of 70 kg/h was tested together with gas
treatment facilities. The prototype of the commercial liquefier uses gas engine to reduce
operating expenses.
SINTEF (Norway) has undertaken similar measures aimed at development of equipment with
maximum capacity of 400 kg/h of LNG (Fig. 18).
For LNG production on small scale, the cost of pre-treatment of biogas, e.g. drying and CO2
elimination, can constitute a large portion of total cost.
112
Fig. 18. Natural gas liquefier by Sintef
Source: producer
A different approach was applied in the development of Micro-Cell process at the
Curtin University of Technology. Equipment capacity amounts to 1200 l LNG/day, which
corresponds to 25 kg/h, but can be increased by 10 times. The process used in the mini LNG
module is based on joining the traditional nitrogen cycle (nitrogen cooling) and the
compression cycle. The system uses the mix of three cooling agents to achieved continuous
cooling to the temperature between -80C and -110C, and then cooling with liquid nitrogen
to the temperature of -161C. Nitrogen is liquefied at controlled pressure and temperature,
and then returned to the circuit via biomethane heat exchanger chamber.
In order to achieve maximum efficiency, liquid nitrogen continuously circulates between the
compression cycle and the LNG production chamber. CO2 in natural gas is frozen as dry ice
at the LNG chamber and removed in the cyclone.
Main manufacturers of small LNG plants on the market include:
Air Products and Chemicals Inc. (USA), Black & Veatch Pritchard (USA), Chart Industries
Inc. (USA), CH-IV Cryogenics (USA), Chicago Bridge & Iron Company (USA), Chart
113
(USA), Cryogenics (USA), Hamworthy KSE (Norway), KryoPak Inc. (USA), Linde
(Germany).
The concept of small natural gas (biomethane) liquefier using components
manufactured in Poland (co-author of NGV AUTOGAS technology)
Mini LNG plant for capacity of 670 kg/h
Below, are the devices for LNG production on a small scale from treated and compressed
biogas or natural gas. Approximate capacity of LNG production is calculated for 670 kg/h.
The system contains a unit for pre-treatment of biomethane, liquefaction and a cryogenic
storage tank.
MCR EQUIPMENT
Dehydration
CO2 elimination Compressor
J-T valve
Feed gas
Waste gas
LNG to warehouse
Cooling
Fig. 19. Diagram of liquefaction process
Source: producer
Gas properties after preliminary processing
Design specifications for flow into the LNG liquefaction plant (molar concentration):
CO2: < 50 ppm (0.005%)
H2O: < 1 ppm
H2S:
< 4 ppm* (if present)
Operational flow:
1.000 Sm3/h (approx. 670 kg/h)
Pressure:
145 bar
Operating temperature:
+40°C
Additional requirements:
114
- Biogas must be free of aerosol, pollution, dust and other particles.
* It must be stressed that (according to PN-EN 1473:2002 (U) Installation and fixtures for
liquid natural gas) maximum H2S content must not exceed 4 ppm.
Product requirements
The liquefier must produce LNG from biogas stream after treatment to the level of
biomethane.
Temperature of LNG produced amounts to approx. –155°C at the pressure of 2 bar, but it will
change in line with the temperature of saturation of the current LNG mix at the selected
storage pressure. The product will be stored in the cryogenic tank.
Technical conditions for liquefier operation:
Operating temperatures for air radiators
 Maximum temperature:
40°C
Operating temperature for anti-freeze protection
 Minimum winter temperature:
-3°C
Demand for electricity amounts to approx. 1MW: (compressors and electric drives).
Technical and economic assumptions for development of own structure of LNG liquefier
For the purpose of developing and executing the installation producing liquefied biogas
(LNG) on a small scale, the following must be performed:
o Design and construction work for domestic LNG installation.

Process calculations for biogas treatment and liquefaction.

Equipment selection:
- for gas preparation for liquefaction (treatment, filtering, drying)
- for gas liquefaction
(equipment for gas compression, preliminary cooling,
liquefaction, separation and storage)
 Selection of energy, process and operational equipment.
o Supplier selection for basic elements of the installation and LNG regasification
installation
o Preparation of the infrastructure for LNG transport, storage and distribution.
115
o Organisation of background for operation of the LNG installation and research and
development works.
o Construction of the installation for LNG production, LNG tank and fuelling of LNG
vehicle cisterns and regasification installation at customers.
o Launch of the installation and testing its guaranteed technical parameters in the entire
efficiency range.
o Development of collective regulations regarding various aspect of LNG application on
the basis of existing national and European regulations.
Technical analysis
The description of the planned investment, together with the description of the adopted
technical concept.
The planned installation would be small-scale equipment for LNG production from treated
and compressed biogas. The assumed maximum LNG production capacity amounts to 670
kg/h, namely about 16 t/day. An opportunity of flexible operation of the installation is
envisaged within the range of 50% to 100% of its maximum capacity. It is assumed that the
equipment would be cooled with air.
The system in the technological line would contain a system for preliminary treatment of gas,
precise treatment of gas, biogas liquefaction (LNG production) and a cryogenic storage tank
for LNG.
The preliminary treatment system would contain a dehydration device for water elimination,
as well as device for CO2 elimination.
The dehydration device would include two tanks with molecular sieves operating in turns.
When one tank (sieve) dehydrates biogas, small volume of dried gas is heated by hot oil and
used for regeneration of the other tank with the molecular sieve.
The device for CO2 elimination comprises three columns of molecular sieves operating in
turns, similarly as in the case of dehydration device.
Because regeneration of CO2 columns requires high volume of gas, the gas circulates in
closed circuit with the compressor. A small volume of the circulating gas is treated during the
regeneration process. Dry gas, deprived of CO2, is collected from the pre-treated gas and
added to treated gas. The system includes one device for LNG liquefaction, one air-cooled
radiator, one glycol pump and two free-standing air heat exchangers.
116
Equipment for LNG liquefaction, referred to as liquefier, is the main sub-system and
comprises the following:
 MCR compressor
 MCR suction drum (also used as expansion chamber)
 Compressor lubrication system (oil-lubricated compressor system)
 MCR radiator (free-standing air radiator)
 partial MCR liquefier for first-stage glycol cooling
 plate heat exchanger complex
 heavy hydrocarbon separator
 second-stage MCR separator
 glycol-chilled preliminary gas radiator
Cryogenic tank can be both vertical and horizontal, vacuum-insulated with power cables that
are also vacuum-insulated.
The next investment component is a cistern for LNG transport, with capacity of 50,000 l,
technical conditions of which ensure efficient distribution of the LNG produced.
Estimate costs of the investment
Determination of the investment costs, considering the above technological solutions:
- gas liquefaction installation – 4,900,000 EUR
- cistern for LNG transport
– 225,000 EUR
- vaporiser 10,000 EUR
- design, preparatory and building costs – 65,000 EUR
Financial and economic analysis
In the financial assumptions, 10-year period was assumed, which corresponds to the full
depreciation period. In the project, selling price of 1 kg of LNG was adopted at the level of
1.95 PLN [0.46 EURO] net, in order to be attractive as compared to the price of 1 kg of fuel
oil, and to provide for a certain safety margin in the event of price fluctuations on the market.
For comparisons and analysis, the price of fuel oil (FO) was adopted as reference to the
cheapest fuel available on the market, yet used contrary to the domestic regulations,
principally by some private carriers. Development of gas fuel in Poland, particularly in the
sector of private transport strongly depends on elimination of such behaviour. One EURO
117
[4,2 PLN] and ninety-five grosz net per 1 kg of LNG (approx. 1.4 Nm3) is a very attractive
price for prospect customer, as he receives fuel (LNG) at a more attractive price than fuel oil,
and fuel less susceptible to price fluctuations than fuel or diesel oil. Explanations and
principles for calculation are presented in the listing below.
Listing 1
MJ/kg
Calorific value of fuel oil
42
Calorific value of LNG
35.4
Volume of LNG equivalent to FO in kg
0.85
1 kg LNG = 1.4 Nm3 NG
1.338 m3
Number of NG meters equivalent to 1 kg FO
1.2
In the aspect of calorific value, 1 kg of fuel oil corresponds to 1.2m3 NG. The price of 1 Nm3
of biogas was adopted as 0.5 PLN [0.12 EURO]. Costs other than raw materials adopted in
the project calculated per LNG units are as follows:
Listing 2
Cost of 1 m3 NG liquefaction
including:
costs of energy
costs of payroll
return on investment margin
EURO
Cost of 1 kg NG liquefaction
including:
costs of energy
costs of payroll and other
return on investment margin
EURO
0.08
0.05
0.004
0.03
0.11
0.007
0.007
0.04
Such presentation of costs shows the share of particular cost generating components at the
phase of LNG production. The main cost is the cost of energy needed for LNG production
and the margin of investment costs.
The large share of investment costs in the cost of liquefaction results from the rather high cost
of installation as compared to production volume, which with the assumed 10-year return
period causes such a result (depreciation margin).
Interest rate for project’s discount has been adopted at the level of 7% in the annual scale,
which corresponds to the bank deposit rate plus bonus for investment risk.
118
Financial indices:
- IRR (Internal Rate of Return)
- NPV (Net Present Value)
For the purposes of the project, minimum return of on equity has been adopted at the
level of 7%
For the entire project, without considering parameter changes, IRR amounts to 14.320%.
Such IRR is satisfactory and should encourage involvement in the project.
Very high NPV value amounting to: 6 699 707.28 PLN [1 595 168,40 EURO] also confirms
the thesis that one must positively consider the project in the aspect of investment decision.
As indicated by previous experience with facilities for LNG production, after several or even
several dozen years of operation, one can modernize them and frequently increase their
efficiency.
Due to the above, one must estimate that after 10 years of operation, equipment value will
amount to at least 50% initial value, namely approx. 10 MPLN [2.38 EURO] and this will be
additional benefit from investment.
In the period of 6 years, return of investment outlays will be achieved and a facility of
significant value will remain, capable of generating major financial revenues.
The period of return of investment amounts to 6 years, and is very favourable, while with the
planned outlays, economic effects are very high in the longer time period.
Sensitivity analyses
When analysing project sensitivity to the impact of various factors, the ones were considered
that have actual impact and may be subject to periodical changes.
The following criteria were defined:
 change of electricity price
 change of price of biomethane for liquefaction
 change of biomethane selling price
 change of fixed assets value
 change of investment value.
Impact of particular factors on NPV, IRR and accumulated profits
119
o Due to the change of electricity price:
Table 31.
IRR value
-30%
-20%
-10%
0%
10%
20%
30%
16,687%
15,906%
15,118%
14,320%
13,514%
12,697%
11,870%
IRR
16,687%
15,906%
-30%
-20%
15,118%
14,320%
13,514%
-10%
0%
10%
Percentage change
12,697%
11,870%
20%
30%
Fig. 20. IRR change with the change of electricity price
Table 32
NPV
-30%
9032783.95
-20%
-10%
0%
10%
20%
30%
8255091.73
7477399.51
6699707.29
5922015.07
5144322.85
4366630.63
Fig. 21. NPV change with the change of electricity price
NPV value/price change
120
Table 33
Accumulated profits
-20%
-10%
0%
10%
20%
25387911.00
24110703.00
22833495.00
21556287.00
20279079.00
Fig. 22. Change of accumulated profits with the change of electricity price
Accumulated profits in EURO / % change of electricity price
As shown by the above analyses, the project is not particularly sensitive to the change of
electricity price.
Change of electricity purchase price by 10% would cause NPV change by approx. 11.6%,
namely this is almost 1:1 ratio, while in the case of profits by approx. 5.6%, namely change of
electricity price to profit has clearly small impact.
It must be assumed that changes to electricity price are not a major determinant affecting
project profitability.
o Change of gas purchase price
121
Table 34
IRR
-30%
-20%
-10%
0%
10%
20%
30%
20.316%
18.366%
16.370%
14.320%
12.209%
10.024%
7.754%
Fig. 23. IRR change with the change of NG purchase price
IRR change / % change of purchase price
Table 35
NPV
-30%
-20%
-10%
0%
10%
20%
30%
12748424.55
10732185.46
8715946.38
6699707.29
4683468.20
2667229.11
650990.02
122
Fig. 24. NPV change with the change of NG price
NPV / Percentage change of NG price
Table 36
Accumulated profits
-20%
-10%
0%
10%
20%
29456055.00
26144775.00
22833495.00
19522215.00
16210935.00
Fig. 25. Accumulated profits depending on the change of NG purchase price
Accumulated profits in EURO / change of NG purchase price
123
The project is very sensitive to the change of biomethane price, but due to the ratio of raw
material share in the price of the finished product, even a significant positive change
(increase) in the price of gas would not result in the loss of project’s profitability, but would
only elongate the return period.
Change of biomethane price by 20% (increase in purchase price) would elongate the period of
return to 10 years.
In this type of investment, this would not affect project liquidity, in particular that the increase
in the price of biomethane would be related to increase in the selling price of LNG.
o Due to change of gas selling price
Table 37
IRR
-30%
-20%
-10%
0%
10%
20%
30%
-6.970%
1.382%
8.249%
14.320%
19.902%
25.157%
30.183%
Fig. 26. IRR change with the change of LNG selling price
IRR / selling price change in %
124
Table 38
NPV
-30%
-20%
-10%
0%
10%
20%
30%
- 10150290.80
- 4533624.77
1083041.26
6699707.29
12316373.32
17933039.35
23549705.38
Fig. 27. NPV value at the LNG selling price
NPV value / change of LNG selling price in %
Table 39
Accumulated profits
-20%
-10%
0%
10%
20%
4384935.00
13609215.00
22833495.00
32057775.00
41282055.00
125
Fig. 28. Change of accumulated profits with the change of LNG selling price
Accumulated profits in EURO / change of LNG selling price in %
The ratios show that the change of biomethane price has very high impact on IRR, NPV and
profit. As one can see, only over 20% change to biomethane price (reduction) would cause
negative IRR value in the project. This means, on the one hand, high sensitivity to the change
of LNG selling price, while on the other – large margin of financial safety in the event of
selling price change.
o Change of fixed costs
Table 40
Accumulated profits
-20%
23805495.00
-10%
23319495.00
0%
22833495.00
10%
22347495.00
20%
21861495.00
Due to the small share of fixed costs in the total value of costs, this group only shows impact
of the change of fixed costs on accumulated profits. Changes to IRR are marginal here and do
not exceed 1 percentage points.
126
Fig. 29. Change of accumulated profits value
Accumulated profits in EURO / change of fixed costs in %
o Change of investment value
Table
IRR
41
-15%
-10%
-5%
0
5%
10%
15%
18.630%
17.062%
15.631%
14.320%
13.112%
11.995%
10.957%
Fig. 30. Impact of the change of investment value on IRR change
IRR / Change of investment value in %
127
Table 42
NPV
-15%
-10%
-5%
0
9352353.41
8468138.03
7583922.66
6699707.29
5%
10%
15%
5815491.91 4931276.54
4047061.17
Fig. 31. NPV change with the change of investment value
NPV / change of investment value in %
Table 43
Accumulated profits
-15%
-10%
25457895.00
24583095.00
-5%
0
5%
10%
15%
23708295.00 22833495.00 21958695.00
21083895.00
20209095.00
Fig. 32. Accumulated profits with the change of investment value
Accumulated profits in EURO / Change of investment value in %
Due to investment volume, changes of investment outlays value have great impact on the IRR
and NPV values, while the impact is smaller on the value of accumulated profits.
128
This is caused by proportionally high value of the investment as compared to revenues, while
lower as compared to profits, due to depreciation settlements.
Among the factors analysed, the investment will be mainly affected by: the value of
investment outlays and LNG selling price.
Therefore, this give the idea that in the future operating strategy, financial decisions must be
directed at the appropriate selection of the selling price of the finished product as the main
factor affecting the financial efficiency of the investment.
129
Annex 2
TUBES AND CYLINDERS TRAILER
130
131
132
133
134
135
Annex 3
CYLINDERS TRAILER
136
137
Annex 4
LCNG STATION
Technical characteristics of LCNG station offered by CP Energia
TECHNICAL CONDITIONS
Technical requirements
Station fuelled with natural gas (CNG) from cryogenic tank containing liquefied natural gas
(LNG).
CNG according to technical requirements:
Annual CNG consumption: 2,800,000 – 4,000,000 Nm3
Annual LNG consumption: 400- 600 t
At the station, there will be one CNG distributor installed and one LNG distributor.
Description of the station
LNG will be stored in vertical cryogenic tanks with capacity of 59.9 m³. Such capacity has
been selected for the purpose of ensuring appropriate fuel stock and due to opportunity of
unloading the entire contents of the generally used transport cisterns adjusted to unloading
under pressure (cheaper transport).
Maximum tank pressure amounts to 15 bar, which will minimise boiling of the flowing gas
when the temperature of liquid in the tank rises.
LNG stock in the tank will be pumped for vaporisation, which will result in growth of natural
gas (biomethane) temperature to ambient temperature. Gas will be stored at 250 bars in six
packs of eight cylinders each. Each cylinder has the capacity of 80 litres. Total cylinder
capacity amounts to 3840 litres. LCNG station will feature gas recovery system from
vaporisation, which will allow to minimise the volume of gas evaporating to air.
System for gas recovery from vaporisation
System for gas recovery from vaporisation will allow for avoiding gas emissions to air. When
pressure grows in the LNG tank, some gas evaporates from the tank. Gas gathered in the
evaporated gas tank can be compressed to the pressure of 250 bar and pressed to gas
cylinders.
Furnishing of LCNG station:

Cryogenic tank for LNG storage
138
Project code:
Geometric capacity:


TPED/ADR
59.9 m³ VERTICAL
Maximum operating pressure:
15 bar
Internal casing:
stainless steel
External casing:
carbon steel
Insulation:
vacuum + perlite
External diameter:
3,200 mm
Length/height:
10,500 mm
Cryogenic high-pressure pump
Liquid:
LNG (liquefied natural gas)
Maximum flow intensity:
17-20l/min.
Maximum outlet pressure:
350 bar
Maximum inlet pressure:
15 bar
Electric engine:
30 kW EEx d II T4 (4 poles)
Electric power:
400 V – 50 Hz
Air vaporiser
Rated flow intensity:
800 Nm³/h (during 8 h of continuous operation)
1100 Nm³/h (during 4 h of non-continuous operation)
1600 Nm³/h (during 45 min. of non-continuous operation)

Maximum pressure:
420 bar
Pipe:
AISI 304L Ø 16 mm × 2.5 mm
Watering system:
THT tank: THT pump injecting THT to CNG

Natural gas compressor (low flow rate)
Medium:
Natural gas
Flow intensity:
3.2 Nm³/h at 20°C // 2.55 Nm³/h at 20°C
Maximum outlet pressure:
250 bar
Maximum inlet pressure:
3.5 kPa
Minimum inlet pressure:
1.7 kPa
139

Electrical engine:
1.3 kW // 1.7 kW
Electric drive:
240 V – 60 Hz // 240 V – 50 Hz
CNG distributor
Brand:
Indox
Model:
TK 25 CNG
Duct number:
1
Flow intensity:
from 1 to 100 kg/min. (from 68 to 7550 Nm³/h)
Pressure:
Maximum pressure: 345 bar
Approval PED 97/23/EC
Dosage system:
Flow meter Coriolisa Micro Motion
Connections:
Staübli CNG, WEH
Internal diameter: 9 mm
Operating pressure (connected and disconnected):
200 and 250 bar
Material:
stainless steel
Temperature:
from -40 to 85°C
Quick filling:
1000 l at 200 bar during 3 minutes
Standard approved by NGV 1
Weight:
1.64 kg
Electric powering:
220 VAC, 50 Hz
Dimensions:
width: 600 mm; length: 1250 mm
height: 1580 mm

Electric control panel
Electric control panel is based on programmable controller and automatic station
control by the following signals coming from converters:
Tank pressure
Liquid level at the tank
LNG temperature
Cooling system temperature (pump)
Pressure line
Supplied gas pressure
140
Electrical panel must be adjusted to security zone with observance of all gas standards.
Fig. 33. LCNG station with a system for gas recovery from evaporation
Fig. 34. LNG and LCNG station at Lleida (Spain)
141
Fig. 35. Details of CNG fuelling unit
142
Commercial offer
Material
Q-ty
Cryogenic LNG tank 59.9 m³ 15 bar
1
Cryogenic LNG pump
2
Air vaporiser 800 Nm³/h
1
CNG warehouse
6
eight-cyllinder packages of 80 l each
CNG distributor 1MG TK-25
1
LNG distributor 1MG
1
Evaporated liquid tank
1
THT watering system
1
Automatic control system
1
Installation and valves
1
Documentation in Polish – 2 x paper form + 1x CD
1 set
Building works
- foundations for distributor with roof
-fencing
TOTAL
2 205 000.00 PLN
[525 000 EURO]
143
Maintenance
Basic stock of spare parts will be kept at the maintenance service warehouse. Parts stock
comprises: seals, hoses for the distributor, gun for the distributor, repair set for cryogenic
pump. Checks of the cryogenic pump will occur every six months. Post-guarantee
maintenance will be provided, and the cost of spare parts resulting from normal operation will
amount to approx. 5,000 Euro per year.
Consumable materials: THT for watering system – tank capacity of 50 l is sufficient for
watering of approx. 2 M m3 of natural gas. Cost of approx. 5,000 PLN [1 190.48 EURO].
Conclusion
The study presents an overview of relevant technologies for biomethane (natural gas)
production and analyses from the technical and economic part the opportunity of construction
and operation of small, mobile installation for LNG natural gas liquefaction. The analysis of
application of a small, in the first phase, imported LNG liquefier, on the basis of the offer
received from Hamworthy for the supply of LNG production installation together with LNG
tank, and the offer for regasifiers, LNG tanks and cisterns for LNG transport from Ferox. It
was assumed that other elements of the installation will be supplied by domestic
manufacturers. In the next phases, gradually, elements of the installation would be introduced
as developed in Poland, such as e.g. high-pressure compressor. Feasibility study of the
investment (we assume the order of 23 MPLN [5.48 EURO] ) has indicated the opportunity of
obtaining the value of accumulated profit in the period of 10 years of depreciation in the
amount of about 1 MPLN [0.24 EURO] whereas the price of biogas from the deposit was
adopted in the amount of 0.5 PLN [0.12 EURO] /m3, and selling price LNG – in the amount
of 1.95 PLN [0.46 EURO] /kg, so that it should be lower than the price of fuel oil by 20 %. It
must be stressed that after completion of the depreciation period, it is estimated that the
installation value will amount to approx. 50% of its initial value.
144
2. Selection of the type of bus fuelling with biomethane
According to the assessment of the authors, the cheapest solution would be to supply
biomethane directly after production and treatment to the parameters of biomethane at the
wastewater treatment plant to the municipal gas grid and collection of the equivalent volume
of natural gas at the depot. MPK would then only bear the cost of gas transmission. Assuming
that unit price of biomethane would be lower than the price of natural gas, the user would
save on the difference in the gas price and additionally on the cost of pipeline construction
and maintenance. For the purpose of biomethane compression to the pressure value at the
municipal gas network (medium pressure), compressor station should be built.

In the Polish conditions, performance of formal – legal issues related to the introduction
of biomethane in the existing gas pipeline manager by the local operator (Rzeszow Gas
Plant) and collection of an equivalent volume of gas from high-pressure pipeline located
at the CNG station at the bus depot on Lubelska Street, managed by GAZ-SYSTEM S.A.
seems rather unrealistic. As the easiest to carry out, there is the construction of a separate
pipeline connecting the wastewater treatment plant and the bus depot (variant No. 2
section 1), namely biomethane compression to the pressure of 3-5 bar and transmission
via the newly built pipeline between the biogas plant located on Ciepłownicza Street and
the bus depot on Lubelska Street. Biomethane would be then supplied to the pipeline
supplying CNG station for bus fuelling (technical data below - Fig. 36).
Fig. 36. GAZPACK 70 Compressor
Source: producer
145
At the rated operating pressure: 250 bar,
Biomethane pumping: 668 Nm3/h)
Engine power (kW): 110
Speed (rpm): 1034
Inlet pressure (bar g): 10-13
CNG station - Rzeszow
Location:
Miejskie Przedsiębiorstwo Komunikacyjne, Zajezdnia nr 2, ul. Lubelska 54 Tel. 017 866 04
08, Fax. 017 853 67 03 Open daily from 6:00 AM to 1:00 AM. Between 6:00 - 9:00 and 22:00
- 1:00 hours, self-service fuelling with CNG Auto card.
The CNG station is located on the territory of Miejskie Przedsiębiorstwo Komunikacyjne,
Zajezdnia nr 2, address: ul. Lubelska 54. Apart from CNG, one can also tank liquid fuels there.
Services:
The station allows for tanking for everyone between 6:00 AM - 1:00 AM at night on the
following day.
Technical data:
Compressors: 2x 600 Nm3/h GAZPACK 70 (Compair)
Distributors: 2
Sites: 4 (2 x NGV-1, 2 x TN5)
Location: bus depot area
146
3. Abbreviated SWOT analysis
Strengths
Weaknesses
 Biomethane is a renewable energy
source
 Higher purchase cost of CNG vehicle
(bus, van, car)
o municipal waste
o Requires
improvement of regulations
o agricultural waste
on use
 Technology allowing for meeting the
growing
ecological
continuous
o High initial difficulties with
requirements
entry on the market
(Euro IV, Euro V standards)
 Vehicles fuelled with biomethane are
very safe
 High costs of fuelling station
 Small energy storage density makes
 Better access to OEM components of
gas fuel equipment than in the case of
other alternative fuels
the
vehicle
range
smaller
as
compared to petroleum fuels
 Greater requirements as to tanks
 Well-developed standards for CNG
(biomethane) application
 No fuelling station network – capital
requirements in the early phase of
solutions implementation, both on the
o ISO
part of distributors and users
o CEN
 Costly
o UN
storage
method
(low
efficiency)
o National standards
Opportunities
Threats
 global environmental problems make
biomethane attractive due to small
CO2 emissions
the effects of pollution
due
global
support
for
NGVs is not part of core
business
o Privatisation weakens long-
 biomethane in vehicles is becoming
attractive
of
development of biomehtane fuel
o
o urban strategies for alleviating
increasingly
 Lack
to
term markets
147
international suport for renewable
sources
o Company fleets still drive
using competitive fuel
 alleviation
of
market
energy
difficulties related to fluctuations of
oil prices
 long-term increase in oil prices
o shortages of supply
o sudden growth of demand in
the developing countries
 European Union’s transport policy by
2020 and in the longer perspective,
assuming substitution of petroleum
 OEM is not yet involved on an
appropriate scale in the production,
distribution and services cycle in the
area of alternative fuels and NGVs
 new generation of fuels and vehicles
reduces biomethane’s benefits to the
environment
 expectations related to hydrogen /
fuel cells as
a "cure-all" solution
reduce the attractiveness of NGV
fuels with ecological fuels
148
IV. Study of the design of the station for bus fuelling with
biomethane
The authorities of Rzeszow, while introducing CNG buses to urban transport, had the main
goal of reducing the emissions of exhaust gases. Apart from CNG, other environment-friendly
fuels are also searched for. One of the possibilities of using such fuel in buses is the
application of biomethane, fuel with similar properties as CNG, yet of organic, renewable
origin.
The launch of buses fuelled with biomethane requires the performance of the project
profitability analysis, and after obtaining positive results, organisation of the relevant
infrastructure, thus installation for biomethane acquisition and construction of compressor
station.
Within the execution of the European BBB Project, Instytut Transportu Samochodowego in
Warsaw has provided substantive support for the authorities in Rzeszow, granting assistance
to the city authorities, including as regards:
• gathering information on the requirements as to construction of compressed biomethane
station;
• determination of cost of compressed biomethane station;
• determination of profitability conditions for construction of fuel station for compressed
biomethane;
Natural gas and biogas
In Poland, natural gas is in about 70% imported from Russia, while the rest is mined from
own sources, supplementing the volume with several percent import from western countries.
Biogas is the gas generated as a result of anaerobic fermentation from various raw materials
undergoing biodegradation. In Poland, there are many resources of biomass that are fit for
biogas (biomethane) production, such as municipal waste, waste from food industry,
agricultural waste, wastewater sludge, as well as vegetable biomass. Furthermore, it is
possible to produce biomethane from gases generated as a result of biodegradation from the
existing landfills. Similarly as natural gas, biogas principally comprises methane.
149
Below is the list of natural gas compressor stations in Poland, characterising the advancement
of the infrastructure for vehicles fuelled with CNG. Due to location, the existing, generally
accessible CNG station in Rzeszow may additionally have the function of biomethane station.
CNG stations in Poland – present status of gas fuel infrastructure development
List of CNG sites in Poland
Bydgoszcz
(liquidated as of 1 January 2012)
Gazownia Bydgoszcz, ul. Jagiellońska 42
Tel. 52 328 55 15
Closed
1. Dębica
Miejska Komunikacja Samochodowa, ul. Sandomierska 3
Tel. 14 682 32 92 w. 29
Open Monday - Friday 7:00 - 23:00 hours, Saturdays
7:00 - 22:30 hours
2. Dzierżoniów
Gazownia Wałbrzych, oddział w Dzierżoniowie, ul.
Kilińskiego 18
Tel. 74 832 24 30, 074 832 24 07
Open 24/7
3. Elbląg
Stacja Paliw Lotos (Oaza) Gronowo Górne, ul.
Bursztynowa 2
Tel. 55 233 33 20 w. 13, Fax. 55 235 25 35
Open 24/7
150
4. Gdynia ul. Chwaszczyńska
Przedsiębiorstwo Komunikacji Miejskiej Sp. z o.o., ul.
Chwaszczyńska 169 (Kacze Buki)
Tel. 58 622 00 71
Open every day 8:00 - 16:00 hours
5. Gdynia ul. Hutnicza
Stacja Paliw Shell, ul. Hutnicza 35
Tel. 58 664 25 09
Open 24/7
6. Inowrocław
Miejskie Przedsiębiorstwo Komunikacyjne, ul. ks. Piotra
Wawrzyniaka 33
Tel. 52 357 60 68
Open
Monday - Friday 7:00 - 19:00 hours
Saturday 8:00 - 13:00
7. Jarosław
Gazownia Jarosław, ul. Krakowska 54
Tel. 16 624 52 83
Open Monday - Friday 7:00 - 14:30 hours
8. Jasło
Gazownia Jasło, ul. Floriańska 112
Tel. 13 443 72 92
9. Kielce
Gazownia Kielce, ul. Loefflera 2
Tel. 41 34 94 430, 665 612 172
Open Monday - Friday 7:00 - 15:00 hour
151
10. Kraków ul. Balicka
Gazownia Kraków, ul. Balicka 84
Tel. 12 628 15 18, 12 636 21 69
11. Kraków ul. Siewna
Firma Orfemet, ul. Siewna 19
Tel. 12 415 02 06
Open Monday - Friday 7:00 - 19:00 hours, Saturdays
7:00 - 16:00 hours
12. Legnica
Gazownia Legnica, ul. Ścinawska 1
Tel. 669 662 122
13. Lublin (Świdnik)
Gazownia Lubelska, Świdnik, Aleja Tysiąclecia 8
Tel. 81 442 37 30
Open Monday - Saturday 7:00 - 19:00 hours
14. Mielec
Stacja Paliw Shell (Reg Benz) Mielec, ul. Wojsławska 1A
Tel. 17 586 39 56
Open 24/7
Olsztyn
(station liquidated as of 1 January 2012)
Gazownia Olsztyn, ul. Lubelska 42
Tel. 89 537 25 00
Closed
15. Pawłowice Śl.
Gazownia Zabrzańska, ul. Katowicka 12
Tel. 32 47 57 077,
Open 24/7
152
16. Poznań
Gazownia Poznań, Głogowska 429
Tel. 61 839 06 27
Open NON STOP
17. Radom
Miejskie Przedsiębiorstwo Komunikacji, ul. Wjazdowa 4
Tel. 48 385 75 11
Open 24/7
18. Rzeszow
Miejskie Przedsiębiorstwo Komunikacyjne, Zajezdnia nr
2, ul. Lubelska 54
Tel. 17 866 04 08, Fax. 17 853 67 03
Open every day 6:00 - 1:00 hours.
19. Sandomierz
Stacja Paliw PPH HORTUS PLON, ul. Przemysłowa 2
Tel. 15 644 68 07
Open Monday - Saturday 6:00 - 22:00 hours, Sundays
6:00 - 21:00 hours
20. Słupsk
Miejski Zakład Komunikacyjny, Kobylnica, ul. Profesora
Poznańskiego 1A
Tel. 59 848 93 19
Open
Monday - Friday 6:00 - 21:00 hours
Saturday 8:00 - 15:30 hours
21. Sosnowiec
Vitkovice Milmet S. A, Sosnowiec, ul. Grota Roweckiego
130
Tel. 32 299 03 20
153
22. Tarnów
Miejskie Przedsiębiorstwo Komunikacyjne, ul. Lwowska
199A
Tel. 14 630 06 20 ext. 150
Monday - Friday : 4:00 - 6:00
Saturday: 4:00 - 7:00 and 15:00 - 18:00 hours
Sunday: 4:00 - 19:00 hours
23. Toruń
Biogaz-Inwestor, ul. Legionów 220
Tel. 56 644 90 52
Open 24/7. (between 22 – 6 hours after prior contact by
phone or e-mail with the staff)
24. Trzebinia
Transgór Mysłowice S.A., ul. Piłsudskiego 103A
Tel. 32 623 02 04
Open 24/7
25. Tychy
Przedsiębiorstwo Komunikacji Miejskiej, ul. Towarowa
1; tel. 32 217 10 41 ext. 147
Open 24/7, with a break on Saturdays and Sundays
between 6:00 and 20:00 hours
26. Wałbrzych
Miejskie Przedsiębiorstwo Komunikacyjne, ul. Ludowa 1
Tel. 74 666 33 40 (dispatcher)
Open 24/7
27. Warszawa
Gazownia Warszawa, ul. Prądzyńskiego 16
Tel. 22 325 13 79
Tel./Fax. 22 325 13 90
Open 24/7
154
28. Wrocław
Gazownia Wrocław, ul. Gazowa 3
Tel. 71 364 92 50
Open 24/7
29. Zabrze
Górnośląski Zakład Obsługi Gazownictwa,
ul. Pyskowicka 25
Tel. 032 376 19 99
Open Monday - Friday 7:00 - 15:00 hours.
30. Zamość
Miejski Zakład Komunikacji w Zamościu, ul. Lipowa 5
Tel. 84 639 05 65, 84 639 30 78
Technical, structural, environmental and health & safety requirements for CNG station
The application of compressed natural gas or biomethane for bus fuelling is a rather new idea,
therefore, regulations regarding the construction of the fuelling site and its application as
engine fuel are still developed (structure of the fuelling equipment). There is still no
legislation containing consolidated requirements applicable throughout the EU.
The application of natural gas, in particular biomethane, as engine fuel is not popular in
Poland. There is no appropriately developed network of fuelling stations (there are only 30
operating CNG stations, principally at the south of Poland), and there are no vehicles for this
fuel. Economic conditions, but also the care for the environment, should be important factors
encouraging to use gas fuels.
Because the prices of gas (both LPG and CNG) are still lower than the prices of petrol and
diesel oil, growing interest in gas-fuelled vehicles has recently been observed.
Particular interest is seen among companies with large vehicle fleets, where high portion of
costs involves fuel purchase. Another factor encouraging the achievement of broader use of
gas fuels may be related to the introduced regulations on reducing emissions to the
environment from the means of transport, or even banning the operation of vehicles whose
indices exceed the predefined pollution standards. Results of the studies indicate that gas
155
combusted emits less pollution to the environment than petrol or diesel oil.
The growing number of kilometers covered by one urban CNG bus in Rzeszow amounts to
approx. 70,000 km/year; while the average consumption of natural gas amounts to about 40
kg/100 km. Annual consumption of gas fuel per bus amounts to approx. 28,000 kg; for the
planned 30 CBG buses (compressed biomethane gas), this would be approx. 840,000 kg/year,
namely about 1,117,200 m3/year.
Preliminary analysis of CNG station location
The study regarding the selection of the location for CBG station has been developed in
cooperation with Biuro Obsługi Inwestycji ―
MarkGaz‖ Marek Szpunar. Two Draft Studies
have been prepared:
a) ―
Construction of pipeline for biomethane transmission from the areas near the
Wastewater Treatment Plant in Rzeszow to CNG station for MPK bus fuelling on
Lubelska Street in Rzeszow‖
b) ―
Construction of CBG biomethane fuelling station on the territory of MPK depot on
Lubelska Street in Rzeszow‖.
For the draft study of the station for bus fuelling with biomethane, Design b was used.
156
1. Technical – building assumptions for the station design
1.1. Assumptions – guidelines for development of the architectural- building design
Categories of building facilities acc. to Annex to the Act of 7 July 1994 –
―
Building Law‖:
Line facilities and installations built on an open area:
 Category of building facilities XXVI facility category index ―
k‖ – 8.0
 Facility size index W = 1.5
Cubature facilities, compressor container:
 Category of building faciltieis XVIII facility category index ―
k‖  10,
 Facility size index W = 1
1.1.1. Purpose of building facilities, utility programme
The purpose of building facilities forming part of the investment is as follows:
- Provision of gas connection to the compressor, the task of which is to compress gas to pressure
value of 25 MPa.
- Provision of high-pressure gas connection from the compressor to gas storage facility and
the distributor
- Electricity supply for the designed facility,
- Reconstruction of power cable – relocation due to the planned location of the station.
1.1.2. Scope of building and assembly works
Environmental Impact Analysis
Environmental impact of the fuelling station
Negative environmental impact can be divided into the time related to construction of the
fuelling station, and later to its operation.
Soil and water contamination – during the building works, e.g. as a result of leak of fuel, oil,
or other liquids from building machinery and equipment.
Quantity and degree of leakage is hardly predictable, but they are easy to eliminate.
Air pollution – air pollution is caused by building machinery with combustion engines, and
occurs at a rather low level, locally, and is short-term, not significantly contributing to
average pollution concentration in the area.
157
Environmental impact when using the CBG fuelling station
Negative environmental impact mainly includes accidents at work. If the station is used
according to the recommendations, and if the safety requirements are observed, the station’s
environmental impact drops down to the minimum. It has no impact on soil or water. There is
a possibility of oil leak or leakage of other liquids from vehicles (washer liquid, hydraulic oil,
radiator liquid, etc.) or compressors. Leakages are temporary and envisaged in small
quantities. When the area around the station is covered with asphalt, there are no leaks to soil.
Impact on air – CBG station must be furnished with special equipment to avoid gas
evaporation when the station operates regularly, and to prevent gas permeation to the external
environment. In the case of slight gas evaporation, it dissolves in air.
Accidental continuous evaporation of methane (biomethane) during the station’s operation
can have negative environmental impact. Methane is one of the greenhouse gases, yet due to
renewable nature of biomethane, this impact is not considered.
Another risk is posed by flammability of biomethane.
The station has no negative impact on the cultural environment.
A significant negative impact may only occur in the cases where high volume of gasi s
released to the environment. Biomethane is lighter than air, so when more than 20...30% V/V
of the gas accumulates in the air, this may lead to reduced volume of oxygen in the air, and as
a result it may cause suffocation. Because the gas is flammable and explosive, in the event of
a large leak, it may explode (when gas concentration in the air exceeds 5% V/V). Biomethane
is a renewable fuel, so it was adopted that both emissions of CO2 and CH4 as a result of
combustion of such gases can be actually qualified as greenhouse gases. CNG/CBG station
and gas vehicles are furnished with high-pressure cylinders and equipment, which may pose a
risk to life and health in the event of damage or failure.
Indirect environmental impact of the fuelling station construction
Reduction of emissions
According to the EU regulations, since 1 October 2009 it has been banned to register vehicles
with exhaust gas emission index lower than in Euro V standard.
The requirement is important only for first vehicle registration, therefore general legislation
does not limit the traffic of vehicles registered with lower Euro standards. New vehicles
fuelled with natural gas and sold in Europe must also meet the requirements for emissions
158
stated in Euro V standard. Emission levels of gas-fuelled vehicles are usually lower than
limits of Euro V. For example MAN CNG LionCity bus meets the requirements of the EEV
standard (environment-friendly vehicle, term used in Europe acc. to standard for "clean
vehicles" (over 3.5 t for categories M2 and M3). EEV is between the levels of Euro V and
Euro VI. When comparing a bus with self-ignition engine with engine capacity of 320 HP
and a bus fuelled with natural gas (310 HP) with the same engine displacement, in the same
operating conditions during 10 hours of operation daily, reduction of exhaust gases of the gasfuelled bus is very significant (cf. Table 1).
By introducing 30 CNG/CBG buses for operation at MPK in Rzeszow, throughout ten years,
we reduce CO volume by over 36 t, HC volume almost by 16 t, and NOx volume even by over
125 t, while the volume of solids by over 2400 kg.
Table 44
Comparison of emissions from CI buses (10 years) and CNG/CBG gas buses (new)
Volume of exhaust gases g / day
CO
HC
NO x
PM
Diesel(CI) Euro III bus
4,941
1,552
11,764
235
Gas-fuelled bus
1,639
0.46
337
5.70
Exhaust gas reduction
3,302
1,552
11,427
229
Exhaust gas reduction for 30 gas-fuelled
buses
99,061
46,574
342,810
6,888
Exhaust gas reduction for 30 gas-fuelled
buses (per year**)
36,157,464 16,999,716 125,127,018 2,514,072
Source: Biogas Filling Feasibility and Profitability Study. Tartu 2010
Euro III refers to exhaust gas emissions of the bus with CI engine. Emissions volume in
g/kWh was multiplied by efficiency and operating time of the bus engine.
** With the assumption that buses will be operated 365 days per year.
159
Objective of the study
The objective of this study is to assess profitability of extension of the compressed natural gas
station by the biomethane part in Rzeszow. The analysis involved two different station types:
a) Station with quick fuelling system, where gas is fuelled during 10 to 15 minutes.
b) Station with slow-fuelling system, where gas is fuelled during the time when the
vehicle is not used for a longer time, e.g. at night.
It is estimated that the investment cost for CNG/CBG quick-fuelling station will amount to ~
2.0 M PLN [0.48 EURO] and for slow-fuelling CNG station ~ 1.6 M PLN. (exchange rate 1
EURO = 4.4)
1.2. Land management draft
1.2.1. Object of the investment in the study phase
The object of the planned investment in the study phase is as follows:
―
Construction of biomethane (CBG) fuelling station on the territory of MPK depot on
Lubelska Street in Rzeszow, together with the accompanying technical infrastructure.‖
Components of the investment planned include:
 Container station for biomethane fuelling,
 Container warehouse of biomethane CBG,
 Overground section of the pipeline feeding the compressor’s container,
 High-pressure pipeline from compressor’s container to the cylinder warehouse,
 High-pressure pipeline from the compressor’s container to the distributor,
 Connection of cable line – main power supply for the station
 Low voltage after-meter power supply for compressor engines at the station
 Land management and shaping.
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Compressor unit - Technical specification (Offer, Annex No. 6)
Type – manufacturer
NGV AUTOGAS Sp. z o.o. - KwangShin
Feed pressure
Pumping pressure
Throughput
Compressor type
Cooling type
Number of compressor stages
Maximum gas temperature
Engine power
Voltage
Drive
Weight
0.25
MPa
25.0 MPa
2 x 150 Nm3/h = 300 Nm3/h
piston
air
4 stages
450C
2 x 45 kW = 90 kW
3 x 400V/50Hz
direct
7,500 kg
1.2.2. Existing land management
The location of biomethane station is planned next to the existing (in the neighbourhood)
CNG fuelling station (two compressors: 600 and 300 Nm3/h) on the territory of MPK bus
depot on Lubelska Street on the plot owned by the State Treasury. The plot is used by and
under the charge of Miejskie Przedsiębiorstwo Komunikacyjne in Rzeszow at the place
indicated in the situation map.
Due to the nature of the MPK base, where in the area, there is also a generally accessible
petrol and diesel oil station, LPG gas fuelling station and of compressed natural gas CNG, the
location of biomethane fuelling station will not be a visually and functionally distorting
element in the designed area.
The plots – area of MPK Rzeszow, have direct access to Lubelska Street, national road
Rzeszow-Lublin, existing entries and exists do not require rebuilding or extension in
reference to the planned location of the biomethane station.
The plot and the area in the direct vicinity, where the biomethane fuelling plant is located, is
a flat area, having asphalt surface, the area is lit and having infrastructure – storm water
system, sanitary sewerage system, central heating system, gas network supplying the CNG
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station principally used for fuelling of CNG buses owned by MPK in Rzeszow.
1.2.3. Planned land management - plot covered by the study:
The land management of the area covered with the investment will include the following
facilities:
Gas – biomethane fuelling station;
 Compressors - 2 items in container casing,
 Control cabinet of compressor (on side wall of compressor container),
 Compressed biomethane warehouse, with capacity of 2,500 Nm3
 Technological pipelines supplying compressor container,
 High-pressure pipelines on the territory of the station and to the distributor,
 Two-site distributor
– located on an island next to the existing CNG distributor
 Electricity supply – acc. to connection terms
obtained from PGE Zakład
Energetyczny Rzeszow
 Low-voltage distribution board and cables powering the station (compressor
engines),
 Control cables – telemetric,
 Anti-shock and lightning-arrester protection of the facility
 Land management around the compressor container and technological equipment
 Fencing of the station area – one side common with the CNG station.
1.2.4. Planned connections and equipment of the technical infrastructure:
 Biomethane transmission pipeline - acc. to separate study (March 2011)
 Electricity connection:
According to the information from PGE Zakład Energetyczny Rzeszow, it is impossible to
power the biomethane station with capacity of approx. 90 kW from the existing power grid
supplying MPK Rzeszow.
After application – submission of an application for connection to RZE power grid, it is
possible to obtain technical conditions for connection from transformer station supplying
industrial plants in the area.
162
1.2.5. Trafic on the adjacent areas:
The location of the biomethane station will not negatively affect the existing system of
internal roads and parking squares for vehicles of MPK Rzeszow, as well as access to the
technical background on the territory of MPK transport base. It will also have no material
impact on increase in traffic on the adjacent roads.
1.2.6. Listing of land management areas
- cubature facilities (compressor container + gas warehouse)
- 20 m2
- internal squares
- 68 m2
Total:
- approx. 88 m2
1.3. Information whether the area is entered in heritage register
The area where the investment is to be located is not included in heritage register and is not
subject to protection under the local spatial management plan for the City Rzeszow.
Fig. from 37 to Fig. 40 presents the location of components of CNG and CBG station
163
Place for biomethane
compressors
Measurement
system
7 x 2 slow fuelling
sites
Slow fuelling site line
Fig. 37. Map of the land where the present CNG station is situated, as operated at the depot of
MPK in Rzeszow with marked planned place for situation of biomethane compressors,
warehouse of CBG compressed gas and bus slow fuelling line.
164
Fig 38. Construction of the biomethane fuelling station for buses – depot of MPK
Rzeszow
TECHNICAL STUDY
“Construction of biomethane fuelling station for buses
at depot of MPK-Rzeszow”
SCALE 1: 500
January 2012
Fig. 39. Construction of biomethane fuelling station for buses at depot of MPK-Rzeszow
165
TECHNICAL STUDY
“Construction of the biomethane fuelling station for buses at
depot of MPK-Rzeszow”
Nadziemny układ
zasuw
SCALE 1: 250
January 2012
Fig. 40. Construction of biomethane fuelling station for buses at depot of MPK-Rzeszow
166
TECHNICAL STUDY
“Construction of biomethane fuelling station for buses at depot of
MPK-Rzeszow”
LEGEND:
Existing:
existing CNG station – compressed natural
gas
existing high-pressure metering station
to supply CMG station
two
containers
with
compressors
Q=600Nm3/h
existing complexes of CNG cylinder
warehouses
existing distributors of the CMG station
Designed:
Planned container with control cabinet, compressors with
existing vehicle fuelling
station (Diesel
capacity of 2x150Nm3/h for biomethane compression
and Pb)
Planned location of warehouse for compressed biomethane
existing
station –for
LPG fuelling
new distributor
designed
location
of the distributor for biomethane fuelling
Building
for the fuel station staff
proposed route - pipeline g25 w/c for possible biomethane
Building
of MPK
dispatcher
transmission
to vehicles
the existing
CNG (natural gas) cylinder
warehouses
Pipeline for biomethane transmission:
transmission
cable
Designed underground
pipeline
Designed
overgound
steelcable
section
route
for relocation
of lowpipeline
voltage –power
DN80 mm, on steel supports
Low voltage distribution board – compressor
powering with power cable 4 x 35mm2
Traffic direction of vehicles for fuelling
Biomethane station area
January 2012
167
Fig. 41. Visualisation of the designed CBG station
Fig. 42. General view of CBG fuelling site
168
Fig. 43. View of CBG (M) warehouse and container station (S)
For the area in question, there is a developed study on conditions and directions of land
management.
1.4. Data determining the impact of mining operations on the plot or building project
area within the borders of a mining area
On the area of the planned investment, there are no mining operations, and there are no
underground mining excavations – the area of MPK Rzeszow base is not located within the
borders of a mining area.
1.5. Information on the nature and properties of envisaged risks to the environment and
health
According to the Regulation of the Council of Ministers of 09.11.2004 on determination of
the types of enterprises that may have significant environmental impact and on detailed
conditions related to qualification of projects to preparation of environmental impact report,
Polish Journal of Laws No. 257, item 2573, the planned investment is not qualified as
investment for which the preparation of environmental impact report can be required, and its
nuisance does not exceed the borders of the plot.
169
The planned investment should not be a source of any gas pollutions, odours, dust and liquid
pollution, radiation or other substances hazardous to the environment and health. The planned
investment does not infringe the interests of third parties, does not cause nuisance and
limitations to use of neighbouring areas.
1.6. Data resulting from the specificity and nature of the investment
For planned facilities, specific explosion danger zones 2 must be set in line with Company
Standard ZN-G-8101 and ―
Draft national regulations for designing, construction, assembly,
control tests, start-up and operation of natural gas fuelling stations‖.
The designed biomethane fuelling station will be located next to the existing fuelling station
with natural gas with high methane content, CNG.
The applied technological solutions related to gas fuelling will affect the area by limitations
resulting from:
 Explosion danger zone
Explosion danger zones have been set on the basis of company standard ZN-G-8101 and draft
national regulations for designing, construction, assembly, control tests, start-up and operation
of natural gas fuelling stations.
On the basis of such standards, zone 2 and zone 1 must be defined, equal to Rk = 1.0 m, which
will be determined in the building design.
 Distances from building facilities
The location of the station observes normative distances listed in the Regulation of the
Minister of the Infrastructure of 12 April 2002 on technical conditions to be met by buildings
and their location (Polish Journal of Laws No. 75 of 15 June 2002, item 690).
 Zone related to noise emission
Noise level emitted during compressor operation will not be a source of supra-normative
environmental impact outside the investment area.
It is determined that all the planned aforementioned zones are within the limits of the area
covered with the investment. Due to the above, the facility impact area exclusively covers the
plot where the investment is located.
170
2. Simplified design
Basis for the study
o Act of 07.07.1994 Building Law (consolidated text: Polish Journal of Laws No. 156 of
2006, item 1118, as amended),
o Regulation of the Minister of the Infrastructure of 03.07.2003 on detailed scope and
form of the building design (Polish Journal of Laws No. 120, item 1133, as amended),
o Regulation of the Minister of Economy of 30.07.2001 on technical conditions to be
met by gas networks (Polish Journal of Laws No. 97, item 1055, as amended),
o Regulation of the Minister of the Infrastructure of 12 April 2002 on technical
conditions to be met by buildings and their location (Polish Journal of Laws No. 75 of
15 June 2002, item 690, as amended),
o Act on spatial planning and management, item 717 and Act 718 amending the Act –
Building Law and amending some acts of 27 March 2003, Polish Journal of Laws No.
80 of 10 May 2003, as amended,
o Regulation of the Minister of the Infrastructure of 6 February 2003 on health and
safety when performing building works (Polish Journal of Laws No. 47 of 19 March
2003, item 401, as amended),
o Decisions, approvals and opinions obtained from the owners of the infrastructure on a
particular area,
o Visit to the site and inventory of the present condition of the neighbouring facilities.
2.1. Mechanical section
Tasks to be performed:
Gas pipeline must be designed, run over the ground level on supports (from point G1 – to G2)
due to underground location of heating pipelines (ducts). In front of the compressor container,
on the pipeline, ball valve must be designed as a cut off valve, and for connection with the
compressor installation in the container, a flexible hose must be applied with steel braid for
natural gas with flange connections DN50 PN63, acc. to PN-EN 1092-1. Particular sections of
the pipes and profiles must be connected head-to-head by electrical welding (underground
pipeline) or with clamp connections (overground pipelines)
171
Pressure tests
To be performer according to PN-92/M-34503 standard and the Regulation of the Minister of
Economy of 30.07.2001 on technical conditions to be met by gas grids (Polish Journal of
Laws No. 97/2001, item 1055).
Technical conditions for execution and commissioning
Execution and commissioning of assembly works must be performer according to:

Earth works according to PN-99/B-06050,

Construction of the feed section and installation in line with the Regulation of the
Minister of Economy of 30.07.2001 on technical conditions to be met by gas grids
(Polish Journal of Laws No. 97/2001, item 1055).

Contractorship and commissioning of works and selection of requirements for quality and
application of metal welding specified in PN-EN ISO 3834-1; PN-EN ISO 3834-2; PNEN 1011:2009; PN-EN 287-1 lub PN-EN 1418; PN-EN ISO 15614-1; PN-EN ISO 5817;

Anticorrosive protection
Overground installation
All elements of the installation must feature multi-layer paint coatings. This refers to pipes,
fixture elements, profiles, connections, etc. Analogical anticorrosive protection must be
provided for auxiliary and support structures. It is permissible to apply prefabricated
galvanised coatings. Dry coating thickness must amount to at least 120/μm. Steel base for
paint coatings must be prepared according to PN ISO 8501-1:1996 to achieve class Sa 2.5.
Conditions for performance and the assessment of anticorrosive works acc. to PN ISO 12944.
Underground installation
Pipes for gas pipelines and underground pipelines are made of stainless material, hence they
do not require insulation layers.
However, due to possible mechanical damage of the external layer from the ground, it is
proposed to install steel pipes in the screen of ribbed plastic pipes.
172
2.2. Electrical section
Power supply
Application to PGE RZE Rzeszow for issue of technical conditions for connection to the
power grid and for metering for settlement purposes.
Cable lines
Application of cables with wires made of copper. In explosion danger zones, envisage cables
in inflammable insulation.
For spark-safe circuits, design of a separate duct (marked in blue) with a separate casing pipe,
while cables for such circuits will have insulaton in blue.
Anti-short-circuit protection
Installation to be envisaged furnished with lightning-arresters and protective devices ensuring
two-level protection system.
Lighting of the area
No additional external lighting is planned for the station area.
Lightning arresters and earthing connections for equipment
The newly installed compressor station and equipment require earthing connection, namely
application of the foundation earthing from bend iron FeZn min. 25x4mm.
Resistance of the lightning-arrester installaton must be lower than 10 ohm.
Anti-shock protection
As anti-shock protection system, automatic switch-off to be designed in the network system
TN-C-S (separate neutral and protective cables in parts of the network).
Relocation of the existing section of power cable
Apply for relocation conditions to RZE Rzeszow and power services of MPK Rzeszow in
order to relocate the section of low voltage power cable (E1 to E2) which collides with the
planned location of the station.
173
2.3. Building section - Equipment installation in containers

Compressor container must be made as a steel structure with elements – aluminium
profiles, sound-attenuating casing lined with noise attenuating material, with a number of
fixed or opened panels/doors.

The casing must ensure noise level to approx. 75 dBA

The container must feature an integrated system for elimination of possible gas leaks to
the safe height above the ground level.

The container must be heated – internal heater (EEx) with thermostat.

Selection of equipment operation inside the container - 40 °C + 40 ° C

Furnished with intenal gas detection system – sound and visual signalling.

All the equipment in the container in the anti-explosive version (EEx)

Monolithic foundation cast on the site and of reinforced concreto slab under the
container.
2.4. Traffic section
The planned construction of the container biomethane fuelling station will be located in the
vicinity of the existing CNG natural gas fuelling station.
The area around the compressor container and the gas warehouse will be hardened and
completely covered with vibration-compacted paving stones 6 cm thick.
The slant across and along the designed surfaces must be adjusted to the existing area.
Road building works must be carried out in line with the applicable standards:

PN-S/02205:1998 ―
Roads for vehicles. Earth works. Requiremetns and tests‖

PN-S/02204:1997 ―
Roads for vehicles. Road melioration‖,

PN-S/96025:2000 „Roads for vehicles and air fields. Asphalt surfaces. Requirements‖.
174
2.5. Fire safety conditions
2.5.1. Exposion danger zones
At the phase of the design, one must set the zones on the basis of standard ZN-G-8101 –
„Explosion hazard zones” and Draft national regulations for designing, construction,
assembly, control tests, start-up and operation of natural gas fuelling stations”. All the
equipment installed in the defined zones must feature required attestation and permits for use.
ZONE 2
ZONE 2
ZONE 1
ZONE 1
Explosion hazard zone 1
Explosion hazard zone 2
Fig. 44 SETTING OF EXPLOSION
HAZARD ZONES – CBG STATION
2.5.2. Furnishing with fire safety equipment
The investment planned will be furnished with fire safety equipment.
2.5.3. Fire safety communication.
The communication system on the territory of the Base and the existing quick fuelling CNG
station allows the fire brigade units for access to all equipment and installations, as well as
passing without the need of turning, which meets the requirements set for fire routes.
2.5.4. Information regarding the plan of safety and health protection (bioz)
Information must be developed on safety and health protection at the phase of developing
building design documentation. After the analysis of the materials developed so far, it has
been determined that the further study for construction of NCG bus fuelling station with
biomethane will be performed for CNG station with compressors ensuring hourly gas output
175
of 300 Nm3/h. Setting of this parameter allows for determining the volume of fuelling station
and for selection of compressors. It was assumed that two compressors must be installed with
capacity of 150 Nm3/h each, which would ensure the reserve of 20% - 30%, namely if needed,
there will be a possibility of improving the station’s throughput to 360 – 400 Nm3/h.
176
3. Acquisition of funds for the project
3.1. Financial analysis
Methodology
The purpose of the performer financial analysis for the project of building a station for
compression and distribution of biomethane was to determine the period of return on equity
and to make the assessment of economic profitability of the project.
The financial analysis of the station’s construction has been prepared as for a typical market
investment.
For the assessment, two basic methods for assessment of investment projects were applied:
- Net Present Value (NPV),
- Internal Return Rate (IRR).
This allows for assessment of the project both considering the rate of return expected by the
investors, and indication of the rate of return to be achieved by the project with the preset
parameters.
Basic data
a)
Investment cost.
Total cost of construction of the compressed biomethane CBG station includes both direct
costs on furnishing the CBG station and the construction of the station itself, as well as the
accompanying investment costs of pipeline construction between the Wastewater Treatment
Plant and the existing CNG station at the MPK depot, connection to the feed network and
power grid, construction of access roads, preparation of the documentation and the necessary
fees for land lease. Direct costs resulting from price quotations submitted, as well as the
accompanying costs are estimated.
b)
Project assessment period and the value of assets held after the assumed period
(residual value).
For calculations, the settlement period of 15 years was adopted. Equipment and building
works related to the construction of fuel station are Subject to depreciation in exactly such a
period.
In order to make the project assessment criteria more stringent, it was assumed that the value
177
of fixed assets held after the end of the 15-year period would amount to 0 EURO.
Therefore, it is an assumption that after fifteen years, the project will be entirely renewed.
c)
Discount rate
Depending on the type of the project, various interest rates of return on the invested capital
are adopted. In the case of large infrastructural projects, it is usually the range of from eight to
twelve percent. Due to the fact that the project, apart from typical market conditions
determining its profitability, generates additional benefits resulting from environmental
regulations that are not considered in this study, and which would additionally possitively
affect its rate of return, the average market rate of return was adopted of 10%. The project
does not account for inflation because, as shown by the historical long-term tendency, it is
with inflation that the increase in market price of fuels occurs, including gas. Furthermore, at
the present macroeconomic situation, it is impossible to determine with certainty the inflation
level within the next two years, then the more so in the next fifteen years.
Not accounting for inflation causes that the assessment refers to the project alone, without the
impact of external factors.
d)
Taxes
- in the calculations, cost excluding VAT is adopted.
- in the CNG price, road tax was partially adopted and excise tax to the extent included in
the price of diesel oil, to the price of which 0.55% present price of CNG is referred.
Financial analysis
The analysis performer refers to two types of fuelling stations:
- slow-fuelling station
- quick-fuelling station
Slow-fuelling stations are to be principally applied for the part of fleet in the transport
companies (buses).
Quick fuelling is envisaged as the main system for fuelling CNG vehicles.
Income for both station types accounts for biomethane sales with the assumption of prices
referring to natural gas, and the calculations are based on the following data:
178
e)
Selling price of CNG/CBG.
In the calculations, selling price of 3.14 PLN [0.75 EURO] /kg (2.36 PLN/ [0.56 EURO/m3)
VAT exclusive is used. On the Polish market, CNG price is set by PGNiG in monthly periods,
depending on average price of diesel oil in the last month on the domestic market.
f)
Operating expenses related to facility functioning.
Preliminary assumptions:
- cost of electricity – about 400,000 kWh/year, at the price of 0.52 PLN [0.12 EURO] /kWh,
- maintenance and repair costs, approx. 2%/year on the initial investment cost.
With the above assumptions, the costs related to station functioning, with the assumption of
maximum use, are as follows (the costs are costs specified in the scale of one month):
- for quic-fuelling station:
179
Table 45. Costs related to station functioning, with the assumption of maximum use
Monthly operating expenses
Salaries
Electricity
Interests on loan
Maintenance, repairs
Administrative costs
Office costs
Accountancy services
IT support
Security
Infrastructure and maintenance
Other
Total costs
400 000/95 238.10
0.52/0.12
Price [PLN/EURO]
16 000.00/3 809.52
17 333.33/4 126.98
6 083.33/1 448.41
3 341.67/795.64
5 000.00/1 190.48
50.00/11.90
1 500.00/357.14
1 500.00/357.14
1 500.00/357.14
1 000.00/238.10
2 000.00/476.20
55 308.33/13 168,65
Source: own study
- for slow-fuelling station, the costs are as follows:
Table 46. Costs related to station functioning, with the assumption of maximum use
Monthly operating expenses
Price [PLN/EURO]
Salaries
16 000.00/3 809.52
Electricity
17 333.33/4 126.98
400 000/95 238,10
0.52/0.12
Interests on loan
4 766.67/1 134.92
Maintenance, repairs
2 675.00/636.90
Administrative costs
5 000.00/1 190.48
Office costs
50.00/11.90
Accountancy services
1 500.00/357.14
IT support
1 500.00/357.14
Security
1 500.00/357.14
Infrastructure and maintenance
1 000.00/238.10
Other
2 000.00/476.20
Total costs
53 325.00/12 696,42
Source: own study
The difference in cost, presented for comparison, is small and principally results from the
operating expense margin dependent on investment value, which is greater in the case of
quick-fuelling station.
Actually, for the quick-fuelling station, the cost of electricity used for compression and
fuelling of the same CNG volume will be higher than in the case of slow-fuelling station by
180
the additional volume of energy needed for gas compression at the CNG warehouse located at
the station. It is the cost we bear for the opportunity of quick use of the CNG gathered in the
tank and significant shortening of fuelling time. In order to fully fuel next vehicles, we must
again compress some portion of gas to maximum pressure.
In the case of slow fuelling, gas pressure value in the cylinders of vehicles fuelled increases
gradually until achievement of full fuelling value (220 bar). The calculations do not account
for costs incurred on additional gas compression, as it is hard to estimate this value. It
depends on several parameters, values of which may considerably change.
The experience of NGV AUTOGAS indicates that increased electricity consumption for CNG
compression in the quick-fuelling system can reach even 25-30%.
The costs are settled in the period of 15 years.
g) Costs of investment financing.
The financial analysis is based on the assumption that the investment is covered in 30% by
the Investor, while the other part amounting to 70%of the investment will be covered from an
external source, in this case the loan. Calculations of loan servicing costs are based on the
assumption that crediting period will amount to ten years, the interest rate - to 9% per year,
and the installments will be paid back in the equal amount.
It was assumed that total value of investment outlays on the quick-fuelling station will amount
to 2,005,000 PLN [477 380.95 EURO], therefore the data for the loan will be as follows:
- loan amount will total 1,403,500 PLN [334 166.67 EURO], interests: 730,000 PLN
[162 222.22 EURO]
In the case of slow-fuelling station, the loan data will be as follows:
- loan amount will total 1,403,500 PLN [334 166.67 EURO], interests: 572,000 PLN
[162 222.22 EURO]
The assessment did not include a situation where a preference loan was obtained for the
investment or co-financing e.g. from WFOŚiGW.
h) Investment costs.
- Equipment and installations at the station:
The price of equipment at the CBG station with quick-fuelling system (compressors and
peripheries) has been presented in Annex 5.
181
Station with slow-fuelling system
The price of equipment for station with slow-fuelling system is estimated as about 2/3 of the
price of equipment of the station with quick-fuelling system. Stations with slow-fuelling
system can be built with relatively lower costs, as a smaller numer of the rather expensive
high-flow gas distributors is applied, replacing them with simplified metering systems, and
the size (capacity) of the costly CBG tanks is limited to the necessary minimum.
- Cost of construction of a CNG/CBG station:
At the manoeuvre square of the CBG station, the external radius of vehicle turning must be
considered - minimum 12.5 m.
For construction of average size bus CBG station, a square is needed with dimensions 25 x 25
m, hardened (covered with asphalt or paving stone).
For access roads, about 1000 m2 is needed. The planned CBG station with the partial slow
fuelling is designed to support 15 buses.
For each bus, we need a square with dimensions of 18m length and 2.5 m width, on estimate
680m2. For distances between buses and manoeuvre squares, one must add a similar amount,
so in total we need about 1,360m2. Calculations for the depot do not include the costs of
making access to the depot, and the CNG station located on the area of the depot must meet
requirements as to protective zone, road and manoeuvre squares.
From the point of view of security and easy operation of the station, it may be required to
build a regulated light signalling installation. Such additional costs have not been accounted
for in the profitability calculations.
Therefore, in the financial analyses, it was assumed that the cost of quick-fuelling station with
the infrastructure and pipeline would amount to 2,005,000 PLN [477 380.95 EURO] (305,000
PLN [72 619.05 EURO] and 1,700,000 PLN [404 761,91 EURO]), while in the case of a
station with partial slow fuelling, the cost would amount, respectively, to 1,605,000 PLN
[382 142.86 EURO] (305,000 PLN [72 619,05 EURO] and 1,300,000 PLN [309 523.81
EURO]). Higher costs of connections were adopted, which creates an additional safety
margin.
i) Analysis of investment profitability
Due to the fact that the assessment involves the investment that is a part of a major project,
the method of calculation was adopted which would not only give the answer as to the
182
profitability of construction of another part of the project, namely the installation for
biomethane acquisition. In the investment analysed, it was assumed that gas would not be
purchased on a free market, but it is to be supplied from a nearby biogas plant.
Therefore, one cannot determine profitability if one cannot estimate the price at which the
station is to ―
purchase‖ biomethane. Certainly, this is about the cost of gas purchase in the
internal settlement, as both the biogas acquisition installation and elimination of CO2, as well
as the installation for compression and fuelling of biomethane are actually one project.
In the analyses, therefore, we adopt two variants of biomethane selling prices:
- one assuming gas selling price at the market price amounting to 3.14 PLN [0.75 EURO] net
per kg (2.36 PLN [0.56 EURO] /m3) of biomethane,
-other assumong preferential price for biomethane sales, lower by 20 % from market price,
which would then amount to 2.51 PLN [0.60 EURO] per kg (1.97 PLN [0.47 EURO] /m3) of
biomethane.
Both analyses show that with the assumed expected rate of return on investment amounting to
10%, the investment will be profitable when the internal price of gas supplied is appropriate
(details below).
- calculations for quick-fuelling station:
183
Table 47. Costs related to station functioning with the assumption of maximum use
Assumption that selling price will be the same as for natural gas at CNG stations
EURO/
Gas selling price to the customer
per kg
0.75
Assumed rate of return on investment 10%
Purchase price of gas from treatment plant EURO/
where NPV=0
per kg
0.48
Assumption that selling price will be lower by 20% from CNG price
EURO/
per kg
0.60
where NPV=0
per kg
0.33
Source: own study
The above chart indicates that at the biomethane selling price to the customer at the price of
3.14 PLN [0.75 EURO] per kg (2.36 PLN [0.56 EURO] /m3), the investment is profitable at
the assumed expectted rate of return on investment, where the internal price of biomethane
will amount to the maximum of 2.03 PLN [0.48 EURO] per kg (1.53 PLN [0.36 EURO] /m3).
In turn, when wishing to increase the competitiveness of biomethane as compared to CNG
and when reducing its selling price by 20% below the market price of CNG, the internal cost
of biomethane can maximally oscillate within the range of 1.40 PLN [0.33 EURO] per kg
(1.05 PLN [0.25 EURO] /m3).
In the case of quick-fuelling station, return on investment will occur within less than eight
years.
- calculations for the quick-fuelling station:
184
Table 48. Costs related to station functioning with the assumption of maximum use
Assumption that selling price will be the same as for natural gas at CNG stations
EURO/
per kg
0.78
Assumed rate of return on investment10%
where NPV=0
per kg
0.50
Assumption that selling price will be lower by 20% from CNG price
EURO/
per kg
0.60
where NPV=0
per kg
0.35
Source: own study
In the case of slow-fuelling station, with the assumption that customers will pay the price of
3.14 PLN [0.78 EURO] per kg of biomethane, internal price of biomethane cannot be higher
than 2.12 PLN [0.50 EURO] per kg (1.59 PLN [0.38 EURO] /m3), if we want to achieve 10%
rate of return on investment.
With lowering of biomethane price for external customer by 20% as compared to market price
of CNG, internal price of biogas cannot be higher than 1.49 PLN [0.35 EURO] per kg (1.12
PLN[0.27 EURO] /m3).
For such prices, NPV value is close to 0.
j) Comparison of two fuel station types
Due to project specificity, one cannot compare both fuel stations as alternative investments.
The choice must be made based on future market demand. Both investments seem profitable.
Certainly, it would be a better solution to build quick-fuelling station, as this allows for
competing on the market, acquisition of various customer groups and development of the very
market of biomethane on a particular area.
k) Risk asessment
At this phase, the following risk areas seem important:
185
• risk of demand. Biomethane is not popular in Poland and gas consumption can be much
lower than planned, and despite lower gas price as compared to the price of petrol and diesel
oil. Drop in the numer of clients can also be caused by competitive prices of petroleum fuels.
For the purpose of assessment of this risk, calculations were made, according to which the
envisaged sales volumes can decrease even by 30% in the case of quick-fuelling station, and
up to 20% in the case of slow-fuelling station.
• wrong assessment of investment value. The investment value used for profitability
calculations is partly estimated, and only then the actual value is determined for the purposes
of price quotations and commercial negotiations. The values may considerably differ from the
envisaged values.
•
risk of supplies. Practically, the only supplier of natural gas in Poland is PGNiG, acting as
a monopolist. If the supply is suspended, station’s operation will be rendered difficult. The
application of biomethane is a solution to this problem.
Risks related to construction
• reliability and risk of proper operation of the equipment guarantee. There ar emany
manufacturers of equipment compressing gas. The inwestor in the equipment for fuelling
station must perform a market analysis of prospect manufacturers and suppliers, in order to
prevent the future problems with operation and maintenance of the equipment. An important
factor when selecting the proper price quotation is the capacity of performing maintenance of
services guarantee. Among major risks, there is lack of quick response in the event of failure
at CBG stations. To mitigate this risk, two compressors have been planned at the CBG station.
• risk of supply. Requirements as to location and operation of the CBG station are determined
on the basis of prior analyses in order to avoid problems with meeting the delivery terms and
fitness of the facility supplied for the purpose intended. The risk can be mitigated by very
careful selection of the manufacturer.
• building risk. Due to specificity of high-pressure gas pipelines and gas installation, there
may be a risk resulting from incompetence of the building staff.
• operational risk. Because gas is flammable and explosive, and the equipment operates at
high pressure, the risk of station operation is very high.
In order to mitigate this risk, CBG trading must occur on the basis of detailed instructions and
with periodical training for the staff. One must be careful and observe safety regulations
186
applicable at the fuelling station.
Conclusion
All the calculations were performer with the assumption of full use of the capacity of the
station and biomethane source. It is pointless to analyse at this stage the profitability in the
case of smaller use, as the threshold internal price of biomethane acquisition is unknown, as
this would only give the grounds for estimation of variants with smaller use of volume of
biomethane fuelled in annual scale.
After careful planning and assessment of the investment value in the part of the project
comprising the infrastructure for acquisition and treatment of biogas, it will be necessary to
perform further analyses.
The purpose of this study is to assess the profitability of construction of the compressed
natural gas (biomethane) station in Rzeszow. The analysis involved two types of stations:
a) Station with quick-fuelling system, where the gas is fuelled within 15 to 20 minutes.
b) Station with slow-fuelling system, where the gas is fuelled while the vehicle is not in
use for a longer period of time, e.g. at night.
The investment cost for the quick-fuelling CNG/CBG station will amount to ~ 2 M PLN
[≈0.48 EURO], and for slow-fuelling CNG station ~ 1.6 M PLN [≈0.38 EURO].
Major part of the investment includes the purchase and installation of the equipment for the
fuelling station.
The analysis shows that the investment is justified and profitable. Apart from financial
benefits, there will also be environmental benefits.
The use of environment-friendly biomethane ensures a bonus for biogas manufacturer and for
recipients, in particular of institutional nature, who must settle emissions to the environment.
187
3.2. Economic analysis of the assumptoins for the study for construction of biomethane
fuelling station on the territory of MPK depot on Lubelska Street in Rzeszow
Abbreviated Cost Estimate
1) Geodetic suport of investment; update of maps for design purposes,
geodetic post-execution inventory
- 9.0 k PLN [2.14 EURO]
2) Development of building and execution documentation with obtaining
of formal –legal decision on building permit
- 25.0 k PLN [5.95 EURO]
3) Building – assembly works;
a) Performance of foundations for compressor container and gas warehouse
-11.0 k PLN
[2.62 EURO]
b) Performance of fencing on concreto foundations
- 8.0 k PLN
[1.90 EURO]
c) Performance of land management – pavement bricks
- 9.0 k PLN
[2.14 EURO]
d) Relocation of low voltage power cable (section E1 to E2- p. 23)
- 7.0 k PLN
[1.67 EURO]
e) Assembly of compressor container with control cabinet
-15.0 k PLN
[3.57 EURO]
f) Assembly of gas warehouse
-10.0 k PLN
[2.38 EURO]
g) Performance of technological pipelines
- 8.0 k PLN
[1.90 EURO]
h) Assembly of station distributor
- 3.0 k PLN
[0.71 EURO]
i) Placement of cable – telemetric cables
- 3.8 k PLN
[0.90 EURO]
j) Performance of power cables for compressor engines
+ distribution board
-12.0 k PLN
[2.67 EURO]
k) Performance of earthing connection for equipment
- 2.5 k PLN
[0.60 EURO]
4) Performance of power supply acc. to the obtained conditions
188
for connection from PGE RZE Rzeszow – connection fee
- approx. 25 k PLN
[5.95 EURO]
5) Lease agreement of land for the station – single fee for 15 years
- 15.0 k PLN
[3.57 EURO]
6) Investor’s supervision 2.5 % of contractorship costs
- 4.0 k PLN
[0.95 EURO]
7) Author’s supervision 1 % cost of documentation development
- 2.5 k PLN
[0.60 EURO]
8) Other unplanned costs - assumed 5 % value of outlays
- 8.0 k PLN
[1.90 EURO]
Total value of draft study
- 177.7 k PLN
[42.12 EURO]
Purchase of CNG station equipment
1. Version with quick-fuelling system
1.1. Purchase of complete station with double distributors
Type: GEO – M50 – 030 – 150 KwangShin
2 x 675 000 PLN = 1 350 000 PLN [321 428.57 EURO]
1.2. Purchase of CNG warehouse with capacity of 2 500 Nm3 with filling priority system
(125 cylinders with capacity of 80 litres)
351 000 PLN [83 571,42 EURO]
Total: 1 701 000 PLN [404 999.99 EURO]
2.
Version with slow-fuelling system
2.1. Purchase of complete container station with double distributor
1 x 675 000 PLN [160 714,29 EURO]
2.2. Purchase of container station without distributors
1 x 515 000 PLN [122 619.05 EURO]
2.3. Purchase and assembly of 7 slow-fuelling sites
7 x 17 000 = 119 000 PLN [28 333.33 EURO]
Total:1 309 000 PLN [311 666.67 EURO]
During the feasibility assessment, there are several basic questions to be asked:
- is access possible to the assumed sources of financing?
- can we achieve the assumed operational and economic parameters for proposed solutions as
regards the fleet?
189
- do operational parameters of the compressor station ensure cost competititveness?
- is it possible to solve logistic problems?
This is not an exhaustive list of questions, but it shows how broad range of issues must be
considered. It is important that, while asking the above questions, one should consider how
the investment is to be carried out.
At the same time, while analysing compliance and feasibility, one must also consider the third
criterion – acceptability. The acceptability criterion serves for assessing whether the
consequences of project implementaction can be accepted. Because acceptability is strictly
connected with human expectations, one must first clearly define who is to accept the
particular design.
The following questions might proved helpful when identifying probable consequences of the
design:
- is required project profitability ensured?
- doesn’t the business risk grow too much?
- will the scope of changes be accepted by employees, passengers, etc.?
- will the adopted strategy for fuel substitution be accepted by the environment, e.g.
local authorities.
Draft study of technical – economic assumptions for ―
Construction of pipeline for biomethane
transmission from the areas near the Wastewater Treatment Plant in Rzeszow to CBG station
for MPK bus fuelling on Lubelska Street in Rzeszow‖ has been presented in Annex 7.
190
3.3. Annex 5
Investment Support Office
„MarkGaz” Marek Szpunar
SEAT: ul. PUSZKINA 59, 35-328 RZESZOW
Draft - S t u d y
technical – economic assumptions
for
“Construction of pipeline for biomethane transmission from the areas near the
Wastewater Treatment Plant in Rzeszow to CNG station for MPK bus fuelling
on Lubelska Street in Rzeszow‖
Prepared by:
Marek Szpunar M.S.c
Rzeszow, March 2011/July 2012
191
I. CONTENT OF THE DRAFT STUDY
1. Descriptive part
1. General data
p. 3
2. Location and characteristics (scope) of the study
p. 3
3. Conditions for project execution
p.4
4. Technical – economic conditions for study assumptions
p.5
5. Conclusions and comments to draft study
p.6
6. Flow calculation, medium – gas
p.7
7. Investor’s cost estimate No.1
p.9
8. Investor’s cost estimate No.2
p.15
2. Graphic part
 Orientation
 Plan – land management study – scale 1 : 1000
Board 1 and 2
 Copy of the study on conditions and spatial management orientation
of the City of Rzeszow – developed by Biuro Rozwoju Miasta Rzeszowa
(Development Office of the City of Rzeszow)
BASIS FOR THE STUDY, standards, literature
 Copy of the basic map in the scale of 1 : 1 000
 Copy of the register map in the scale of 1: 1 000
 Excerpts from land register – precinct 216
 Regulation of the Minister of Economy of 30 July 2001 (Polish Journal of Laws No.
97/2001, item 1055) on technical conditions to be met by gas grids,
 Technical conditions for designing and construction, supervision of gas pipelines
made of polyethylene – third edition issued by Karpacka Spółka Gazownictwa in
Tarnów,
 Measurements and field interview.
 Building Law of 1994, as amended,
 Water Law, Polish Journal of Laws No. 239, item 2019 of 2005, as amended,
 Environment Protection Law – Polish Journal of Laws No. 199 of 2008
 Regulation of the Council of Ministers of 17 December 2002 on inland surface waters,
192
 Information from Development Office of the City of Rzeszow about the local spatial
management plan for the areas covered by the study,
 Interview – information from Regional Management Board of Water Management in
Kraków – Management of the Wisłoka and Wisłok River Basin with the premises in
Rzeszow, ul. Kwiatkowskiego 2.
1. General data
This technical – economic study was performed for the purpose of planned offtake –
transmission of biomethane, obtained from biogas of agricultural origin, produced near the
areas of Wastewater Treatment Plant in Rzeszow, as well as use of excess biogas from the
wastewater treatment plant to fuel vehicles.
According to the assumptions, it is planned to fuel 30 buses of Miejskie Przedsiębiorstwo
Komunikacyjne in Rzeszow with biomethane.
The most favourable place for biometanu offtake for fuelling buses is the location at the
present CNG natural gas fuelling station situated at the technical base of the background on
Lubelska Street in Rzeszow.
According to the assumptions adopted, daily demand for biomethane to fuel about 30 buses
with average mileage of approx. 250-300 km per day would amount to approx. 5,400 Nm3
/day.
It is assumed that with the sustainable during the day fermentation of waste of agricultural
origin (waste from energy plant plantations), biogas can yield approx. 250 Nm3 /h of
biomethane to be sent via pipeline to the MPK base in Rzeszow.
For the planned pipeline, the following operating parameters are agreed:
 Assumed and planned hourly flow of 250 Nm3 /h.
 Planned flow – future transmission up to 500 Nm3 /h.
 Planned pressute at start point – pipeline feed 2 - 3 bar
 Maximum operating pressure 0.5 MPa.
 Maximum accidental pressure 0.7 MPa.
2. Location and characteristics (scope) of the study.
193
The planned construction of the pipeline from the areas near the Wastewater
Treatment Plant in Rzeszow to the bus background base of Miejska Komunikacja
Samochodowa, located on Lubelska Street in Rzeszow, has been set next to the controlled
zone of the existing high-pressure pipeline owned by OPG ―
Gaz-System‖ - Branch in
Tarnów, and connection to the station for CNG natural gas fuelling.
The study assumes the construction of the pipeline on the territory of the plots –
undeveloped properties, not cultivated for agricultural purposes next to the Wisłok River
(apart from MPK Rzeszow), owned by:
 Regional Management Bord of Water Management in Kraków – Management
of the Wisłoka and Wisłok Rivers Basin with the premises in Rzeszow,
 Municipality of the City of Rzeszow,
 Private owners,
 State Treasury.
The study assumes that the planned pipeline will be made of yellow polyethylene pipes PE 80
SDR 11, just as for gas fuels, in line with standard PGNIG - ZN-G-3150 ‖Gas pipelines –
polyethylene pipes – requirements and tests.‖
Considering the assumptions adopted – operating parameters of the pipeline and analyses of
throughput calculations made, as well as medium flow velocity, optimal pipeline diameter has
been selected:

PE dn 75.0 x 6.8 mm, internal diameter 61.4 mm,

Pipeline length 980.0 m, including;
- underground crossing of the Wisłok River – 110 m of PE pipes dn 75 SDR 11 100 RC.
The study presents two alternative opportunities for executing the project of crossing the land
obstacle in the form of the Wisłok River:
A. Controlled bore under the bed of the Wisłok River,
B. Pipeline assembly on the existing overground structure – trestle for pipelines
owned by ―
Elektrociepłownia‖ (CHP Plant) Rzeszow.
Cost analysis and technical conditions for installation of the pipeline on the existing
overground structure - trestle, for economic and technical reasons, the choice of pipeline
execution under the river bed is justified.
194
3 . Conditions for project execution.

Land for the project does not feature spatial management plan for the City of Rzeszow,

In the area, one must consider the conditions of the developed study for conditions and
directions of spatial management for the City of Rzeszow,

The location of the planned pipeline requires obaining a legally valid localisation
decision on conditions for construction and land development,

Controlled bore – location of the pipeline under the bed of the Wisłok River requires
obtaining the approval from the Regional Board for Water Management in Kraków –
Management of the Wisłoka and Wisłok Basin with the premises in Rzeszow, and the
water permit in linw with the Water Law,

Building documentation must be developed on updated geodetic base in the scale of
1:500

The planned route of the pipeline must be approved by the Team for Design
Documentation Approval in Rzeszow,

Building documentation must obtain legally valid building permit – decision on project
execution,

As regards the route – location of the pipeline, one must conclude civil law contracts
with property owners for location and making the land available for performing building
works,

For the pipeline, one must set a controlled zone for the purpose of safe use.
4. Economic analysis of the study assumptions
Below is the economic analysis on the basis of the two selected variants of the planned
route of the pipeline for biomethane transmission from the areas adjacent to the Wastewater
Treatment Plant in Rzeszow to the MPK bus fuelling station on Lubelska Street in Rzeszow;
Variant 1 – ―
Construction of the pipeline with underground crossing of the Wisłok River‖
–marking on situation maps
 Geodetic services for the investment; update of maps for design purposes,
post-execution geodetic inventory
-
9.0 kPLN [2.14 EURO]
 Development of building and execution documentation with obtaining
formal – legal decisions of building permit
- 35.0 kPLN [8.33 EURO]
 Pipeline execution – acc. to cost estimate No. 1
- 136.2 kPLN [32.43 EURO]
195
 Investor’s supervision 2.5 % costs of contractorship
 Compensation for land occupation (estimate)
 Other unplanned 10% project value
Total project value Variant 1
Two hundred sixty thousand PLN (net)
-
- 58.0 kPLN [13.81 EURO]
- 18.0 kPLN [4.29 EURO]
- 259.6 kPLN [61.81 EURO]
- 260.0 kPLN [62.00 EURO]
Variant 2 – ―
Construction with pipeline placement on the existing overground structure –
Trestle for crossing the Wisłok River‖ –marking on situation maps A- B- B‖- C
 Geodetic services for the investment; update of maps for design purposes,
post-execution geodetic inventory
-
 Development of building and execution documentation with obtaining
formal – legal decisions of building permit
- 35.0 kPLN [8.33 EURO]
 Pipeline execution – acc. to cost estimate No. 2
- 179.9 kPLN [42.83 EURO]
 Investor’s supervision 2.5 % costs of contractorship
 Compensation for land occupation (estimate)
 Other unplanned 10% project value
Total project value Variant 2
 Three hundred and five thousand PLN net
-
- 58.0 kPLN [13.81 EURO]
- 18.0 kPLN [4.29 EURO]
304.4 kPLN [70.84 EURO]
- 305.0 kPLN [71.00 EURO]
5. Conclusions and comments to the draft study ;
 It is proposed to carry out the project acc. Variant 1 – with underground controlled
crossing of the Wisłok River, justified economically and technically; the planned pipeline
of selected PE pipes can operate at the pressure of up to 5 bar (0.5 MPa)
 The selected pipeline diameter allows for greater medium transmission in the volume of up
to 500 Nm3/h. at possible initial pressure of 2.5 bar, and much more at increase of the
initial pressure to 3 bar
 This Study assumes the planned pipeline on the area of undeveloped properties, in majority
not used for agricultural purposes, near the Wisłok River, with poorly developed
underground infrastructure. This is the subject of a separate analysis.
 It is recommended to locate the pipeline next to the controlled one of the existing highpressure pipeline owned by OPG „Gaz-System‖, by which enlargement of the protective
zone will be avoided, and which will serve as an additional argument for concluding civillaw agreements with land owners.
196
 Private properties – farming lands – for the planned pipeline location – 15 items, others
are owned by the Municipality of the City of Rzeszow and the State Treasury.
 The Study does not include construction of pipelines and installations for biogas treatment
on the lands adjacent to the wastewater treatment plant, and at the treatment plant itself.
 The proposed crossing of the Wisłok River with the controlled bore method is technicall
feasible in the aspect of geological conditions (which was confirmed on the basis of
geological tests at Trzebownisko – distance of approx. 500 m).
 According to the approvals from the Regional Board of Water Management in Kraków –
Management of the Wisłoka and Wisłok Rivers Basin with the premises in Rzeszow, it is
possible to carry out the underground crossing.
 The materials applied for construction of the planned pipeline do not require anticorrosive
insulation and anticorrosive protection.
 Upon the construction of the pipeline, because of the gas medium, it is recommended to
consider the conditions of the Regulation of the Minister of Economy of 30 July 2001
(Polish Journal of Laws No. 97/2001, item 1055, as amended) on technical conditions to be
met by gas grids - in respect of construction of medium-pressure gas grids up to 0.5 MPa.
Marek Szpunar M.S.c.
197
Table. 49.Calculations of medium flows – gas at initial pressure of 2.0 bar
Transit
flows
delivery
at point
―
A‖ in
Nm3 /h
Section
load in
Nm3 /h
Press
Pipeline
Initial
ure
Section
Final
diameter pressure
length in
pressure loss
Dw in
m
Pp (kPa) Pk (kPa) (kPa/
mm
km
N
o
Offtake
Section
at
section
Flow
velocity
(m/s)
1
1
2
0
200
200
1000
61
300
282.2
17.8
6.8
2
1
2
0
250
250
1000
61
300
271.6
28.4
8.8
3
1
2
0
300
300
1000
61
300
258.1
41.9
11.2
4
1
2
0
350
350
1000
61
300
241.2
58.8
13.9
5
1
2
0
400
400
1000
61
300
220.1
79.9
17.4
6
1
2
0
450
450
1000
61
300
193.5
106.5
22.3
7
1
2
0
500
500
1000
61
300
158.4
141.6
30.3
8
1
2
0
550
550
1000
61
300
123.8
176.2
36.9
A. For pipeline of PE pipes PE dn 75 x 6.8 mm SDR 11
and adopted biomethane transmission 200 – 550 Nm3 /h
B. For pipeline of PE pipes dn 90 x 8.2 mm SDR 11
198
No. Section Offtake Transit
at
flows
Section
load
3
section delivery at Nm /h
Initial Final
Pressure Flow
pressure
loss
diameter
pressure
velocity
(kPa/
Pp
Dw
in
Pk (kPa) km)
(m/s)
(kPa)
mm
Section Pipeline
in length
in m
point ―
A‖
in Nm3 /h
1
1
2
0
250
250
1000
73
300
289.3
10.7
5.8
2
1
2
0
300
300
1000
73
300
284.4
15.6
7.1
3
1
2
0
350
350
1000
73
300
278.6
21.4
8.4
4
1
2
0
400
400
1000
73
300
271.7
28.3
9.9
5
1
2
0
450
450
1000
73
300
263.7
36.3
11.4
6
1
2
0
500
500
1000
73
300
254.4
45.6
13.2
7
1
2
0
550
550
1000
73
300
243.7
56.3
15.1
8
1
2
0
600
600
1000
73
300
231.5
68.8
17.4
9
1
2
0
650
650
1000
73
300
217.4
82.6
20.0
Table. 50. Calculations of medium flows – gas at initial pressure of 2.5 bar
A. For pipeline of PE pipes dn 75 x 6.8 mm SDR 11
B. For pipeline of PE pipes dn 90 x 8.2 mm SDR 11
199
No Section Offtake Transit
Section Section Pipeline
Initial Final
Pressure Flow
at
flows
load in length diameter pressure pressure
loss
velocity
3
section delivery at Nm /h in m
Dw
in Pp (kPa) Pk (kPa)
(kPa/ (m/s)
point ―
A‖
mm
km)
in Nm3 /h
1
1
2
0
200
200
1000
61
350
334.8
15.2
5.7
2
1
2
0
250
250
1000
61
350
325.0
24.0
7.4
3
1
2
0
300
300
1000
61
350
314.9
35.1
9.1
4
1
2
0
350
350
1000
61
350
301.2
48.8
11.2
5
1
2
0
400
400
1000
61
350
284.5
65.5
13.5
6
1
2
0
450
450
1000
61
350
264.4
85.6
16.3
7
1
2
0
500
500
1000
61
350
240.0
110.0
20.0
8
1
2
0
550
550
1000
61
350
209.7
140.3
25.2
Transit
Offtake
flows
No. Section
at
delivery at
section point ―
A‖
3
in Nm /h
Section
load in
Nm3 /h
Pipeline
Initial
Section
Final
diameter pressure
length in
pressure
Dw in
m
Pp (kPa) Pk (kPa)
mm
Press
ure
loss
(kPa/
Flow
velocity
(m/s)
km
1
1
2
0
300
300
1000
73
350
336.7
13.3
6.0
2
1
2
0
350
350
1000
73
350
331.8
18.2
7.1
3
1
2
0
400
400
1000
73
350
326.1
23.9
8.2
4
1
2
0
450
450
1000
73
350
319.4
30.6
9.4
5
1
2
0
500
500
1000
73
350
311.8
38.2
10.7
6
1
2
0
550
550
1000
73
350
303.2
48.8
12.2
7
1
2
0
600
600
1000
73
350
293.4
56.6
13.7
8
1
2
0
650
650
1000
73
350
282.4
67.6
15.4
200
3.4. Annex 6
T e c h n i c a l - e c o n o m i c study
Investor’s cost estimate: No.1 - Contractorship
“Pipeline for biomethane transmission from the areas near the Wastewater Treatment Plant
in Rzeszow to CNG station for MPK bus fuelling on Lubelska Street in Rzeszow”
Caution : Crossing of the Wisłok River - controlled HDD culvert
Annexes: pp. 1-6
Basis for the study: KNR 2-01, KNR 2-19, KNR 4-01, KNNR 5, KNR 2-18, KNR 2-31, KNR
2-19W
Currency: EURO
Rate: 16.00 PLN [3.81 EURO]
Price level; Q4 2010
201
Table. 53. Summary of costs
Name
Value
Direct costs
R
M
S
Amount
Total
EURO
4 813,13
9 425,61
6 612,3
0.00
20 851.04
Indirect costs from R
75.00 %
3 609,85
0.00
0.00
0.00
3 609,85
Indirect costs from S
75.00 %
0.00
0.00
4 959,22
0.00
4 959,22
Profit from R
15.00 %
721,97
0.00
0.00
0.00
721,97
Profit from S
15.00 %
0.00
0.00
991,85
0.00
991,85
Profit from KR
15.00 %
541,48
0.00
0.00
0.00
541,48
Profit from KS
15.00 %
0.00
0.00
743,88
0.00
743,88
0.00
0.00
0.00
13 307.25
9 425,61 13 307.25
0.00
13 307.25
Costs with
broken to
margin
23.00 %
0.00
Costs
(net)
margin
EURO
9 686,42
23.00 %
0.00
0.00
0.00
0.00
7 456.43
EURO
0.00
0.00
0.00
0.00
39 875,71
with
VAT rate
Gross value
202
CNG station
fuelling
for
bus
Łączy ark. Nr
1
Fig. 45. Route of pipeline between the Wastewater Treatment Plant and Depot of MPK
in Rzeszow
203
3.5. Annex 7
VISUALISATION OF CNG/CBG STATION
TECHNICAL INFORMATION
GAZPACK 50 – 600 m3/h
Fig. 46. Existing CNG natural gas compressing station at MPK in Rzeszow, furnished with
two compressors of 300 and 600 Nm3/h
204
1. Compressor unit with capacity of 600 Nm³/h
1.1. Technical parameters of compressor unit
Operating pressure
25 MPa
Throughput
600 Nm³/h
Feed pressure
1.4 – 4.2 MPa
Compressor type
piston
Cooling type
air
Compressing system
3 stages, 5 cylinders
Operating temperature
-30 °C +40 °C
Electrical engine drive
90 kW
Powering
400 V / 3 / 50 Hz
Drive
belt transmission
Fig. 47. Compressor unit (according to CompAir's offer)
205
1.2. Compressor unit specification

Gas-tight crankcase

Interstage coolers for all stages

End cooler

Oil pump, oil filter, oil pressure indicator

Oil cooler

Gas-tight system foe oil lubrication

Air vent for crankcase connected to the power system

Condensate separators

Automatic system for condensate drain and unit decompression

W-shape structure of compressor block – no vibrations
1.3. Equipemnt and control apparatus for the compressor unit

Inlet pressure sensor

High inlet pressure switch

Low inlet pressure switch

Gas pressure sensors at particular stages

Oil pressure sensor

Compressed gas temperature sensor

High pressure switches at particular stages.

Oil low pressure switch in the lubrication system
1.4. Safety valves installed on:

Inlet pipeline

Each compressor stage

Crankcase

Recovery tank

Exhaust chimney

Compressor stress-relief system
206
1.5. Specification of the drive engine
Type
built-in, fan-cooled (TEFV)
Protection class
IP 55
Insulation
Class F
Orientation
horizontal
Specification
EExd, II A & II B, T4
Voltage
400 V / 3 / 50 Hz
Nominal speed
1500 rpm
Power
90 kW
Energy consumption 0.15 kWh/m³
2. Gas recovery installation
Flexible connections
Applied for connection of particular elements
Piping
Installation connecting particular elements of the
system
Gas recovery tank
Welded tank of steel plate, factory-tested
Safety valve
Installed on the tank, secures against pressure
breaching at the tank. In the event of opening, excess
gas is released by blowing.
Pressure indicator
Installed on the tank, indicates decompression pressure
in the gas recovery system.
Condensate drain valve
Installed at the base of the tank, allows for automatic
draining of the condensate collected
Upon compressor stoppage, gas from all cyclone separators and compression stages is
released and flows back to the feed system via the aforementioned gas recovery system.
The system ensures correct operation of the equipment wihout the opportunity of gas release
to air.
207
Fig. 48 Gas recovery (according to CompAir's offer)
3. System of automat ic condensate dump
The oil-water condensate present in the compressed natural gasi s recovered by the activity
membranę unloading valves, which form part of the compression system. In cyclical time
intervals, e.g. every 20 minutes for 10 seconds, the valves open and the condensate, under
pressure, reaches the recovery tank.
Under the recovery tank, there is condensage drain valve through which the condensate
present at the bottom of the recovery tank is dumped to the metal tank installed in the
container.
208
Fig. 49. Automatic discharge of condensate (according to CompAir's offer)
4. Adsorption drier
Drier type
single-column with periodically replaceable sorbent
Throughput
600 Nm³/h
Operating pressure
250 bar
Dew point at outlet
- 30 0C at 25 MPa
Bed replacement interval
1000 h (with the assumption of dew point at inlet - 5 0C at 2,8
MPa)
Sorbent volume
50 kg
Sorbent type
10 % - activated coal, 90 % - silica gel 3A
Installation site
Container with compressor unit with capacity of 600 Nm³/h
Furnishing
Preliminary filter, dedusting filter, moisture meter
Certificates
PED (97/23/EC), ATEX (CE Ex 2GD IIC T≤ 60 0C)
209
Fig. 50. Desiccant dryer (according to CompAir's offer)
Układ osuszania gazu o wydajności 600 m3/h – wyposażenie
210
Preliminary oil filter
Final dedusting filter
First layer
10 % - activated coal
Second layer
90 % - silikażel 3A
Fig. 51. Gas filtration system (according to CompAir's offer)
211
5. Gas filtration system
Natural gas fuelling station type GAZPACK 50 – 600 Nm3/h featuring the following elements
of gas filtration:
1. Preliminary filter at compressor feed – accuracy of 50 micrones
2. Cyclone separators after stage 2,3,4 of compression
3. Coalescing (oil) filter after stage 4 of compression – accuracy of 0.01 mg/m3
4. Preliminary filter before the drier – solids 0.01 µm, oil filtration 0.01 mg/m3
5. Final dedusting filter after drier – solids 1 µm
6. Coalescing filter at the distributor
6. Control cabinet at the station with capacity of 600Nm3/h
The control cabinet is located next to the existing cabinet (outside the explosion danger zone)
Description of the control system (menu in Polish):

Metal casing, IP 55

Main power switch

START button

Emergency switch

Motohours counter

Dew point signalling at the outlet

Signalling of gas concentration at the container

Light and sound signalling of emergency conditions

Lamp of ―
fuel oil‖ power on

Emergency cancellation button

Signalisation lamps:
o High feed pressure
o Low feed pressure
o High compression temperature
o High final gas temperature
o Low oil pressure in the system
o Stoppage of cooling fan
o Test button
7.
Kontenerowa zabudowa urządzeń
212
Fig. 52. An example of control panel at the CNG station in Rzeszow

By standard, the compressor unit GAZPACK 50 is placed inside a steel casing with the
appropriate all-year-round, sound-attenuating structure, with opened panels/doors.

The container has blind openings designed to allow for correct air circulation system and
the ventilation system wentylacji preventing the accumulation of possible gas leaks.

The casing ensures noise level of approx. 70 dBA ay 1 m; the panels are made of
galvanised steel lined with mineral wool. Flameproof materials meet the requirements of
fire standards.

The container features an integrated system for elimination of possible gas leaks through
the ventilation chimney at a safe height over the ground level.

The container is made in RAL 6026 colour.
213

Heated container – internal heater (EEx) with a thermostat maintains minimum
temperature inside the container, by which it allows for correct start-up of the equipment
after longer downtime.

Operating temperature of the equipment inside the container - 30 °C + 40 °C

The internal gas detection system
Allows for early shutdown of the equipment in the event of gas release in the container.
Signals informing about the gas condensation level can serve to launch sound or visual
alarm.

Container lighting
Distributed internal power installation
The installed fluorescent lamps with a switch at the main door
Components selected of flameproof materials
 All equipment at the container in the anti-explosive version (EEx)
8. Detailed technical description of gas compression, drying and distribution
Natural gas present in the network is led via a pipeline to the container gas compression
station.
At the pipeline, there is valve installed that regulates feed pressure PCV101, (fixed pressure
value, e.g. 1.5 MPa).
Safety valve PSV101 secures the installation against breaching the permissible pressure in the
system.
Blow valve PGE101 serves for degasification of the inlet installation, in the case of the first
launch of the the purposes of maintenance access to particular elements.
Behind the blow valve, there is electromagnetic valve (SOL01), controlled with electrical
signal from the control cabinet.
214
Fig. 53. Container of the CNG station
Lack of power supply at the control cabinet results in valve closure and cutting off the gas
from the station’s internal installation.
Return valve NRV 01 secures against return gas stream from the station to the network.
Behind the return valve, the preliminary filter screen has been installed, which catches solids
with the size of up to 50 µm.
After passing through the filter, gas reaches the pulsation tank, installed at the inlet to stage 1
of compression. The tank is a sort of buffer that stabilises and controls the parameters of the
inlet gas.
At the tank, there is low inlet pressure sensor PLLL 103 and high inlet pressure sensor PLHH
103.
The degassification valve PGE 102 serves for gas release from the tank and compressor
cylinders, in maintenance situations, and is connected to the blow chimney.
After stage 1, gas is compressed to the pressure of 4.2 MPa.
The pressure value is recorded by pressure relay PLI 110.
Breach of the pressure at stage 1 is controlled by the safety valve PSV 110.
Opening pressure of this valve amounts to 5.0 MPa.
After preliminary compression at stage 1, gasi s directed to the cooler after stage 1.
The condensate collected at the cyclone separator after stage 1 is directed through valve SOL
110 to the condensate dump system.
215
Next, gas is directed to stage 2, where it is compressed to the pressure of 12.3 MPa.
After stage 2, gas is directed to the cooler after stage 2 and cyclone separator after stage 2.
The condensate collected at the cyclone separator after stage 2 is directed through membrane
valves DDV 120 to the condensate dump system.
Next, gas is directed to stage 3, where it is compressed to the pressure of 25.0 MPa.
After stage 3, gas is directed to the cooler after stage 3 and cyclone separator after stage 3.
The condensate collected at the cyclone separator after stage 3 is directed through membrane
valves DDV 130 to the condensate dump system.
Natural gas compressed to the operating pressure is then directed through coalescence filter
and return valve to the adsorption drier. Before the drier, there is preliminary oil filter
installed, and after the drier, there is final dedusting filter.
After passing through the ben comprising two layers – the first is the activated coal, while the
second – silica gel, gas achieves dew point of -30oC at 25 MPa.
Behind the drier, there is the digital analyser of dew point MPR 01, indications of which are
transmitted to the control cabinet.
Recovery tank with capacity of 100 l is connected with the relief and condensate dump
system on the one hand, and inlet pipeline before the compressor on the other.
This tank receives gas with condensate upon each shutdown of the compressor and at the
preset time intervals.
Pressure value at the recovery tank is recorded by pressure relay PLI 102.
In the event of exceeding permissible pressure, PSV 102 safety valve will launch, set for
opening pressure of 1.7 MPa.
216
Lubrication system comprises oil pump installed in the crankcase, oil filter and manual oil
pump.
LG 1101 oil level check allows for visual control of oil level in the crankcase.
Oil dump occurs by opening ISO l1101 valve.
Lubrication pressure is recorded by PLI 1102 pressure relay.
In the container, explosion meter has been installed, while its indications GDHH 01 are
transmitted in on-going mode to the control cabinet.
All safety valves have been connected to the exhaust chimney, the outlet of which is outside
the container area.
Breaching of the pressure at the exhaust chimney is recorded by the PLHH 1103 sensor,
which gives signal to the controller about immediate power shutdown and start-up of the
exhaust fan in the container.
Gas compressed to operating pressure, via high-pressure pipeline reaches the cascade gas
warehouse. The warehouse is divided into 3 sections - low-, medium-, and high-pressure.
The order of filling particular warehouse sections is controlled by the priority panel, furnished
with three spring valves set for three different opening pressures.
After gas compression to 3 sections to operating pressure, namely 25 MPa, the compressor is
shut down.
Re-launch of the compressor occurs at pressure drop at the warehouse to the value set in the
controller, e.g. 22 MPa.
Compressed gas is supplied via quick fuelling distributor, furnished with mass flow meter,
temperature compensation system, hose with quick disconnect coupler, three-way valve and
NGV1 terminal.
The distributor features the system of automatic order of gas collection depending on pressure
in particular warehouse sections.
The distributor has the opportunity of reading gas volume in kg and Nm3.
9. Required utility demand
217
1. Maximum power consumption for the compressor unit, heaters, lighting, amounts to approx.
93 kW
2. Maximum unit electricity consumption needed to compress 1 m3
to the pressure of 250 bar amounts to 0.15 kWh/m3.
3. Power consumption:

start-up – 250 kW

operation – 90 kW
4. Required security device C25
10. Unit demand for electricity Q=0.15 kWh/m3
11. Requirements for professional preparation for the staff

for the person to perform fuelling, it is required to have qualifications issued by TDT.

the person controlling the station (e.g. oil level, leaks, etc.) must have qualifications
for operation of electrical devices SEP up to 1 kV and operation of high-pressure
equipment for natural gas.
218
TECHNOLOGICAL DESCRIPTION OF GAS COMPRESSION AND DISTRIBUTION
The installation allows for gas compression from compressor feed pressure, namely 1.4 MPa
to 25 MPa. Compressed natural gas is stored in a three-segment cascade gas warehouse,
divided into 3 single warehouses of low, medium and high pressure. Gas compressed by the
compressor is first loaded to the high-pressure segment of the warehouse to 25 MPa, next
loading is switched to the medium-pressure segment, and the last low-pressure segment. If, in
all warehouse segments, the pressure reaches 25 MPa, the compressor is switched off and
remains in the standby mode. Vehicle fuelling occurs using the distributor. Filling of
cylinders installed in vehicles always commences with the low-pressure section of the
warehouse. If the gas volume collected in this section is too low to achieve the pressure of
20MPa in cylinders filled, switch controller switches filling to the medium-pressure section of
the warehouse. Respectively, filling is switched from medium-pressure section to highpressure section.
In the gas warehouse comprising 3 sections, pressure can achieve the value of 25 MPa, while
maximum pressure of filling cylinders installed in vehicles amounts to 20 MPa; in order for
this value not to be exceeded, a filling controller has been applied which ensures that gas
pressure in the cylinders installed in the vehicle must not exceed 20 MPa. During gas
compression, there is a risk of pressure pulsation occurrence, generated with compressor
operation, which may negatively affect on the operation of gas meter installed in the
metering-settlement system (acc. to a separate study). Therefore, in front of the compressor,
DN300 pipe was installed with the length of approx. 8.5 m with the task of anti-pulsation
tank. Additionally, gas meter is secured by return valve, being the fitting of the compressor,
which prevents gas return. The compressor is secured against excess fluctuation of inlet
pressure with regulatory valve (furnished with the compressor), which allows for setting the
desired value of feed pressure. In the event of power shortage, electro valve (furnished with
the compressor) closes the compressor system.
Before filling the vehicle’s storage tank, compressed gas is dried using 8 filtration towers
filled with exchangeable adsorbent (dew point -40°C), and cleared of oil residues using
coalescence filter. The filters are provided with the compressor.
219
DESCRIPTION OF EQUIPMENT
3.1. Compressor
Type H 5450
Feed pressure
1.4-4.2 MPa
Pumping pressure
Throughput (at 1.5MPa)
Compressor type
Cooling type
Number of compression stages
Maximum gas temperature
Engine power
Powering
Transmission drive
Weight
25.0 MPa
300Nm3
piston
air
3 stages, 3 cylinders
45°C
45kW
400V/3/50Hz
belt
10000 kg
3.2 Cascade warehouse for compressed gas
Maximum pumping pressure
Number of cylinders in the module
Water capacity of one cylinder
Total water capacity of the module
Total gas capacity at pressure
Module weight
30MPa
30
80 l
24m3
30MPa 893m3
5730 kg
3.3 Quick fuelling distributor
Throughput
Maximum pressure
Ambient temperature range
Range
Powering
Number of filling lines
50 kg/min
350 bar
-40°C to +55°C
+75°C
230V; 50Hz
2
220
Fig. 54. Distribution of subassemblies in the container CNG station GAZPACK 50
(offer of CompAir)
221
3.6. Annex 8
PRELIMINARY OFFER OF CNG STATION DELIVERY
NGV AUTOGAS Sp. z o.o. in Kraków, ul. Kochanowskiego 3/1a, exclusive representative of
Korean KwangShin Machine Industry Company, Ltd submits the following offer:
1.
Object of delivery:
Fig. 55. Container station for CNG compressing - GEO-M50-030-150
222
I. Compressor with peripheries, for natural gas type GEO–M50-4…………………..….1 piece
Technical data:
o Feed pressure (inlet)…………………………………………………………….....8 bar
o Compression pressure (outlet) ………………………….………………...…....250 bar
o Throughput …………….…………………...150 Nm3/h at feed pressure of 8.0 bar (g)
o Drive ………………………….....electrical engine with capacity of 37 kW /1480 rpm
o Three-stage
o Piston-type, oil-lubricated under pressure, air-cooled with PLC control system
II. Gas drier at the inlet to the compressor
III. Sound-attenuating casing (container)
IV. Distributor with gas flow mass metering, two-hose with NGV 1 fittings, integrated with
container (III)
V. Compressed gas tank with capacity of 250 Nm3 with priority system
2.
Together with the delivery, we ensure:
o Training for the user staff.
The scope of training will be adjusted to technical
preparation of the trained staff.
o Stock of spare parts for two years of compressor operation.
o Spare parts for the further operating period gathered in the warehouse of NGV
AUTOGAS Sp. z o.o.
3.
Price and payment terms
3.1 Price of delivery:
GEO–M50-4 compressor in a sound-attenuating container, together with distributor, gas
tank, with spare parts for two years of operation, staff training, guarantee for the period of
24 months (or 3,000 mth), will amount to:
675,000 PLN [160 714,29 EURO] net
3.2 Payment terms:
223

50% after contract conclusion

40% after assembly and preparation for shipment

10% after start-up and handover for use
3.3 Compressor delivery during 6-7 months from contract conclusion and payment of
50% advance
All parts and compressor complexes will be performer in line with standards and regulations
applicable in the EU and confirmed with certificates.
Additional information:
1.
The cost of main overhaul of the compressor, depending on the necessary
scope resulting from machinery wear, will amount to: from 25 000 [5 952,38 EURO] to
50 000 PLN [11 904,76 EURO]
2.
Limit of the unit’s operating hours until the main overhaul depends on the
working conditions of the compressor, quality of everyday maintenance and the applied
consumables (oils, filters, etc.). Depending on such factors, the limit will amount to from
16 to 20 thousand of working hours.
Unit electricity consumption necessary to compress 1 Nm3/h of gas will
3.
amount to approx.
250 W (+/-10%), whereas this considers energy for compressor engine drive, oil pump
and fan.
The volume of energy needed for oil heating depends on the operating mode of the
compressor (continuous operation or with breaks, duration of breaks) and ambient
temperature. It must be stressed that oil heater (capacity of 0.35 kW) usually operates during
compressor’s downtime in order to keep the minimum recommended oil temperature (2530oC).
224
5. Maintenance cost
In the guarantee period, the compressor requires basic everyday and periodical maintenance,
mandatory checks performer under a separate maintenance agreement. Basic everyday
maintenance will be additionally performer by trained Investor’s staff. Charged periodical
maintenance after 500, 1500, 4000, 8000 (etc.) hours of work will be performed by the Staff
of NGV AUTOGAS, or on Investor’s request, by his staff after obtaining relevant
qualifications from NGV AUTOGAS.
Orientation maintenance cost:
- 20 working hours x 75 PLN [17.86 EURO]
After 1500 hours of 6 months
= 1500 PLN [357.14 EURO] (1 h = 75 PLN [17.86 EURO])
- consumables (filters, oil, operating valves)
1800-2500
PLN
[≈511.90
EURO]
- maintenance staff’s travelling expenses
After 4000 h or after a year
1.5 PLN [0.36 EURO]/km]
- 20 h x 75 PLN [17.86 EURO] = 1500 PLN [357.14 EURO]
- consumables and possible replacement of return valves, operating valves, seals,
manometers – cost about
- maintenance staff’s travelling expenses
= 1500-3800 PLN [630.97 EURO]
1.5 PLN [0.36 EURO]/km
225
226
Fig. 56. Present view of the CNG station from the south
Fig. 57. Present view of the CNG station from south-west
227
Fig. 58 and 59 presents view of the platform with CNG distributor
228
Fig. 60 and 61 presents view of the platform with CNG distributor
229
V Summary
This paper is a report from the task 5.7, entitled "Feasibility study for new pilot biogas
fuelling station in Polish city of Rzeszow" performed by the Motor Transport Institute in the
European project "Baltic Biogas Bus" in cooperation with the main tasks of a company
subcontractor NGV AUTOGAS Sp. of o.o.
The authors report their hope that this report will contribute to the practical implementation of
the first Polish pilot of investments, including the launch of production of biomethane as a
fuel for urban buses and the fuel supply buses in.
The authors thank the authorities of Rzeszow for their constructive help and support in
accomplishing the task and are counting on continued support for the possible practical
deployment.
230

Feasibility study for new pilot biogas fuelling station in Polish city of

Transcription

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