NGV wish list for 2016

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PROUDLY
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no: 76 V-VI 2016
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Szkolenia inaczej, czyli
TEAM STAG zakończone sukcesem
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FEV VCR Technology may suit
natural gas engines
Gasshow
2016 relacja
CNG market info
Ogólnodostępna
stacja LNG w Wielkiej Brytanii
BOC Opens Its First Fully Public
LNG Refuelling Unit in UK
CENY PALIW
FUEL PRICES
Characteristics of HCNG
blends in spark ignition
engine
Alliance AutoGas mobilizes
vehicle conversion program
ITALY
Mercedes-Benz
Citaro NGT
CNGVA
Applauds New Federal Funding
Commitments for Alt-Fuel
Infrastructure and Innovation
REDAKCJA
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36
36
35
Program
konwersji na LPG
Mercedes-Benz
Citaro NGT
Ekologiczne paliwo CNG i LNG
„Strefa Metanu”- Targi Stacja Paliw
2016, EXPO XXI Warszawa
Interview: Natural gas plays
a major role in energy
transition
UPS zainwestuje
w sprężony gaz ziemny
Mercedes-Benz
Econic
NGV wish list
for 2016
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Ukazuje się od lipca 2003
Established in July 2003
France needs 250 filling stations
by 2020 to meet increasing
demand for natural gas in
transport
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Autogas
Autogas
Dedicated for the
autogas driver
Dedicated for the
autogas driver
Szkolenia inaczej, czyli
TEAM STAG
zakończone sukcesem
T
EAM STAG, CZYLI SZKOLENIA W NOWATORSKIEJ FORMULE ZOSTAŁY DOCENIONE
PRZEZ PRACOWNIKÓW I WŁAŚCICIELI WARSZTATÓW ZWIĄZANYCH Z TECHNOLOGIĄ
INSTALACJI GAZOWYCH. SPOTKANIE MAJĄCE MIEJSCE W DNIU 9 KWIETNIA 2016 R.
W WAR SZAWIE ZGROMADZIŁO KILK ASET OSÓB, K TÓRE SKOR ZYSTAŁY Z WIEDZY
I DOŚWIADCZENIA WYKWALIFIKOWANEJ KADRY SZKOLENIOWEJ.
Charakterystyka nowoczesnych produktów
z rodziny Q-generacji STAG, rozwiązania do
aut z bezpośrednim wtryskiem paliwa, czy też
praktyczne aspekty montażu instalacji gazowej – te oraz inne aktualne zagadnienia zostały
poruszone w trakcie intensywnych sesji szkoleniowych przygotowanych przez producenta
instalacji autogaz marki STAG, firmę AC S.A.
Oprócz mistrzowskiej organizacji, komfortowych warunków w czterech równoległych
salach szkoleniowych i kompleksowej opieki
nad uczestnikami na uwagę zasługuje nowatorska formuła spotkania. Po raz pierwszy uczestnikom zaproponowano możliwość wyboru
interesujących ich tematów szkoleń oraz udział
w więcej niż jednym szkoleniu jednego dnia.
„Mamy świadomość, że pracownicy i właściciele
warsztatów samochodowych związanych z branżą posiadają zaawansowaną wiedzę w temacie
montażu instalacji LPG, niestety są również zbyt
zapracowani, by znaleźć czas na uczestnictwo
w dedykowanych szkoleniach produktowych.
Dlatego odeszliśmy od formuły całodniowego
szkolenia o jednej tematyce. Nowa propozycja po-
legała na stworzeniu warunków do tego, aby każdy chętny mógł skorzystać z kilku intensywnych,
jednakże skupiających się na najważniejszych
aspektach kursów jednego dnia” – podsumował
pomysł spotkania Paweł Ścibisz, Manager ds.
Rozwoju Rynku firmy AC S.A.
Na zakończenie cyklu kursów TEAM STAG,
każdy z uczestników otrzymał certyfikat poświadczający jego udział w wydarzeniu podnoszącym wiedzę i umiejętności. Miłym akcentem były również przygotowane z myślą
o kursantach materiały reklamowe dedykowane i stworzone specjalnie do wykorzystania
przez warsztaty współpracujące z marką STAG.
Z uwagi na ogromne zainteresowanie szkoleniami, z których nie zdążyli skorzystać wszyscy
chętni, nowa formuła spotkań będzie miała
swoją kontynuację. Po premierze w Warszawie również mieszkańcy innych rejonów kraju
będą mogli dokonać rejestracji i dołączyć do
TEAM STAG.
Źródło: AC S.A.
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FRANCE
Île-de-France transport operator RATP recently launched a tender for the supply of natural gas powered buses to replace part of its Paris fleet.
Among the different consulted manufacturers, Scania France was chosen as 1 of 2 lots constituting the tender, to deliver CNG buses to the
authority over 4 year period. RATP, supported by Syndicat des Transports d’Île-de-France (STIP), the transport organisation authority that
controls the Paris public transport network and coordinates the different transport companies operating in Île-de-France (mainly the RATP),
launched Bus2025 in 2014, with the objective of converting its entire fleet to alternative fuels, 20% of which will renewable natural gas.
The vehicles involved in the tender are Scania Citywide LF 18 m articulated CNG buses. As at the end of March 2016, Scania France has sold more
than 180 NG-powered trucks. 25 gas cars are also on order and the CNG bus now completes the range of Scania NGVs.
RATP, the fifth largest provider of public transport services in the world, bought 53 MAN Lion’s City CNG buses to expand it’s fleet in 2015.
Source: NGVGlobal, RATP
HUNGARY, GERMANY
MAN Truck & Bus had delivered 40 solo and 35 articulated MAN
Lion’s City GNC buses to the Hungarian city of Miskolc. The city’s
intention is to modernise its fleet while also striving to improve air
quality as part of the “Smart & Green” programme. The modern and
well-equipped vehicles will add to the renewal of the city.
The local transport operator MVK Zrt. expects the buses to deliver
a significant improvement in air quality by reducing harmful
emissions: “We are proud of being able to contribute to the
replacement of the bus fleet in Miskolc. The first MAN buses were
delivered in 2002 and this was followed by the delivery of Neoplan
Centroliner articulated buses in 2006. The latest order represents
a new chapter both for MAN and for our good relationship with the city
of Miskolc” – explained Reinhard Faderl, CEO of MAN Truck & Bus
Hungary Kft., at the handover.
All the 75 MAN Lion’s City GNG city buses are designed with low
floors. In the 12-metre long solo bus, the Euro 6 E2876 engine has
an output of 272 hp and maximum torque of 1050 Nm at 11001700 rpm. The articulated bus is just under 19 metres long and its
engine delivers 310 hp and 1250 Nm at 1000-1700 rpm. The tanks
holding 1460 litres are used for natural gas refuelling. The transport
provider has invested in its own gas fuel station on the company
premises allowing 6 commercial vehicles to be refuelled at the same
time in a private area and two cars to be refuelled in a public area.
This not only ensures refuelling for the public transport fleet, but
also improves the CNG infrastructure in the region.
Source: NGVGlobal, MAN Truck & Bus
06
GERMANY
Audi has introduced the new Audi A3 which includes the alternativefuelled variant - the A3 Sportback g-tron. The 5-door compact model
can use climate-neutrally produced Audi e-gas as fuel, in addition to
fossil-based natural gas and renewable biomethane. The 2017 A3 has
had a technological makeover starting with new driver assistance
systems, newly designed headlights and taillights and an innovative
Audi virtual cockpit.
Equipped with a 1.4 TFSI engine producing 81 kW (110 hp), the A3
Sportback g-tron is fuel-efficient, costing roughly EUR 4 (USD 4.55)
per 100 kilometers (62.1 mi). Thanks to the four-cylinder engine’s
configuration for bivalent fuels, its range is over 400 km (248.5 mi)
in the NEDC with natural gas fuel. When powered by gasoline, the
driving range is extended by as much as an additional 900 km (559.2
mi).
This vehicle is not yet on sale and does not yet have type approval.
Until then, the vehicle is not subject to Directive 1999/94/EC, the
purpose of which is to ensure that information relating to the fuel
economy and CO2 emissions of new passenger cars offered for sale
or lease in the Community is made available to consumers in order
to enable consumers to make an informed choice.
Source: Audi
ITALY
Owners of passenger cars and light commercial vehicles in Italy are
being encouraged to convert their vehicles to CNG as part of a new
round of incentives made available since March 22.
Conducted under the auspices of Italy’s Ministry of Environment,
ICBI 2016 (Iniziativa Carburanti a Basso Impatto), the scheme has
EUR 1.8 million (USD 2.05m) to support CNG and LPG conversions
by individuals and companies domiciled in the 674 participating
boroughs.
Incentives to convert to CNG:
EUR 650 (USD 740) for persons domiciled in participating
municipalities of the ICBI Convention – for converting a Euro 2/
Euro 3-compliant passenger car registered after 01/01/1997;
EUR 1000 (USD 1140) for legal persons having their registered
office in, or operating in, a municipality adhering to the ICBI
Convention – for converting an owned or leased Euro 2 and above
commercial vehicle weighing less than 3.5 tonnes registered after
01/01/1997. These vehicles may be converted to dedicated CNG or
bi-fuel (CNG/diesel).
The incentive includes an EUR 150 discount granted by the
conversion shop and the balance from the ICBI scheme. The installer
must indicate the discount on the conversion service bill, otherwise
the motorist will not be entitled to apply for the ICBI incentive.
Light commercial vehicles are defined as:
 Cars M1 / N1 commercial vehicles for the rental service
(with or without driver)
 Cars M1 / N1 commercial vehicles for commercial
and craft activities
 N1 commercial vehicles for urban freight
According to official estimates, the new batch of incentives should
result in approx. 4500 converted vehicles appearing on Italian roads
in 2016.
Source: NGVGlobal, Ecogas
UK
Microlise – transport management solution provider in the UK, has
upgraded its telematics services to provide detailed primary and
secondary fuel level information in readiness for a potential growth
in demand for alternative and dual-fuel vehicles. The new reports
provide usage data in the vehicle’s native unit of measurement and
also convert the information into a gasoline equivalent to enable
easy comparison. “Alternative fuel vehicles, including those operating
with dual fuel, are likely to become more appealing to transport service
providers if and when crude prices rise once again” – said Matthew
Hague, Executive Director – Product Strategy. “Several fleets have
already trialled or begun operations with dual fuel and we want
to ensure we have a product available now to support fleets as the
technology becomes more mainstream.”
“We are seeing more government initiatives to encourage low emission
vehicles, with dual-fuel technology being out in the lead as one of the
best ways to achieve this” added Hague.
Source: NGVGlobal, Microlise Limited
USA
Trillium CNG, a provider of CNG and CNG fueling stations, has been
selected by Pennsylvania Department of Transportation (PennDOT)
for the department’s CNG transit fueling station Public-Private
Partnership (P3) project. PennDOT Secretary Leslie S. Richards
explained that Trillium will design, build, finance, operate and
maintain CNG fueling stations at 29 public transit agency sites
through a 20-year P3 agreement. Trillium CNG, which includes
Larson Design Group of Williamsport, is to build the CNG fueling
stations at transit agencies around the state during the next 5 years.
The $84.5 million station implementation program calls for the
following rollout: 2016: 3 stations, 2017: 13, 2018: 3, 2019: 6, 2020:
1, and 2021: 3 stations. Some of the stations will include a public
refueling facility. In addition, the firm will also make CNG-related
upgrades to existing transit maintenance facilities.
“The department is excited to partner on this project that will bring
benefits for the state, our transit partners and the public for years to
come. The project’s aggressive schedule means that we’ll realize cost,
environmental and operational benefits quickly” – Richards said.
Source: PennDOTT
FRANCE
French firm Air Liquide said it commissioned 12 biogas purification units
in Europe during the past 12 months in Europe, tripling its capacity there.
The new units which the company operates in France, the UK, Hungary
and Denmark, represent a total investment of €12mn. They generate
long-term contracts for the production of biomethane for Europe’s gas
grids which, among other things, supply the vehicle fleets that run on
bio-NGV.
Worldwide Air Liquide designed and deployed 50 such units to
transform biogas into biomethane and inject it into natural gas networks.
Its total worldwide installed biogas purification capacity is 160,000 m3/
hr (equivalent to 1.4bn m³/yr). One of its rivals, Germany's Linde, says it
and US firm Waste Management built the largest such plant in the world
at Livermore near San Francisco that incorporates a biogas liquefaction
unit, which provides bio-LNG as a fuel to road trucks.
EBA noted that in Sweden, biomethane as a fuel overtook compressed
natural gas (CNG) in 2013 with a market share of 57%. Air Liquide in 2014
acquired FordonsGas, Sweden’s leading distributor of bio-NGV, which
operates nearly 50 bio-NGV stations there serving taxis, corporate fleets,
buses and cars. Sweden became Europe’s front-runner for biomethane
with production of 120mn m3 /yr biomethane, of which 78% went to fuel
almost 50,000 vehicles, according to EBA’s update for 2014. Linde too,
through its subsidiary Aga, is also active in supplying the Scandinavian
biomethane market.
Source: naturalgaseurope.com
DAGESTAN
Russian truck and bus manufacturer NEFAZ KAMAZ will deliver
almost 160 NGVs to the government-controlled Development
Corporation of the Republic of Dagestan, located in the North
Caucasus region. The contract covers the purchase of 29 NEFAZ
City buses. 100 small-capacity NEFAZ buses, and 30 KAMAZ utility
vehicles, all powered by CNG. These vehicles and buses will be
delivered to the Republic by RariTEK, the official distributor of PJSC
KAMAZ for NGV technology, before the end of 2016. By replacing
current fleet vehicles with CNG-powered vehicles, Dagestan aims
to significantly reduce the adverse impact of transport on the
environment and achieve cost savings.
Source: NGVGlobal, KAMAZ
07
Ogólnodostępna
stacja LNG w Wielkiej Brytanii
B
OC, BRYTYJSKI DOSTAWCA SPRĘŻONYCH I CIEKŁYCH GAZÓW, A TAKŻE CZŁONEK THE LINDE GROUP, ZAMIERZA ZAINSTALOWAĆ URZĄDZENIE
DO TANKOWANIA LNG DLA SAMOCHODÓW CIĘŻAROWYCH NA STACJI GOLDEN FLEECE EXELBY W KUMBRII. WEDŁUG PLANU, STACJA BĘDZIE
URUCHOMIONA JESZCZE TEJ WIOSNY. BĘDZIE TO PIERWSZY ELEMENT INFRASTRUKTURY LNG FIRMY BOC NA RYNKU PALIW DLA SAMOCHODÓW
CIĘŻAROWYCH W WIELKIEJ BRYTANII, A JEDNOCZEŚNIE BĘDZIE TO PIERWSZY PUBLICZNIE DOSTĘPNY DYSTRYBUTOR LNG W OFERCIE BOC.
Exelby Services to brytyjski pionier i jedna z największych firm
oferujących przechowywanie oleju napędowego dla większości dużych
firm transportowych, dystrybucyjnych i posiadających karty paliwowe.
Firma posiada magazyny paliw zaprojektowane specjalnie do obsługi
samochodów ciężarowych. Nowy dystrybutor napełniania LNG stanowi
dla Exelby Services istotny krok ku wejściu na rynek paliw alternatywnych.
Dystrybutor LNG korzysta z kriogenicznego systemu chłodzenia,
w celu utrzymania odpowiednich warunków i stanu paliwa, tuż przed
jego wydaniem; w nowym urządzeniu zastosowano także unikalną
technologię „zero loss” („zerowa utrata”), opracowaną przez BOC.
Zastosowanie LNG w roli alternatywnego paliwa zastępującego lub
uzupełniającego olej napędowy zredukuje całkowite zużycie oleju
napędowego na rynku samochodów ciężarowych, a co za tym idzie,
obniży emisję CO2. W przypadku pojazdów korzystających z dwóch
rodzajów paliw, LNG zwykle stanowi 60% całkowitego zużycia.
Mark Lowe LNG Business Manager, BOC, stwierdza: „Firma BOC jest dumna
ze współpracy z Exelby w zakresie tej ważnej i przyjaznej dla środowiska alternatywy oleju napędowego. Nasze partnerstwo z Exelby stanowi demonstrację
długoterminowego zaangażowania i aktywnego udziału BOC w procesie
przejścia do stosowania paliw niskowęglowych w transporcie ciężarowym.
Jest to pierwsza część naszego planu, który ma na celu zbudowanie sieci
tankowania LNG na trasach pojazdów ciężarowych.”
Źródło: BOC
BOC Opens Its First Fully Public LNG Refuelling Unit in UK
B
OC, UK SUPPLIER OF COMPRESSED AND LIQUEFIED GASES AND A MEMBER OF THE LINDE GROUP, IS TO INSTALL A LIQUEFIED NATURAL
GAS (LNG) HGV REFUELLING UNIT IN THE UK AT EXELBY’S GOLDEN FLEECE SERVICE STATION IN CUMBRIA THIS SPRING. THIS WILL BE
BOC’S FIRST LNG FUEL UNIT ON AN EXISTING FUEL FORECOURT FOR HGVS IN THE UK AND HENCE BOC’S FIRST FULLY PUBLIC ACCESS LNG
REFUELLING UNIT.
Exelby Services, a UK pioneer of land transport diesel bunkering, stores
fuel for most of the major transport, distribution and fuel card companies
in the UK. It is one of the largest independent bunkering suppliers in the
country and has fuel deopts specially designed to handle heavy duty
trucks. The addition of BOC’s LNG refuelling unit represents an important
step into the low-carbon fuel market for Exelby Services.
The LNG refuelling unit uses cryogenic cooling to ‘temperaturecondition’ the fuel just prior to dispensing, and also incorporates the
unique ‘zero loss’ refuelling technology, developed by BOC.
Managing Director Michael Exelby, commented: “Low carbon is an
important part of Exelby Service’s environmental agenda and we are delighted
to be able to offer LNG fuel to our HGV customers.”
08
The use of LNG as an alternative fuel, either as a replacement for or in
conjunction with diesel, will reduce the total consumption of diesel in
the HGV market and cut CO2 emissions. LNG typically accounts for up to
60% of total fuel consumption for a dual-fuel vehicle.
Diesel produces around 2.6 kg of CO2 for every liter burned, whereas
LNG when used with diesel in a dual-fuel vehicle typically reduces CO2
emissions of 10-14%.
Mark Lowe LNG Business Manager, BOC, said: “BOC is proud to be
working with Exelby as a partner on this important, environmentally friendly
alternative to diesel. Our partnership with Exelby further demonstrates BOC’s
long-term commitment to play an active part in the transition to low-carbon
transport. This is the first part of our plan to provide LNG on-road fuelling
across the UK’s HGV road network.”
Source: BOC
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NGV
WISH
LIST
FOR 2016
A
T THE BEGINNING OF EVERY NEW YEAR IT IS INTERESTING TO REFLECT ON WHAT HAS PASSED AND WHAT MIGHT BE UP-COMING.
BUT RATHER THAN CREATE A LIST OF NEW YEAR’S RESOLUTIONS LET’S SETTLE FOR AN NGV WISH LIST. AS PART OF THE REFLECTIVE AND
FORWARD LOOKING PROCESS IT MIGHT BE NICE FOR NGV STAKEHOLDERS TO CONSIDER WHAT MIGHT BE POSSIBLE IN SMALL AND LARGE WAYS
TO EFFECT CHANGES THAT WILL HELP MOTIVATE CONTINUED GROWTH OF NGV MARKETS WORLDWIDE. NOT EVERY ‘WISH’ WILL SUIT EVERYONE OR EVERY MARKET BUT IT’S ALWAYS INTERESTING TO START THE NEW YEAR TRYING TO REACH FOR THINGS THAT MIGHT BE POSSIBLE
OR EVEN THINGS THAT ARE BEYOND OUR GRASP.
THE ‘USUAL STUFF’ – MORE CHICKENS & MORE EGGS
The common, on-going challenge is to get more factory-built
(OEM) NGVs into the hands of more customers so they can increase
the demand for CNG (or LNG) at the fueling stations, which should
increase in numbers and availability as customers drive more NGVs.
But this set of circular wishes has been for years carved in stone like the
Ten Commandments and are by no means original to 2016.
So let’s accept these as ‘givens’ and move on to other 2016 wishes.
HIGHER OIL PRICES
Everybody in all the alternative fuels industries – renewables too –
are being bashed by low oil prices. Luckily, natural gas still maintains
a price advantage over gasoline and diesel.
Even the cost differential between the petroleum-based fuels and
the alternatives is not adequate to motivate masses of conversions
and/or purchases of NGVs.
But low prices at the fuel pump provide an opportunity for some
countries with very low fuel taxes to accrue more revenue immediately
(and into the future) as well as help promote cleaner alternatives.
The Wish for higher taxes on gasoline and diesel is not aimed at
Europe, which already has amongst the highest fuel taxes worldwide.
The Wish is aimed squarely at the United States fuel market where
for years the tax has been the lowest of any country amongst the 34
member nations of the OECD (Organization of Economic Co-operation
and Development) with the exception of Mexico, which does not tax
motor fuel.
The U.S. federal tax on gasoline is 18.4 cents per gallon, with the
average at 48 cents including state taxes; for diesel 24.4 cents per
gallon, with the average at 53.78 including state taxes. By comparison
gasoline tax within the OECD is, on the average, – including the United
States and Mexico – equivalent to US$2.62 per gallon.
Turkey has the highest gasoline tax amongst the OECD countries
with a whopping $4.32/gallon followed by The Netherlands ($3.79)
and Norway ($3.67). Some of these countries also include Value Added
Tax in these prices.(1)
The Wish is to add one cent tax per gallon of gasoline per month for
the next two years in the United States. Based on about 11.4 billion
gallons consumed per month (2013) this could accrue over $340
million dollars in the first two years. Future earnings could be applied
to (for example) infrastructure improvements and help fund additional
financial incentives for natural gas and other non-petroleum clean
fuels.
Of course, my fellow NGV advocates in the U.S. are reading this
and laughing out loud because in the current obstructionist political
environment it would be easier to achieve Peace on Earth than get the
U.S. Congress to approve higher fuel taxes (although individual states
could do it). The attempt to raise Federal fuel taxes in the U.S. is not
a new idea, nor is it probably possible in the foreseeable future, however,
that’s why the idea remains on the Wish List for NGVs, as it should also
for other countries with low fuel taxes (or even worse, gasoline/diesel
subsidies, which also should be ended).
) American Petroleum institute (2016) and OECD (2015).
1
10
As for Europe, The Wish would be to bring the diesel tax to the
level of gasoline. The tax break for diesel is, in part, responsible for
having roughly half the car population being diesels. This would be
environmentally beneficial to reduce diesel use but also to encourage
the cleaner fuels, particularly in the heavy duty truck sector, which is
amongst the highest potential market for natural gas, notwithstanding
the marine market potential.
CREATE FAIR AND CONSISTENT METHANE EMISSIONS REGULATIONS
Europe has been obsessing about global warming for the past
two decades with the focus on CO2 emissions. But the European
Commission’s handling of global warming emissions regulations for
vehicles has been inconsistent and, when it comes to methane, more
punitive than rational.
The United States, on the other hand, has been more concerned
about ozone and smog.
Though many politicians continue to deny the scientific evidence
that global warming is real, Congress and the U.S. Environmental
Protection Agency (EPA) have consistently treated methane emissions
and greenhouse gases (GHGs) much more balanced and fairly than the
European policy makers.
The NGV Coalition (now NGVAmerica) advocated successfully with
Congress to include a non-methane hydrocarbon (NMHC) emission
limit value for light duty vehicles in the Clean Air Act Amendments of
1990.
Why was this so important? Because NGVs emit methane emissions
which, combined with the other more toxic hydrocarbon emissions,
usually exceed the Total Hydrocarbon (THC) limit but only by a small
fraction. Replacing the THC with an NMHC eliminated the need for
NGV retrofitters and OEMs to install an expensive methane catalyst.
Japan also followed the U.S. lead and adopted an NMHC limit in 2005.
The European auto industry has consistently opposed this approach
for the past 20 years since the original ENGVA (the European NGV
Association, now replaced by NGVA Europe) began the advocacy efforts
in 1995 to do what the U.S. Congress did in 1990. In Europe the THC limit
for passenger cars has been maintained and an NMHC limit was added
starting with Euro 5 cars in 2009. Essentially this does nothing to change
the need to install methane catalysts, nor control an increase in methane
emissions. It merely reinforces additional costs for NGVs.
Meanwhile, despite political opposition to the realities of global
warming, the U.S. EPA created a greenhouse gas (GHG) emission
regulation in 2010 that takes a more balanced and scientifically
defendable approach toward global warming by regulating not only
CO2 but also the other two greenhouse gases emitted by vehicle
engines: nitrous oxide (N2O) and methane (CH4).
(The fourth GHG from cars – hydrofluorocarbons – comes from the
vehicle’s air conditioner refrigerant.) N2O and CH4 represent ‘less than one
percent of overall GHG emissions from new vehicles,’ according to EPA.
cont. on p.12 ►
11
◄ cont. from p. 11
The goal, says EPA, is to limit any future increases in these non-CO2
GHGs but not to force reductions relative to today’s low levels. (2)
In Europe, on the other hand, where global warming is high on the
political agenda, any regulation of total greenhouse gases has been
opposed by the influential European auto industry lobby. CO2 is not
defined as a pollutant and is not a regulated emission, notwithstanding
the gram/kilometer engine efficiency performance standards for
CO2 reduction in OEM vehicles. Nor is N2O defined as a pollutant or
regulated; an automotive emission that has a global warming potential
of 298 compared to methane at 25 times the potency of CO2 (in the
commonly used 100 year time-frame). Methane, on the other hand,
is defined as a pollutant and is regulated due to its global warming
potential!
The Wish is, therefore, for the European Union to exempt NGVs
from the THC and have them comply with the NMHC limit value. That
way the need for expensive methane catalysts on NGVs would be
eliminated. Alternatively – or additionally – a reasonable ‘methane cap’
could be established without requiring additional reductions, like the
U.S. approach.
BEST would be for the European Commission to begin the regulatory
process to eliminate the bias toward methane by creating a total GHG
emission regulation to account for global warming emissions from the
three appropriate tailpipe emission sources: CO2, N2O and CH4.
This also could lead to changes in emissions regulations at the
United Nations and, as such, would have a worldwide impact to
provide a rational, unbiased global regulatory response to greenhouse
gas emissions from vehicles.
CREATE LONGER TERM GOVERNMENT INCENTIVES
We know from studying alternative fuel policy making for over three
decades that short term financial incentives do more harm than help
bringing clean fuel vehicles to the market.
The United States and the United Kingdom, amongst others, tend to
create financial incentives for one, two or three years.
Rather than incentivize the market this creates uncertainty
for customers, vehicle suppliers (OEMs and retrofitters), and fuel
station installers. Likewise, incentives with low revenue impacts
on government, like free parking at municipal parking meters or
exemptions from odd-even license plate restrictions during air quality
emergencies (like France, Italy, and India), all work to incentivize clean
fuels. When policy makers are proactive they will get the attention
of the public and commercial sectors to create a better pathway to
cleaner fuels.
The Wish is that governments learn from past policy successes and
avoid proven mistakes. This means creating incentives that are either
longer term or are tied to the market share of NGVs (or other clean
fuel vehicles) so incentives can be reduced as the NGV market share
increases. Policies to reward early adopters more than later adopters
also is a proven strategy that is an alternative to linking incentives
directly to market share. But whenever such incentives are removed
they should be reduced gradually rather than create market dislocation
by completely removing incentives on one specified date.
Fuel station pricing of CNG and LNG using Diesel and Gasoline Liter
(Gallon) Equivalent Purchasing CNG or LNG by the kilogram or cubic
meter when gasoline and diesel are shown in liters or gallons puts
methane at a distinct disadvantage because the price displayed is not
an accurate reflection of its lower price compared to the petroleum
fuels.
For example: When diesel is €1.10 per liter and CNG is displayed as
€0.90 per kilogram, the CNG price is 18% less than diesel. In reality,
diesel is equal to 0.756 kg CNG so the price as a DLE is €0.68, or 29% less
than diesel. Using the same starting prices but for gasoline the CNG
price for a GLE (gasoline = 0.678 kg CNG) would be displayed as €0.61,
or 38% less than gasoline and not 18%.
In 1994 the U.S. approved the use of the GGE – gasoline gallon
equivalent – for CNG (It also contains a GLE – gasoline liter equivalent).
Unfortunately, despite heavy lobbying by the NGV industry and state
governments, the U.S. National Conference on Weights and Measures
still refuses to do the same for LNG. On this issue Europe is even more
dysfunctional because some countries display methane prices at the
fuel pump in kilograms and others in cubic meters. Although energy
content in the natural gas and biomethane is a complicating issue,
diesel and gasoline energy contents aren’t always consistent either.
The Wish is that there is an effort made for worldwide harmonization
of the diesel and gasoline liter/gallon equivalents so that customers
can see clearly that methane is consistently cheaper than both gasoline
and diesel at the fueling station.
USE THE INTERNATIONALLY APPROVED ROAD SIGNAGE
FOR CNG & LNG STATIONS
From 2004 to 2008 ENGVA and NGV Global worked with the
United Nations Working Party 1, Road Traffic and Safety, to obtain
international public road signage for CNG and LNG fueling stations.
The Boards of ENGVA and NGV Global developed model fuel station
signage with a methane molecule on a fuel pump but it was rejected by
WP1 in favor of a more commonly used ‘shadow’ fuel pump including
either the letters ‘CNG’ or ‘LNG’.
When it comes to ‘art’, everyone has an opinion so the discussion
went on for several years until finally a Consolidated Resolution was
achieved that resulted in CNG, LNG and then LPG fuel station road
signage. (Based on this effort, H2 and EV signage also was approved).
Although the natural gas signage is not yet part of the full
international treaty on road signs it still has the force of law
as a Consolidated Resolution and can be used freely.
The Wish: To see the CNG and LNG fuel station signage on public
roads to designate the location of all stations serving NGVs. Fuel station
signage is a form of ‘free’ advertising.
It not only helps customers identify where they can tank up their
NGVs but it also brings to the attention of the motoring public that
there is something besides petroleum and plug-in electrical charging
stations in the public domain.
There are many more things to wish for in the NGV market, like more
government support, more funding for research and innovation, more
enthusiasm from OEMs to build new NGVs, for example.
Let’s hope that at the end of 2016 we don’t have to repeat this year’s
Wish List so we can move on to overcoming other NGV challenges.
Source: Dr. Jeffrey Seisler is the CEO of Clean Fuels Consulting, based in
Brussels and Washington, D.C.
) The final U.S. EPA rulemaking, talking about the products of combustion produced in automotive catalysts says, “In 2006, methane emissions equaled
0.32 percent of total U.S. methane emissions. Nitrous oxide, a product of the reaction that occurs between nitrogen and oxygen during fuel combustion
accounted for 8 percent of total U.S. nitrous oxide emissions.
2
12
Ekologiczne paliwo CNG i LNG
„Strefa Metanu”
Targi Stacja Paliw 2016, EXPO XXI Warszawa
P
ORTAL CNG.AUTO.PL ORAZ FUNDACJA GREEN FUEL, ORGANIZACJE
PROMUJĄCE ZASTOSOWANIE PALIWA GAZOWEGO CNG I LNG DO
ZASILANIA POJAZDÓW, W CZASIE TARGÓW ZAPREZENTUJĄ WYSTAWĘ
POJAZDÓW I TECHNOLOGII CNG, LNG, BIOMETAN „STREFA METANU”.
W „Strefie Metanu” promujemy paliwo CNG i LNG dla polskiego transportu oraz
najnowocześniejsze rozwiązania technologicznie, dzięki którym możemy wykorzystywać gaz ziemny w motoryzacji, tj. pojazdy zasilane paliwem CNG i LNG, zbiorniki
gazu ziemnego do samochodów, serwis pojazdów CNG i LNG, chemię motoryzacyjną dla zasilania pojazdów paliwami metanowymi, urządzenia do tankowania
paliwem CNG przy domu i firmie, najnowsze stacje tankowania paliwem CNG i LNG
z całego świata, dystrybutory tankowania paliwem LNG, mobilne magazyny do
transportowania paliw metanowych oraz wodoru, cysternę kriogeniczną do transportowania LNG.
Ponadto obecni są polscy i międzynarodowi specjaliści, naukowcy, przedsiębiorcy
oraz użytkownicy branży NGV alternatywnych - niskoemisyjnych paliw metanowych.
Uważamy, że rozwijanie rynku paliw CNG i LNG to najlepsze rozwiązanie dla transportu w naszym kraju. Chcemy jeździć tanio i korzystać z alternatywnych rozwiązań
paliwowych.
Oczywiście promujemy również inne napędy ekologiczne – jednak na dziś są one
zupełnie nieopłacalne, a stanowisko polskich ekspertów CNG i LNG oraz naszych
międzynarodowych partnerów NGV jest jednoznaczne – są to paliwa przyszłości. W
naszym kraju będą powstawały stacje tankowania CNG i LNG, nad czym nieustannie
pracujemy.
Jednak, rozwój infrastruktury sieci stacji L-CNG w Polsce wymaga zintegrowanego wysiłku rządu, producentów pojazdów CNG i LNG, dostawców gazu, właścicieli
i operatorów stacji tankowania L-CNG oraz potencjalnych właścicieli tego typu aut.
Opłacalny i zrównoważony rozwój infrastruktury L-CNG wymaga również starannego wyboru lokalizacji stacji i maksymalnego wykorzystania standardowych projektów. Stosowanie alternatywnego paliwa metanowego CNG, LNG oraz biometan
dla napędu pojazdów to:
 zerowa emisja cząstek stałych,
 zmniejszenie emisji tlenków azotu,
 zmniejszenie emisji CO2,
 niższy poziom hałasu w porównaniu z olejem napędowym - średnio - 5 dB,
 100% 'szczelności' przy tankowaniu.
Wykorzystywanie gazu ziemnego do zasilania pojazdów zapewnia bezpieczną
i ekonomiczną alternatywę paliwową dla transportu.
Ekologiczne paliwo CNG jest tanie, bezpieczne i dostępne w Polsce. LNG stosowane w autobusach, pojazdach komunalnych oraz dużych flotach dystrybucji pozwala
na obniżenie emisji spalin oraz poprawę jakości powietrza w miastach. LNG jako paliwo odnosi sukcesy w wybranych segmentach rynku pojazdów długodystansowych.
„Gaz CNG i LNG jako paliwo dla transportu jest jednym z rozwiązań problemów ekologicznych oraz ekonomicznych. Wdrożenie stosowania paliwa CNG i LNG na polskim
rynku motoryzacyjnym wymaga również informowania użytkowników pojazdów
o dostępności tych ekologicznych rozwiązań paliwowych" – powiedział Bartłomiej
Kamiński, Prezes Fundacji Green Fuel.
Źródło: cng.auto.pl
13
T
HE FEV GROUP, AN INTERNATIONALLY RECOGNIZED POWERTRAIN AND VEHICLE
ENGINEERING COMPANY, HAS PRESENTED A 3-CYLINDER TECHNOLOGY DEMONSTRATOR
MOCK-UP AT THE 2016 SAE WORLD CONGRESS AT COBO CENTER IN DETROIT.
Peak cylinder pressure / bar
FEV
VCR
Technology
may suit natural gas engines
160
140
120
SI Engines
VCR, FlexFuel Engines or Monovalent Layout
for Alternative Fuels (e.g. E85 or CNG)
Boosted Engines & High
Speed NA Engines
100
80
60
40
Average value of 300 c/des
NA Engines
1985 19901995 20002005 2010 201520202025
Model Year
VCR CONTROL PATENT ABSTRACT
(WIPO Patent Application WO / 2016 / 016202)
FEV GMBH submitted a patent application,
published Feb 04, 2016. The patent abstract states:
A method for switching an adjustable compression
Tomazic contined the theme at SAE World ratio of an internal combustion engine (1) having
Congress. According to Ward’s Auto: “The system an adjustment device for the adjustment of the
FEV says that in SI engines – especially when uses two internal valves in the connecting rod to adjustable variable compression ratio in at least one
running on alternative fuels such as CNG – vary the con-rod length to change the compression first cylinder and one second cylinder with a first
average peak pressures (p_max_mean) of up ratio depending on load, improving thermodynamic compression ratio of the first cylinder and a second
to 170 bar dramatically increase the tendency efficiency, he explains. The system is not infinitely compression ratio of the second cylinder, wherein,
toward combustion knocking at higher engine variable but shifts between two preset ratios that in a manner dependent on a demanded load of the
speeds. One measure to tackle these limitations can vary the compression ratio in a 4-point range.”
internal combustion engine, preferably in a manner
involves varying the compression ratio during
dependent on at least one load demand signal,
engine operation.
The net effect is an estimated 3% to 6% a torque to be output by the internal combustion
reduction in carbon dioxide emissions and engine (1) is determined, and, in a manner dependent
According to an NGV Global technical adviser, a similar improvement in fuel economy, Tomazic on the torque to be output, in particular taking into
the VCR technology could find future application says.
consideration a mean pressure to be generated in
for bi-fuel NGVs. An increased compression
the first cylinder, a first target compression ratio for
ratio for natural gas operation is desired to take
“In a bi-fuel gasoline/CNG engine, the system the first cylinder and a second target compression
advantage of the higher octane levels of cleaner- automatically would shift to the higher compression ratio for the second cylinder are determined,
burning natural gas.
ratio when running on CNG, avoiding the typical wherein the first target compression ratio differs
power and efficiency losses incurred when running from the second target compression ratio, and the
Dean Tomazic, Executive VP and CTO, FEV North CNG in a gasoline engine with a set compression first compression ratio and the second compression
America, said: “We have developed two different ratio” – Ward’s Auto further explains.
ratio are adjusted to the first target compression
systems – a continuously variable compression
The VCR technology is undergoing field trials ratio and to the second target compression ratio
ratio mechanism, and a two-step. The two-step is in both Europe and the U.S., and is headed for respectively.
essentially a simplified version – it is both easier and production within three years.
Source: NGVGlobal
The mock-up highlights a combination of
innovative technologies for down-sizing and
down-speeding engines and features 2-stage
variable compression ratio (VCR) – a technology
suitable for higher octane alt-fuel applications
such as CNG.
cheaper to incorporate, so we are seeing a lot of
interest among our customers and several programs
are on-going because of the high potential of such
a technology to meet fuel economy and CO2 targets.”
Gasshow 2016relacja
Z
AKOŃCZONE W 9 KWIETNIA TARGI GASSHOW, KTÓRE CYKLICZNE ODBYWAJĄ SIĘ W CENTRUM WYSTAWIENNICZYM EXPO XXI,
SKUPIAJĄ WYSTAWCÓW NIE TYLKO Z EUROPY I SĄ W CAŁOŚCI DEDYKOWANE RYNKOWI GAZOWEMU.
Wystawcy, miłośnicy gazu i zielonej energii mieli pełny przegląd rynku, w tym najnowszych instalacji gazowych VI generacji (wtrysk gazu
w fazie ciekłej), komponentów takich jak zbiorniki, reduktory czy wtryskiwacze, a także ofertę przewodów paliwowych.
Podczas targów można było z bliska przyjrzeć się wystawionym pojazdom: samochodom dostawczym IVECO, autobusom MAN, ciągnikom
siodłowym ze zbiornikami LNG (CRYOGAS czy DUON). Chętni mogli zajrzeć na stoiska z narzędziami czy świecami do gazu (BRISK, ISKRA), albo
odwiedzić stoiska dystrybutorów gazu, olejów, sprężarek czy też lubryfikantów.
Z szerokiej oferty przedstawionych podczas Gasshow propozycji rynkowych warto
wymienić m.in.:
System Gfi obsługujący trudne gazowo
silniki FSI, TFSI czy GDI – oferowany przez
firmę AUTOGAZ HOLANDIA Józef Dudzianiec z Węgrzca. W tym roku będzie ona jednym z niewielu rynkowych przedstawicieli
posiadających autoryzację holenderskiej
firmy Vialle, producenta jednej z najlepszych
instalacji gazowych na rynku.
Ponadto Autogaz Holandia podejmuje się
trudnych konwersji gazowych dla silników
wielocylindrowych, turbodoładowanych czy
też o dużych mocach (Subaru, Audi, Porsche,
Jaguar, Mercedes-Benz, itp.). Wśród pokazanych nowości był system icom JTG oraz Liquid
Si. Dodatkowo stoisko uświetniła obecność
Przemysława Salety – mistrza świata w kickboxingu i prowadzącego serię programów
w „National Geographic”.
16
Firma DIGITECH z Białegostoku skupiła się w tym roku na instalacjach
sekwencyjnego wtrysku gazu w fazie ciekłej do silników z pośrednim
i bezpośrednim wtryskiem paliwa. Głównie są to to instalacje V generacji do silników z pośrednim wtryskiem benzyny – DGI LM oraz
najnowocześniejsze systemy VI generacji do silników z bezpośrednim
wtryskiem, tj. wtrysk ciekłego autogazu do komory spalania DGI LCC.
Na stoisku firma pokazała dwa zagazowane modele aut: Volkswagen
2.0 CC oraz Audi V10TFSI. Instalacje są bardzo starannie wykonane,
choć nadal trwają ich testy w trudnych do konwersji modelach jak Audi
TFSI.
Włoska firma ROMANO AUTOGAS pokazała instalacje AntonioE oraz
Antonio8.
To bardzo nowatorskie i kompletne instalacje w dobrej cenie,
które są bardzo chętnie montowane przez polskie serwisy gazowe
w autach popularnych i budżetowych. Firma Romano Autogas
uzyskała niezbędne atesty i certyfikaty międzynarodowe UNI EN
ISO 9001:2000. W Warszawie producent pokazał gotowy system
przeznaczony dla 3-cylindrowej Skody City. Firma zapewnia, że
kolejne wersje nowatorskich instalacji Romano znajda się w OEMowym montażu Skody. Warto dodać, że Romano to także reduktory
Inna białostocka firma – LPG TECH pojawiła się na targach z ofertą
sterowników TECH.
(bardzo trwałe) RIS New, RIS HD, zawory gazu REG 001 i emulatory
gazu RELC/uni czy ROM124.
To silna marka, która ma bardzo dobre instalacje, w tym
z wtryskiem bezpośrednim w fazie ciekłej (Volkswagen FSI
w fazie testów). Flagowym modelem są wtryskiwacze TECH-Dragon.
Innowacyjne są także sterowniki TECH One, TECH 200 czy TECH 320
OBD. Ważnymi produktami w ofercie są też TECH-Dragon Silver/
Gold – listwa wtryskowa gazu w fazie lotnej, czy też wtryskiwacze gazu TECH Dragon Solo Silver/Gold. Nowością białostockiego
producenta były zaprezentowane przewody termoplastyczne
wytrzymujące ciśnienie 200 barów – idealny zamiennik tradycyjnych przewodów miedzianych.
VIALLE Autogas Systems z Holandii to znany producent instalacji
i gazowych, z najbardziej znaną z nich – Vialle LPi. Firma posiada
certyfikat ISO 9001, a w Polsce jest reprezentowana m.in. przez
LTA POLONIA Monika Wojtala z Kielc, która to firma posiada w ofercie np. system LPdi – Liquid Propane Direct Injection czy też LPfi –
Liquid Propane Flex Injection. Warto dodać, że montaż systemu
Liquid Si jest dopuszczony tylko ze zbiornikami firmy STAKO, a jego
cena dla silnika 4 cylindrowego to około 4900 zł.
cd. na str.18 ►
17
◄ cd. ze str. 17
Kolejnym przedstawicielem Białegostoku była firma EUROPEGAS, która zajmuje się projektowaniem i produkcją elektroniki oraz mechaniki do instalacji gazowych LPG/CNG. Hitem w ofercie tego producenta są sterowniki EG Basico, EG Avance i EG Superior. Cenione są też reduktory EG Premio, EG Supremo. Uzupełnieniem produkcji są wtryskiwacze i filtry fazy lotnej.
Jak nam powiedział Pan Grzegorz Sienkiewicz, kierownik działu marketingu, firma ma swoich dystrybutorów w wielu krajach: w Grecji, Rosji,
Kazachstanie, Tajlandii, Kambodży, na Ukrainie, a także w Stanach Zjednoczonych.
Z nowości – prawdopodobnie hitem będzie instalacja specjalnie dedykowana do SsangYong Tivoli 1,6L, której testy nadal trwają.
Niemcy mieli swojego przedstawiciela w znanej również na naszym rynku firmie ERC ADDITIV, która jest producentem wysokiej jakości dodatków do
paliw dla przemysłu samochodowego oraz pionierem w zakresie rozwoju i testów dodatków do LPG-DI, tzn. samochodów z bezpośrednim wtryskiem.
Właśnie takiego typu auto ERC pokazało a swoim stoisku – w tym roku był to Hyundai i40 z 2-litrowym silnikiem, pokazany po przejechaniu
testowych 150 tys. km. Ostatnie badanie zostało przeprowadzone po 50 tys. km przez niezależne centrum badawcze z Berlina: IAV-Automotive
Engineering Testing Center, które potwierdziło niezmienione właściwości wtryskiwaczy oraz doskonałą kondycję zaworów. Kolejny test będzie
miał miejsce w najbliższych tygodniach.
Oferowane przez ERC produkty ograniczają zużycie mechanizmów silnika, optymalizują spalanie i zużycie paliwa. Dla samochodów zasilanych
gazem LPG/ CNG firma zaprezentowała lubryfikatory chroniące zawory np. GasLube-Premium oraz GasLube Spezial. Testy przeprowadzono
w aucie Kia cee'd na dystansie 120 tys. km w kooperacji z TUV Nord i DEKRA. Wyniki były doskonałe: Kia z zastosowanymi dodatkami ERC miała
czyste zawory i niewypalone przylgnie zaworowe - jednym słowem obraz taki, jak w przypadku benzyny.
Większość serwisów gazowych zaleca stosowanie lubryfikatorów
do silników trudnych do zagazowania, jak np. Ford, Nissan, Honda czy
Subaru.
Konkurencję Niemcom robi australijska firma FLASHLUBE, która jak
co roku – również i teraz była głównym sponsorem targów. Flashlube
to jeden z najbardziej znanych producentów dodatków i lubryfikatorów do paliw. W Warszawie Australijczycy pokazali Valve Saver
Fluid + zestaw Valve Saver Kit.
Firma, jako pierwsza na świecie, otrzymała certyfikat TUV na zapobieganie zjawisku VSR w testach drogowych. Poza tym, Flashlube
pokazał też zestaw Electronic Valve Saver Kit 2. To najnowszy produkt,
który ma służyć zminimalizowaniu zjawiska cofania się gniazda zaworów silnika (w skrócie VSR) w samochodach z instalacją LPG lub
CNG.
18
Producentów butli reprezentowała m.in. firma HEXAGON RAGASCO
AS z Norwegii, która jest światowym liderem w produkcji zbiorników
kompozytowych.
„Butle kompozytowe są bezpieczne, lżejsze od tradycyjnych stalowych
oraz co ważne – są lekkie” – powiedziała Pani Edyta Filipowska-Ras,
Sales Manager, Central and Eastern Europe, która nie miała problemu
MAK LPG Germany to dostawca i producent komponentów stosowanych w technice gazowej.
Firma specjalizuje się w produkcji węży termoplastycznych, coraz
częściej zastępujących drogie rurki miedziane. Na swoim stoisku
w centrum EXPO XXI, MAK zaprezentował nowości YAPI Group
Germany: MAK Flex, MAK Filter, MUTLU oraz Speedol (oleje samochodowe znane na rynku niemieckim, sprzedawane także w Turcji
i w Polsce)
z podniesieniem zbiornika. Jak widać na zdjęciu, kolejną zaletą jest
możliwość zobaczenia poziomu gazu w zbiorniku – w przypadku butli
z stalowych trzeba wykorzystywać mierniki (manometry). A kiedy trafi
do Polski, zastępując tradycyjne stalowe zbiorniki? Cóż, nieprędko...
Niemiecki XPERION ENERGY & ENVIRONMENT to firma z grupy
Avanco, ustalająca nowe standardy w grupie energetyki i ochrony
środowiska z wykorzystaniem lekkich materiałów kompozytowych.
Głównym zainteresowaniem firmy jest produkcja części z lekkich
materiałów kompozytowych używanych do technice gazowej, do
przetwórstwa, transportu i magazynowania energii. Specjalnością
xperion są kompozytowe zbiorniki CNG IV generacji: Xstore CNG
(do ciężarówek, autobusów oraz do przewożenia gazu ziemnego).
Zbiorniki były prezentowane na stoisku "STREFY METANU" łącznie
ze sprężarkami COLTRI, ASF, aparaturą do dystrybucji gazu CRYOGAS czy olejami MOTUL.
Jako ciekawostkę warto podać prezentację bolidu WUT Racing
będącego pracą dyplomową kilku zespołów przyszłych inżynierów
z Politechniki Warszawskiej. Jak nam powiedział Pan Jakub Ochnio,
team leader – w projekcie, który jest ciągle rozwijany pomagają
sponsorzy, miedzy innymi Kongsberg Automotive, MOTUL, Orlen czy
Arrinera.
Reasumując: w porównaniu do lat ubiegłych, pojawiło się znacznie
mniej wystawców a przed centrum wystawienniczym stało o wiele
mniej pojazdów i urządzeń ekspozycyjnych.
Widać też było znacznie mniejszą ilość gości odwiedzających targi.
Miejmy nadzieję, że to tylko chwilowe wahnięcie spowodowane
bieżącymi problemami na rynku gazu i że za rok będziemy mogli
nadal wymieniać się doświadczeniami oraz prezentować swój
dorobek podczas targów gazowych.
MOTUL to rodzinna firma, której przedstawicielem w Polsce jest
MOTUL Deutschland GmbH, odpowiedzialny również za rozwój
marki oraz dystrybucję produktów na rynkach północnej, centralnej, wschodniej oraz południowej Europy. Wśród topowych
produktów tej marki znajdziemy oleje Fuel Economy Tekma Optima
SAE 5W-30, Low SAPS Tekma Ultina+ SAE 5W-30 czy dedykowane
oleje do gazu Specific 5W-40.
Źródło: autoflesz.pl, Czas Na Gaz!
PATRON MEDIALNY
19
Mercedes-Benz Econic
• Sicher und fahrerfreundlich durch Low-Entry-Konzept
• Optimiertes Fahrerhaus
• Aktive und passive Sicherheit mit Assistenzsystemen
• Maßgeschneiderte Fahrzeugvarianten
• Umweltfreundlicher Erdgasmotor
S
CHON BEI DER ENT WICKLUNG DES MERCEDESBENZ ECONIC STAND DA S THEMA SICHERHEIT
IM KOMMUNALEN EINSATZ IM VORDERGRUND.
AUS DIESEM GRUND WURDE BESONDERER WERT
AUF EINE OPTIMIERTE RUNDUMSICHT UND
DIE MINIMIERUNG DES TOTEN WINKELS GELEGT.
DAS TIEF POSITIONIERTE FAHRERHAUS, DIE GROSSE
PANORAMA-FENSTERSCHEIBE SOWIE DIE VERGLASTE
BEIFAHRERTÜR UND EIN AUSGEFEILTES SPIEGELSYSTEM
TRAGEN DIESEN WERTEN RECHNUNG.
Vor allem dank des Niederflurkonzepts sitzt der Fahrer quasi auf Augenhöhe mit
Fußgängern und Radfahrern, wodurch direkter Blickkontakt zwischen Fahrern
und Verkehrsteilnehmern möglich ist. Dadurch ist das Fahrzeug besonders im
innerstädtischen Einsatz beliebt.
Der Mercedes-Benz Econic hat sich längst als Referenzfahrzeug für viele
Aufgaben im Kommunal-, Sammel- und Verteilerverkehr etabliert. Aufgrund der
maßgeschneiderten Konstruktion mit ergonomischem Low-Entry-Fahrerhaus,
des vollluftgefederten Fahrgestells und des automatischen Getriebes verbindet
der Econic das hohe Transportvermögen eines Lkw mit der Wendigkeit eines
Transporters und der Ergonomie eines Niederflurfahrzeugs.
AKTIVE UND PASSIVE SICHERHEIT MIT ASSISTENZSYSTEMEN
Bereits seit März 2015 wird der Mercedes-Benz Econic serienmäßig mit den
Assistenzsystemen Active Brake Assist und Spurhalte-Assistent ausgestattet,
optional ist der Abstandsregeltempomat erhältlich. Der Active Brake Assist leitet
bei Bedarf eine Bremsung ein und kann somit Auffahrunfälle verhindern.
Der Spurhalteassistent warnt den Fahrer, wenn das Fahrzeug von der
Spur abzukommen droht, während der auch aus dem Pkw bekannte
Abstandsregeltempomat - beispielsweise im Kolonnenverkehr – den Abstand zum
vorausfahrenden Fahrzeug regelt. Bereits in der Vergangenheit war der Econic mit
dem elektronischen Stabilitätsprogramm (ESP) ausgestattet.
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MASSGESCHNEIDERTE FAHRZEUGVARIANTEN
Der Econic ist in den Konfigurationen 4x2, 6x4 und 6x2/4 mit
elektrohydraulisch progressiv gelenkter Nach- und Vorlaufachse in den
zulässigen Gesamtgewichten von 18 t beziehungsweise 26 t lieferbar.
Auf Wunsch gibt es auch speziell zugeschnittene Fahrzeugausführungen.
Die Zwei- und Dreiachser sind in unterschiedlichen Radständen erhältlich
– von 3450 mm bis 5700 mm.
Zum Einsatz kommen zwei Sechszylinder aus der Baureihe OM 936 LA
mit 220 kW (299 PS) und 260 kW (354 PS) bei einem Hubraum von 7,7 l.
Neben der motorinternen Abgasrückführung erfolgt die Abgasreinigung
durch den geschlossenen Partikelfilter, AdBlue-Einspritzung und SCRKatalysator. Die Steuerung der in einer Abgasbox integrierten BlueTec
6-Filtersysteme wird von einer Regelelektronik übernommen, die aus
einer Vielzahl von Motor- und Einsatzparametern bedarfsabhängig die
Abgasreinigung regelt.
Um den Verbrauch von Kraftstoff zu reduzieren wird optional ein Eco-Paket
angeboten, welches unter anderem eine Geschwindigkeitsbegrenzung
auf 85 km/h und eine konstante Beschleunigung umfasst, die eine
Dreiviertel-Beladung simuliert und den Kickdown sperrt.
Der Stop-and-Go-Verkehr spielt im täglichen Einsatz der kommunalen
Econic-Nutzer eine große Rolle und stellt auch eine besondere
Herausforderung für Motoren und Getriebe dar. Das SechsgangAutomatikgetriebe von Allison bewährt sich unter anderem bei den
häufigen Stopps und Starts im Entsorgungsdienst.
CNG
&
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UMWELTFREUNDLICHER ERDGASMOTOR
Der Econic NGT (Natural Gas Technology) in Euro VI wird nun ebenfalls
in Serie gefertigt. Mitte März 2015 lief das erste Low-Entry-Fahrzeug der
neuen Generation mit umweltfreundlicher Gas-Technologie nach Euro VI
im Mercedes-Benz Werk Wörth vom Band. Die CO2-Emissionen liegen bis
zu 20 Prozent unter denen eines Dieselmotors. Bei Verwendung von Biogas
wird die CO2-Bilanz nochmals attraktiver. Auch die Geräuschemissionen
liegen deutlich hörbar unter denen eines Dieselmotors.
Der neue Erdgasmotor M 936 G im Econic basiert auf dem
Turbodieselmotor OM 936 aus der neuen Generation BlueEfficiency
Power mit 7,7 l Hubraum. Er wird als monovalenter (nur Gasantrieb) Motor
mit komprimiertem Erdgas betrieben (CNG = Compressed Natural Gas),
leistet 222 kW (302 PS) und erreicht ein maximales Drehmoment von 1200
Nm. Mit diesen Daten sowie mit seiner kraftvollen Leistungsentfaltung ist
der einstufig aufgeladene Motor seinem Pendant mit Dieselantrieb völlig
ebenbürtig.
Der Econic dient den Aufbaupartnern aus dem Kommunalbereich
häufig als Basis für Entsorgungsaufbauten. Aber auch andere kommunale
Aufbauten wie beispielsweise Saug-/Spülaufbauten werden auf dem
Econic realisiert. Durchgehende Lochraster und die Verschiebbarkeit des
Schlussquerträgers sowie eine Neuanordnung der Aggregate hinter dem
Fahrerhaus sorgen für gute Aufbaufreundlichkeit.
Source: Daimler.com
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Mercedes-Benz Citaro NGT
Zwölf Mercedes-Benz Erdgasbusse an Augsburger Stadtwerk e ausgeliefert
• Weitere zwölf Citaro NGT für die Augsburger Stadtwerke
• Leise, wirtschaftlich und kompakt: Erdgasantrieb der Zukunft
A
M 4. MÄRZ HAT HARTMUT SCHICK, LEITER DAIMLER BUSES, IM BEISEIN DES OBERBÜRGERMEISTERS DR. KURT GRIBL DEN SYMBOLISCHEN
SCHLÜSSEL FÜR ZWÖLF MERCEDES-BENZ CITARO NGT (NATURAL GAS TECHNOLOGY) AN DR. WALTER CASAZZA, GESCHÄFTSFÜHRER DER
AUGSBURGER STADTWERKE, ÜBERREICHT.
Bei der feierlichen Fahrzeugübergabe auf dem Augsburger
Rathausplatz hob Hartmut Schick die Bedeutung der neuen,
umweltfreundlichen Mercedes-Benz Erdgasflotte für Daimler Buses
hervor: „Dass die Stadtwerke bei ihrer Flottenverjüngung auf den
Mercedes-Benz Citaro NGT gesetzt haben, bestätigt unsere Bemühungen,
weiterhin Alternativen zum klassischen Dieselantrieb zu entwickeln
und praxistauglich anzubieten. Die hier verwendete neue ErdgasMotorgeneration ist derzeit die kompakteste ihrer Klasse. Sie läuft zudem
sehr geräuscharm – was gerade innerstädtisch von Vorteil ist – und ist
vollumfänglich Bio-Erdgas-tauglich.“
Die Busflotte in der Fuggerstadt fährt bereits seit über einem
Jahr zu 100 Prozent mit Bio-Erdgas und ist deutschlandweit damit
die erste, die nahezu CO2-neutral im Linienverkehr unterwegs ist.
Als das bedeutendste Nahverkehrsunternehmen der Region betreiben
die Augsburger Stadtwerke derzeit eine Omnibusflotte von 89
Fahrzeugen, allesamt erdgasbetrieben. Die zwölf Citaro NGT sind die
Anschlusslieferung an den bereits im Dezember 2015 übergebenen
ersten Citaro NGT mit neuer Motorentechnologie.
Hartmut Schick, Leiter Daimler Buses, bei der Übergabe des symbolischen
Schlüssels der neuen Erdgas-Omnibusflotte an Dr. Walter Casazza, Geschäftsführer
Augsburger Stadtwerke. Die zwölf Mercedes-Benz Citaro NGT werden die
Linienaufgaben in der Fuggerstadt rein im Bio-Erdgasbetrieb bestreiten.
Die Vorstellung der neuen Mercedes-Benz Citaro NGT auf dem Rathausplatz
stieß auf großes Medieninteresse. Oberbürgermeister Dr. Kurt Gribl (Bild
Mitte) würdigte dabei das stete Umweltengagement der Stadtwerke über alle
Geschäftsbereiche hinweg bis hin zum ÖPNV.
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Source: www.mercedes-benz.com
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Mercedes-Benz Citaro NGT
Twelve Mercedes-Benz natural gas-powered buses delivered to public utility Augsburger Stadtwerke
• Twelve further Citaro NGT for the Augsburger Stadtwerke
• Quiet, economical and compact: natural gas drive of the future
O
N 4 MARCH HARTMUT SCHICK, HEAD OF DAIMLER BUSES, HANDED OVER THE SYMBOLIC KEY FOR TWELVE MERCEDES-BENZ CITARO NGT
BUSES (NATURAL GAS TECHNOLOGY) TO DR WALTER CASAZZA, MANAGER OF THE PUBLIC UTILITY AUGSBURGER STADTWERKE, IN THE
PRESENCE OF THE MAYOR DR KURT GRIBL.
At the ceremonial vehicle delivery at the Augsburg town hall square
Hartmut Schick emphasised the importance of the new, environmentallyfriendly natural gas-powered fleet from Mercedes-Benz for Daimler
Buses: "The fact that Augsburger Stadtwerke have chosen the Mercedes-Benz
Citaro NGT to update their fleet validates our efforts to continue developing
alternatives to the classic diesel drive and to offer these in practical form.
The generation of natural gas engines in use here is currently the most
compact in its class. What's more, these engines run very quietly – something
that is particularly advantageous within the city – and they are fully suited for
renewable natural gas."
For more than one year now, Augsburg's bus fleet has already been using
renewable natural gas 100 percent of the time and is the first city Germanywide with an almost CO2-neutral regular service. As the most important
local public transportation company in the region, the Augsburger
Stadtwerke currently run a bus fleet of 89 vehicles, all of which are powered
by natural gas. The twelve Citaro NGT are a follow on delivery to the first
Citaro NGT with new engine technology that was delivered in December
2015.
Hartmut Schick, Head of Daimler Buses, at the handover of the symbolic key
for the new natural gas-powered bus fleet to Dr Walter Casazza, manager of the
Augsburger Stadtwerke. The twelve Mercedes-Benz Citaro NGT buses will carry out
their regular service tasks in Augsburg completely with renewable natural gas drive.
The presentation of the new Mercedes-Benz Citaro NGT buses at the town hall
square drew a great deal of attention from the media. The mayor Dr Kurt Gribl
(centre of the image) acknowledged the public utilities' constant commitment to
the environment across all business units up to and including local public transport.
Source: www.media.daimler.com
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CNGVA
Applauds New Federal Funding Commitments
for Alt-Fuel Infrastructure and Innovation
T
HE CANADIAN NATURAL GAS VEHICLE ALLIANCE (CNGVA) SEES GOOD NEWS FOR CANADA’S NATURAL GAS VEHICLE SECTOR ARISING
OUT OF THE 2016 FEDERAL BUDGET, WHICH OUTLINES AN AMBITIOUS AGENDA AIMED AT TRANSFORMING CANADA’S ECONOMY.
Focused on delivering key commitments from the fall election, CNGVA
says it sees a number of opportunities for “Canada’s medium and heavy
duty vehicle sector to continue to move toward low cost transportation and
emissions reductions with the government’s $62.5 million (USD 48 million)
pledge to fund electric and alternative fuel infrastructure along with various
other infrastructure commitments in Budget 2016” – said CNGVA Executive
Director, Bruce Winchester.
CNGVA PROVIDES DETAILS FOR THE FOLLOWING SECTORS:
Infrastructure: $11.9 billion over five years, starting immediately.
Budget 2016 puts this plan into action with $3.4 billion over 3 years
to upgrade and improve public transit systems across Canada. In this
envelope are opportunities for supporting the deployment of natural
gas powered transit buses along with municipal natural gas fueling
infrastructure.
Municipalities: In supporting municipalities’ front-line efforts, the
Government has announced $75 million in new funding for local
governments to address climate change to be delivered by the Federation
of Canadian Municipalities. This investment will support municipalityled projects to identify and implement greenhouse gas reduction
opportunities.
Ferries: The Budget has identified the need to support ferry operations
and will support environmental performance through fleet renewal.
To support ferry operators’ plans to renew their aging fleet, Budget 2016
proposes to waive the 25% tariff on ferry imports after October 1, 2015.
This will provide an estimated $118 million in savings over six years.
Innovation: The budget promises $1 billion over four years to support
clean technology, including in the forestry, fisheries, mining, energy and
agriculture sectors to be delivered as part of a forthcoming innovation
agenda. Budget 2016 proposes to provide over $130 million over five years,
starting in 2016-17, to support clean technology research, development
and demonstration activities:
•$50 million over four years, starting in 2017–18, to Sustainable
Development Technology Canada (SDTC) for the SD Tech Fund.
• $82.5 million over two years, starting in 2016–17, to Natural Resources
Canada (NRCan) to support research, development and demonstration
of clean energy technologies. These resources will accelerate the
innovation required to bring clean energy technologies closer to
commercialization, reducing the environmental impacts of energy
production and creating clean jobs.
SUPPORT FOR ALTERNATIVE FUELS AND CLEAN TRANSPORTATION
Budget 2016 proposes to provide $56.9 million over 2 years, starting
in 2016-17, to Transport Canada and Environment and Climate Change
Canada to support the transition to a cleaner transportation sector,
including through the development of regulations and standards for clean
transportation technology. Funding will also support Canada’s continued
participation in the development of international emissions standards for
emissions from the international aviation, marine and rail sectors, including
through the International Maritime Organization and the International
Civil Aviation Organization.
Source: Canadian Gas Association
24
a new level of autogas controllers
Q-generacja to grupa sterowników (QBOX, QMAX, QNEXT) stworzona
Q-generation is a group of controllers (QBOX, QMAX, QNEXT)
przez najbardziej doświadczonych konstruktorów marki STAG. Wszystkie
created by the leading specialists of the STAG brand. The con-
sterowniki łączy podobna funkcjonalność a różni sposób montażu i ilość
trollers share the same functionality, but differ by method of
cylindrów, do których są dedykowane. Q-generacja jest odpowiedzią na
installation and amount of supported cylinders. Now the install-
potrzeby motoryzacji i montażystów, daje szerokie spektrum rozwiązań
er can makes a decision between the installation of QBOX or
technologicznych jak i sprzętowych. Teraz montażysta może sam dokonać
QNEXT independently and owners of “big” cars can count on
wyboru o sposobie montażu QBOX czy QNEXT, a właściciele „dużych” aut
proven technologies and high performance of QMAX.
mogą liczyć na sprawdzone technologie i wysokie osiągi czyli na QMAX.
www.ac.com.pl I www.stag.pl
NATURAL GAS PLAYS A MAJOR
ROLE IN ENERGY TRANSITION
“WE ARE FACING AN ENERGY TRANSITION, MAYBE I SHOULD SAY A REVOLUTION” – SAYS JEAN-MARC LEROY,
PRESIDENT OF GAS INFRASTRUCTURE EUROPE (GIE), THE EUROPEAN ASSOCIATION FOR DISTRIBUTORS
OF NATURAL GAS, A FUNCTION HE HOLDS SINCE NOVEMBER LAST YEAR.
Leroy was named managing director of the
Gas Chain Métier at ENGIE in January this year.
He started his career in Electricité de France,
joined Gaz de France in 1994 and held several key
positions there. NGVA Europe asked him to shed
light on the future of natural gas in general and for
road transport in particular. “We had an important
agreement in Paris recently on reducing CO 2 ,
the world is being changed in depth” – says Leroy.
“So where are we going after the Paris agreement?
I think we will be going to more decentralised solutions
in fighting climate change and natural gas is key in
winning the battle. Why? Two reasons. One is changing
power plants that are now being fuelled by coal, to
natural gas. Worldwide that means a reduction in CO2
emissions of 60 percent in power sector! For Europe this
would mean even as much as 20% less CO2 in the air.”
“Europe is not on the forefront of gas mobility,
it is even rather late. Other continents have shifted to
natural gas in transport much earlier. Europe as so
far not succeeded in answering the chicken and egg
question: do we start with an infrastructure for natural
gas or with the vehicles? But things are changing.
The EU Commission is supportive of natural gas, the
DAFI (Directive for Alternative Fuel Infrastructures)
has been approved establishing an infrastructure
for natural gas as a fuel. There is the Blue Corridor
Project subsidised by the EU to demonstrate that
natural gas can be a viable alternative to diesel in
trucks, all very important. The infrastructure to
distribute natural gas across Europe already exists.
Just the link to the filling stations necessary to drive
your car need to be established. The DAFI will provide
for that.”
“Gas mobility is part of the solution also, not only
because of the reductions in CO2 that can be achieved,
but also because of the improved air quality with natural
gas as a fuel. Megacities can benefit vastly from the
virtual lack of particulate matter in natural gas and of
the much lower emissions of NOx. For shipping natural
gas is the fuel of choice because it is free of sulphur.”
“Europe is innovating, there are many interesting
projects. It will find the way and natural gas will be key.
It is available, cheap and abundant. There are new
sources found every day all over the world. Important
is also that natural gas can be stored. Also on the long
term. This allows for example to face a cold winter.
Liquefied Natural Gas therefore, or LNG, gives Europe
flexibility, also on where natural gas can be obtained.”
“The second reason natural gas is key is that the
gas industry is very innovative. Natural gas can also
be produced locally, through biogas and power to gas
installations, where surplus electricity can produce
synthetic natural gas. In France for instance, in 2050
we expect green gas to account for over 50% of the gas
injected into the distribution network.”
“Biogas can give many solutions to the problems we
face today in reducing CO2. It is also a good solution to
recycle waste. As far as the use of crops and land-use to
produce biogas is concerned: it is clear that we first need
to feed to population. But we also have to provide them
with energy.Gas will be part of the solution to provide
everybody the energy they need, also in mobility.”
26
“With regard to Europe’s wish to be self-sufficient
in energy I can only question if self-sufficiency can
be an objective in itself. The gas industry would like
to put emphasis on competitiveness. That is most
important, for example to safeguard the more than
300.000 jobs the gas industry offers in Europe today.
The focus should be on the market, not on politics, and
on diversification of the energy supply. Natural gas
can play a major role there.”
Source: NGVA Europe
pierścień uszczelniający
seal ring
adapter z mosiądzu
brass adapter
filtr z brązu spiekanego
bronze filter
połączenie ze stali nierdzewnej
stainless steel connector
radełkowane
knurling
Adaptero – filtry
Nowa propozycja firmy Certools, to połączenie dwóch produktów:
Adaptera tankowania LPG z filtrem z brązu spiekanego
Produkt jest objęty PATENTEM.
LPG Filling adapters with filter inside
New proposition of Certools company. It is a composition of LPG
filling adapter with sintered bronze filter.
The product is under PATENT protection.
CERTOOLS:
POLAND 95-200 Pabianice, ul. Wspólna 23B tel.: +48 42 227 07 57 fax: +48 42 227 56 55
www.certools.pl www.certools-usa.com e-mail:certools@certools.pl
Inter national
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zainwestuje w sprężony gaz ziemny
U
PS PLANUJE ZBUDOWAĆ DODATKOWYCH 12 WŁASNYCH STACJI TANKOWANIA CNG ORAZ DODAĆ DO
SWOJEJ FLOTY POJAZDÓW KOLEJNYCH 380 CIĄGNIKÓW ZASILANYCH CNG. NA TE WSZYSTKIE ZAKUPY
FIRMA PRZEZNACZY 100 MILIONÓW DOLARÓW, ZAŚ CAŁE DZIAŁANIE JEST CZĘŚCIĄ AKCJI MAJĄCEJ NA
CELU DYWERSYFIKACJĘ ŹRÓDEŁ ENERGII I ZMNIEJSZENIE NEGATYWNEGO WPŁYWU NA ŚRODOWISKO.
UPS dąży do tego, aby do roku 2017 móc osiągnąć swój cel polegający na przejechaniu miliarda mil przez posiadaną flotę aut napędzanych
paliwami alternatywnymi. Osiągnięte wyniki takiego testu mają dąć firmie znaczące korzyści dzięki dokonaniu finalnie wyboru najlepszego
paliwa oraz najbardziej efektywnego sposobu jazdy.
„W UPS posiadamy własną flotę pojazdów i całą infrastrukturę. To pozwala nam inwestować długoterminowo i nie być uzależnionym od chwilowych
wahań cen paliw.
CNG jest częścią szerokiego planu inwestycji w pojazdy napędzane różnymi źródłami paliw alternatywnych. Wszystkie razem stanowią już teraz 6%
naszej światowej floty, co daje ponad 100 tysięcy pojazdów. Przełożyło się to na nasze oszczędności rzędu 10% w porównaniu do rocznego wykorzystania
paliw konwencjonalnych” – powiedział Mark Wallace, wiceprezes UPS ds. inżynierii i jakości.
28
Wspomnianych 12 nowych stacji CNG zostanie zbudowany przez
firmę TruStar Energy w następujących miastach:
• Amarillo, El Paso, Fort Worth i San Antonio w Teksasie;
• Chattanooga w Tennessee;
• Columbia w Karolinie Południowej;
• Kansas City w Kansas;
• Phoenix w Arizonie;
• Reno w Newadzie;
• Tifton w Georgii;
• Trinidad w Colorado;
• Willow Grove w Pensylwanii
Wirginii i Wirginii Zachodniej oraz doświadczeniu UPS w eksploatowaniu pojazdów na CNG w Niemczech, Holandii i Tajlandii.
UPS był jedną z 13 wiodących firm, które podjęły się udziału
w przygotowanym przez administrację prezydenta Obamy programie
„Act on Climate Pledge”, zobowiązując się tym samym do 20% zmniejszenia intensywności emisji gazów cieplarnianych do 2020 roku
w wykorzystywanych pojazdach.
W tej chwili w USA, UPS jest jedną z największych prywatnych flot
używających paliw alternatywnych i zaawansowanych technologii
związanych z napędem pojazdów.
Również w tych samych miastach mają się znaleźć nowe ciągniki
z napędem CNG produkowane przez firmę Kenworth.
Firmy Aqility oraz Quantum Fuel Systems dostarczą elementy infrastruktury gazowej.
Cała inwestycja opiera się na 18 istniejących firmowych stacjach tankowania CNG w Alabamie, Kalifornia, Kolorado, Georgii,
Kansas, Kentucky, Luizjanie, Oklahomie, Pensylwanii, Teksasie,
Posiadana flota obejmuje ponad 6 840 aut całkowicie elektrycznych, hybrydowych elektrycznych, hybrydowych hydraulicznych,
CNG, LNG, LPG oraz tych, które mają lekkie kompozytowe nadwozia. Wszystko to w jednym celu – oszczędzania kosztów paliwa.
Źródło: pressroom.ups.com
PRODUKCJA I DYSTRYBUCJA FILTRÓW LPG I CNG
LPG & CNG FILTERS PRODUCER AND DISTRIBUTOR
TEL. +48 660 703 994
WWW.MMCFILTER.COM
Inter national
L P G
&
CNG
&
L NG
ma ga zin e
Program konwersji na LPG
M
ENADŻEROWIE FLOT DĄŻĄ DO REDUKCJI EMISJI CO2 POPRZEZ ZWIĘKSZENIE ILOŚCI POJAZDÓW NAPĘDZANYCH PALIWAMI
ALTERNATYWNYMI. FIRMA ALLIANCE AUTOGAS POKAZAŁA JAK MOŻNA ŁATWO PRZEKONWERTOWAĆ AUTO CIĘŻAROWE DO
PRACY NA AUTOGAZ.
Podczas marcowych targów NTEA Truck Work (Indianapolis, USA)
2 montażystów firmy w ciągu 2 godzin przekonwertowało Forda F-150 do
zasilania LPG, co było próbą pobicia rekordu świata w tej „dyscyplinie”.
"Chcemy, aby ludzie z pierwszej ręki wiedzieli jak prosto jest przekształcić
pojazd na LPG, jak dobrze to działa i jakie to daje korzyści zarządcy floty
pojazdów” – powiedział Hoffman.
"Cały pomysł tego działania ma na celu pokazanie potencjalnym klientom
i instalatorom, jak proste i nieinwazyjne jest przerobienie pojazdu do zasilania
autogazem" – powiedział Ed Hoffman, prezes Blossman Services Inc.,
dystrybutor osprzętu Alliance AutoGas.
Rozwiązania stosowane przez Alliance zaowocowały konwersjami bi-fuel
(benzyna/ LPG) ponad 10 tys. pojazdów. Firma stosuje m.in. równocześnie
drugi zbiornik dla LPG zawierający 80 litrów gazu, umieszczony w podwoziu
ciężarówki. ECU działa jako przełącznik pomiędzy gazem a benzyną i jest
podłączony do pojazdu za pomocą jednej wtyczki. Firma opracowała też
własny wtryskiwacz.
Po dokonanej konwersji, Ford F-150 bierze udział w 2-tygodniowym
programie "CZYSTE POWIETRZE – JAZDA OD WYBRZEŻA – PO WYBRZEŻE”
– podróży obejmującej 5300 mil, która zakończy się 20 maja. Jej celem jest
podkreślenie znaczenia i wpływu autogazu na redukcję emisji CO2.
Hoffman podkreślił, że w trakcie konwersji pojazdu, nie ma potrzeby
wierceń lub cięć. Stosowane systemy nie wymagają żadnych stałych
modyfikacji w aucie i można je usunąć, co jest szczególnie wygodne dla
menedżerów flot, którzy dzierżawią pojazdy.
Omawiany system ma 58 certyfikatów Amerykańskiej
Agencji Ochrony Środowiska (EPA) i Narodowego Programu
Przeciwpożarowego (NFPA) 58 standardów.
Source: from Greenfleetmagazine
30
Alliance AutoGas mobilizes vehicle
conversion program
A
S FLEET MANAGERS AIM TO “GREEN” THEIR FLEETS AND REDUCE CO2 EMISSIONS, THE NUMBER OF ALTERNATIVE-FUEL OPTIONS CONTINUE
TO EXPAND AS WELL. FLEET GREENING HAS MADE IT'S WAY TO LIGHT-DUTY TRUCKS AND IT HAS GRADUALLY BEEN MIGRATING TO THE
MEDIUM- AND HEAVY-DUTY TRUCK SPACE. ALLIANCE AUTOGAS IS READY TO SHOW HOW FLEETS CAN EASILY CONVERT A TRUCK TO RUN
ON PROPANE AUTOGAS AND THEN PUT IT TO WORK.
Alliance AutoGas, a propane autogas solution
provider has converted a Ford F-150.
On March 3, two of the company’s installers has
converted an F-150 to LPG in less than two hours,
in an attempt to break the world record for the
fastest vehicle conversion to propane autogas.
“The whole idea behind this vehicle conversion is
to let prospective customers, installers, and other
stakeholders see how easy and non-intrusive it is to
convert a vehicle to run on propane autogas” – said
Ed Hoffman, president of Blossman Services Inc.,
the equipment distributor for Alliance AutoGas.
Following the conversion, the F-150 will embark
on Alliance AutoGas’ Clean Air Coast-to-Coast
ride, a 5,300 mile trip in early May. The goal of the
F-150’s trip is to underscore the importance and
impact of reducing CO2 emissions through the use
of LPG.
“We want people to see first-hand, how simple and
easy it is to convert a vehicle, how well it runs, and
a how it gives the fleet manager a well-documented
return” – Hoffman said.
The company’s conversion solution has helped
over 10,000 vehicles make the transition from
gasoline to LPG. There are no implementation
costs for fleets, and zero intrusion on the vehicle’s
original fuel tank.
The company offers bi-fuel conversions, meaning the original gasoline components remain with
the vehicle, giving fleets the flexibility of switching
between LPG or gasoline fueling.
“We handle the conversion of the vehicle, the infrastructure on site for dispensing fuel, and the fuel supply
for the fleet customer” – Hoffman said.
Alliance AutoGas installs a handful of parts, including a secondary fuel tank to store the gas, an injector spacer plate, and engine control unit (ECU).
The 21-gallon autogas tank is placed on the underbody of the truck. The ECU acts as the switch
that allows the vehicle to go from gasoline to
propane autogas fueled; it is connected to the
vehicle with one plug.
Alliance AutoGas has its own injection
technology; it uses an injector spacer plate.
The bolt-on part allows, at a set position, for the
propane to be introduced into the engine.
Hoffman emphasizes that there is no drilling or
cutting done of any parts or wires. These systems
do not require any permanent vehicle modifications; they can be removed, which is especially
convenient for fleet managers who lease vehicles.
“Any fleet that covers a substantial amount of miles
would have real-life savings very quickly” – Hoffman
said.
The system is complaint with the U.S. Environmental Protection Agency (EPA) and National Fire
Protection Association (NFPA) 58 standards.
Source: from Greenfleetmagazine
PRODUCENT
WĘŻY GUMOWYCH
RUBBER AND PVC HOSES
PRODUCING COMPANY
ECE 67
ECE 110
WĘŻE PRZEZNACZONE
DO SAMOCHODOWYCH
INSTALACJI GAZOWYCH
LPG / CNG
WWW.FAGUMIT.COM.PL
HOSES ASSIGNED TO CAR
LPG / CNG SYSTEMS
ШЛАНГИ НАЗНАЧЁННЫЕ
К АВТОМОБИЛЬНЫМ
ГАЗОВЫМ
ОБОРУДОВАНИЯМ LPG / CNG
FAGUMIT
32-340 WOLBROM, UL. 1 MAJA 100
TEL./FAX: +48 32 647 26 16
E-MAIL: MARKETING@FAGUMIT.COM.PL
TT213_E2_Advert_297x2
Since more than 30 years, our company
is known as a leading company in
designing and manufacturing mechanical
components for Automotive LPG and CNG
systems.
Quality of our products and processes
and the high flexibility in replying to market
changes have been the key of our success
and reputation for more than 30 years.
Please visit our new website www.amaxlpg.pl
Recommended by A.MAX
ITALY
I
TALY’S ECOMOTIVE SOLUTIONS, A HOLDIM GROUP COMPANY AND ENGINE CALIBRATION SPECIALIST,
HAS CONVERTED A RUBBER TYRED GANTRY (RTG) KALMAR CRANE AT THE PORT OF LIVORNO FROM
DIESEL TO DUAL-FUEL USING ITS D-GID PLATFORM. THE CONVERSION TO LNG/DIESEL OPERATION
WAS CARRIED OUT AS PART OF THE SEA TERMINALS PROJECT, WHICH AIMS TO ENCOURAGE A NEW
CULTURE OF PORT MANAGEMENT BY INTRODUCING ECO-EFFICIENCY AS A KEY FACTOR, THROUGH
THE REDUCTION OF POLLUTANT EMISSIONS FROM ALL OF THE VEHICLES USED TO MOVE GOODS.
In this specific case, the transformation
that Ecomotive Solutions carried out in
collaboration with Global Service, a technical
services company for port vehicles, involved
an RTG Kalmar crane with a Cummins engine
operating at the Terminal Darsena Toscana in
Livorno.
set up to transfer gas from the cryogenic tank
to the engine, which is another Ecomotive
Solutions product.
The return on operating costs proved to be
significant, with a 23.8% savings on fuel (based
on the cost of diesel fuel at 1€/l and methane
at 0,79€/kg). The environment benefits as well
with decreases of up to 40% for particulate
The conversion took place through the emissions and 10% for CO2 after the conversion,
installation of Ecomotive Solutions’ d-gid using tests conducted on similar engines.
(diesel-gas dynamic injection) platform, as well
as the insertion of a dedicated tank for storing
The d-gid Dual Fuel platform developed by
600 litres of LNG, which was built by the HVM Ecomotive Solutions is capable of fuelling
company in Livorno, and of the complete line a diesel engine simultaneously with a mixture
32
of gas (Methane\ Biomethane stored in both
compressed CNG form and liquid LNG, and
diesel. Application of the d-gid system does
not in any way change the nature of the diesel
engine, maintaining the initial performance
and efficiency; moreover, in the absence of
availability of gas, the system automatically
returns to operate on 100% diesel.
Source: NGVGlobal, Ecomotive Solutions
Successful year of Flashlube
210_v3.indd 1
19/02/2016 10:24 AM
F
LASHLUBE HAVE HAD ANOTHER SUCCESSFUL YEAR AS THE STRATEGIC PARTNER AT THE POLAND
GAS SHOW LAST MONTH, BRINGING AN ‘AUSTRALIAN MADE’ MESSAGE TO THE EVENT AND
TAKING HOME THEIR FIFTH CONSECUTIVE INPRO AWARD FOR THEIR ORIGINAL VALVE SAVER FLUID.
A large Flashlube sign welcomed visitors the show
to the Warsaw International Expocentre for the
fourth consecutive year, before they were ushered
into the main hall with inflatable Kangaroos and
large wall to wall signage showing off the brand’s
E2 Electronic Valve Saver Kit.
The new kit, designed to automatically inject the
required amount of Genuine Flashlube Valve Saver
Fluid into the fuel system at controlled intervals,
features a straightforward adjustment dial which is
simply set to match with a vehicles cylinder capacity,
removing any programming complication, as well
as ‘plug and play’ cables, which eliminates the need
The kit, designed to combat Valve Seat Recession for soldering after initial installation and will flash
in LPG/CNG vehicles, was recently awarded the when set to zero if all fitting is correct, minimising
Most Innovative New Product in the lubricants any installation errors.
category at the Australian Automotive Aftermarket
A self-priming ‘Smart Pump’ is also fitted,
Awards, and is an improvement on the original designed to both initiate fluid flow as soon as
Flashlube Electronic Kit released by the company in correct installation is complete, and stop pumping
2009, the world’s first product to be granted TUV if the fluid runs out, preventing the system from
approval in a road test.
running dry and effectively burning out.
Flashlube’s Development Manager Martijn
Solleveld said that the show was a great success
for the company, with heightened interest in
Flashlube’s entire range.
Flashlube also took the opportunity to introduce
their new generation of products, targeted at
solving problems with diesel engines. This range
included the Flashlube Diesel Filter, used for
separating water from dirty fuel, and the Catch Can
Pro, which filters out any carbon that might build up
in the EGR and fuel system components.
For more information on the Flashlube range of
products or to find a stockist, visit flashlube.eu
Inter national
L P G
&
CNG
&
L NG
ma ga zin e
FRANCE NEEDS 250 FILLING STATIONS
BY 2020 TO MEET INCREASING DEMAND FOR NATURAL GAS IN TRANSPORT
T
O MEET INCREASING DEMAND FOR NATURAL GAS AS A FUEL FRANCE WILL NEED 250 CNG AND LNG FILLINGS BY 2020, A PROPOSAL BY THE
FRENCH NGV INDUSTRY FOR THE DEVELOPMENT OF A NATURAL GAS INFRASTRUCTURE SHOWS. UNDER THE RIGHT CONDITIONS 150
OF THESE STATIONS COULD BE PRIVATELY FUNDED, FOR THE REMAINING STATIONS SOME FORM OF GOVERNMENT AID WILL BE
INDISPENSABLE. FRANCE HAS 43 NATURAL GAS FILLING STATIONS TODAY.
The proposal, written by the French natural gas vehicle association (AFGNV), outlines in detail the needs and possibilities to establish natural gas
and biomethane as an alternative to traditional fuels in transport, in order to reduce dependency on oil and improve air quality in cities. The proposal
is meant to support French authorities in drafting a plan to establish an infrastructure for natural gas as a fuel, as mandated by the EU Directive
Alternative Fuels Infrastructure (DAFI). The national plans are to be submitted to the European Commission by November of this year.
The French NGV industry notes an increased interest in France
to use natural gas as alternative to traditional fuels, in particular in
freight transport, for which natural gas is the only economically viable
alternative to diesel. Increasingly large cities in France are eyeing natural
gas as an option to reduce air pollution, in particular the presently high
emissions of nitrogen oxide and particulate matter from diesel engines.
Natural gas and biomethane contain virtually no particulate matter
and have low emissions of NOx. Natural gas could form a substantial
part of the fuel mix in France, the industry writes.
To meet future demand for natural gas and biomethane as a fuel it
is essential, the association writes, to have a strategic network of 150
NGV refuelling points by 2020. The investment required is estimated
at 150 million euros, which for the most part could be financed by the
private sector on the condition that the current difference in taxation of
natural gas and diesel in France remains unchanged until at least 2025,
that support for the purchase of the presently higher priced natural
gas vehicles is maintained and that incentives for the development of
biomethane are reinforced.
These privately funded stations will inevitably be close to the business
community they intend to serve, the association notes. In order to
accommodate local authorities determined on reducing air pollution,
some 100 filling stations should be established at points where
‘market-specific’ stations do not cover demand. The funding of these
‘territorial’ stations would have to be partly supported by the public
sector to involve private investors, at local or national level, either
through direct investment, or through other subsidies guaranteeing
a minimum level of return. In the proposal of the French NGV
association the investment in such a network of ‘territorial’ stations
would amount to around 25 million euros. The total number of 250
stations would enable France to meet the European requirement in the
DAFI to develop an infrastructure of natural gas stations.
The proposal makes clear that France’s gas industry is ready for the
deployment of the stations, stating that with 40.000 kilometers of high
pressure pipelines and 200.000 kilometers of distribution pipelines
covering the whole of the country, France has ample assets to provide
a solid base for the development of gas-powered mobility.
Source: NGVA Europe
34
PA LIW
FU EL
PR ICE S
LPG 1L
95 1L
Country
Euro-super
95 1L
Euro-super
98 1L
Diesel 1L
LPG 1L
CNG
[Euro/ 1kg]
Austria
1,008
€ 1,230
0,925
0,660
€ 0,997
Białystok
Belgium
1,344
€ 1,400
1,100
0,410
€ 0,861
Bydgoszcz
1.63 (+1 gr)
Bulgaria
0,925
€ 1,080
0,890
0,440
€ 0,740
Gdańsk
1.65 (+2 gr) 0,39 4.25 (+8 gr) 0,99
Croatia
1,189
€ 1,190
1,051
0,470
€ 1,230
Gorzów Wlkp,
1.63 (-1 gr)
0,38 4.21 (+4 gr) 0,98
Cyprus
1,079
€ 1,300
1,055
-
-
1.59 (-)
0,37 4.25 (+5 gr) 0,99
Czech Republic
1,018
-
0,955
0,500
€ 0,950
1.56 (+4 gr)
0,36 4.26 (+9 gr) 1,00
Denmark
1,477
-
1,208
1,218
1,340 / m3
1.54 (-)
0,36 4.23 (+10 gr) 0,99
Estonia
1,090
€ 0,960
1,005
0,520
€ 0,729
Finland
1,350
€ 1,410
1,135
-
-
France
1,265
€ 1,240
1,080
0,730
€ 1,260
Olsztyn
1.72 (-3 gr)
0,40
Germany
1,225
€ 1,298
1,022
0,570
€ 0,999
Opole
1.58 (-1 gr)
0,37 4.29 (+9 gr) 1,00
Greece
1,310
€ 1,824
1,090
0,620
€ 0,879
Poznań
1.56 (-)
0,36 4.25 (+11 gr) 0,99
Hungary
1,055
€ 1,265
0,999
0,680
€ 1,126
Rzeszów
1.57 (-1 gr)
0,37 4.19 (+5 gr) 0,98
Ireland
1,233
-
1,080
0,690
€ 0,960
Szczecin
1.59 (-1 gr)
0,37 4.25 (+8 gr) 0,99
Italy
1,510
€ 1,580
1,320
0,570
€ 0,981
Warszawa
1.66 (+1 gr) 0,39 4.22 (+4 gr) 0,99
Latvia
1,020
€ 1,070
0,894
0,500
€ 0,968
Wrocław
1.61 (-1 gr)
Lithuania
1,020
-
0,880
0,840
€ 0,950
Luxembourg
1,070
€ 1,140
0,840
0,390
€ 0,590
Malta
1,280
-
1,180
-
-
Netherlands
1,550
€ 1,620
1,150
0,760
€ 1,024
Poland
0,960
€ 1,030
0,880
0,370
0,740/ m3
Portugal
1,340
€ 1,342
1,050
0,600
0,976/ m3
Romania
1,094
€ 1,257
1,044
0,500
€ 0,730
Slovakia
1,172
-
1,010
0,580
€ 0,946
Slovenia
1,190
€ 1,650
1,050
0,600
€ 1,009
Spain
1,110
€ 1,150
1,020
0,570
€ 0,801
Sweden
1,367
€ 1,254
1,282
0,980
€ 1,771
United Kingdom
1,060
€ 1,160
1,060
0,710
€ 1,330
Average
1,190
€ 1,293
1,045
0,619
€ 0,992 [only kg]
Miasto/ City
PLN
EURO
1.57 (-)
Katowice
Kielce
Kraków
Lublin
PLN
EURO
0,37 4.19 (+6 gr) 0,98
0,38
4.17 (+4 gr)
0,97
1.57 (+3 gr) 0,37 4.17 (+7 gr) 0,97
Łódź
1.57 (-)
0,37 4.25 (+7 gr) 0,99
0,38
4.29 (-3 gr)
4.17 (-4 gr)
1,00
0,97
* różnica w cenie w porównaniu z poprzedzającym tygodniem
1,59
1,63
1,69
1,63
1,59
1,66
1,61
1,63
1,61
1,59
1,54
1,65
Średnia
detaliczna cena LPG
w Polsce – 20.04.2016
1,65
1,56
1,59
1,65
wnp.pl
dane z dnia 20.04.2016, na podst, e-petrol.pl, wnp.pl
Prices are effective April 20, 2016, Sources: pzmtravel,com,pl, ec,europa,eu, metanoauto,com, privateinfo
CE N Y
Inter national
L P G
&
CNG
&
L NG
ma ga zin e
Characteristics of HCNG blends in spark ignition engine
A
NEW STUDY BY A TEAM FROM THE ENGINE RESEARCH LABORATORY AT THE INDIAN INSTITUTE OF TECHNOLOGY KANPUR EXPLORES
THE COMBUSTION, PERFORMANCE AND EMISSION CHARACTERISTICS OF A PROTOTYPE SPARK IGNITION ENGINE OPERATING WITH
DIFFERENT BLEND RATIOS OF HCNG (HYDROGEN AND COMPRESSED NATURAL GAS BLENDS).
Use of lower carbon natural gas and carbon-free hydrogen have potential
to reduce harmful emissions of criteria pollutants and greenhouse gas
(GHG) emissions and could displace a portion of conventional liquid
fossil fuels, the IIT noted. However, both fuels pose different challenges
for use in internal combustion (IC) engines.
“Hydrogen requires very low ignition energy therefore utilization of hydrogen in IC
engines can potentially cause preignition and backfire. Use of hydrogen also leads to
low power output and constraints the operating load range of the engine because of
very low density of hydrogen, which in-turn reduces the volumetric efficiency of the
engine significantly. Therefore use of 100% hydrogen as a total replacement of gasoline
in a spark ignition (SI) engine is rather challenging and difficult.
On the other hand, natural gas is being used as an alternate fuel to conventional
gasoline for last few decades. It is utilized either in the form of CNG or LNG. Natural
gas resources have been discovered in various forms world-wide. There is tremendous
interest in using natural gas on a large scale worldwide because it is relatively cleaner
fuel due to its highest H/C ratio (4:1) amongst all hydrocarbon fuels.
However natural gas suffers from poor lean-burn capabilities, low flame speed
and poor idle stability, which makes CNG engine relatively low efficiency engine
due to its longer combustion duration and less agility. Engine’s lean operation
could be extended by increasing H2 fraction in the test fuel and also by increasing
intake manifold pressure. … addition of hydrogen to CNG can significantly improve
combustion characteristics of CNG by increasing its lean limits and flame burning
velocity” – said Verma et al.
The study focused on the behavior of engines using HCNG blends, in
which the H/C ratio was varied. The H/C ratios for the blends tested were:
• CNG: 4.0
• 10HCNG: 4.22
• 20HCNG: 4.50
• 30HCNG: 4.85
• 40HCNG: 5.33
They also tested the engine using 100% hydrogen. The researchers used
a port fuel injected (3 bar), single cylinder, .948-liter research engine with
a compression ratio of 11:1. Overall, the 20 HCNG blend (H/C ratio of 4.5)
showed the best overall performance.
Sources: Gaurav Verma, Rajesh Kumar Prasad, Rashmi A. Agarwal, Siddhant Jain, Avinash
Kumar Agarwal (2016) “Experimental investigations of combustion, performance and emission
characteristics of a hydrogen enriched natural gas fuelled prototype spark ignition engine,”
SHOWCASE YOUR EXPERTISE ON THE LARGEST GAS CONFERENCE AND EXHIBITION
IN SOUTH-EAST EUROPE!
50 speakers, 40 exhibitors and 500 prominent gas experts, managers and executives, representatives of 200 gas
and energy companies and organisations from 20 countries
CONFERENCE TOPICS:
1.
The Effect of Carbon Dioxide (CO2) Emissions on Gas and Future Energy
Systems – Paper Presentations and Panel Discussion
2.
New Technological Solutions for Gas and Energy Industries (Hybrid
Solutions and the Use of Renewable Energy Sources)
3.
Development of Smart Technologies for Use in Gas and Energy Systems
4.
Development Activities in the Republic of Croatia (Pipelines,
Compressor Stations, Gas Storage Facilities and the LNG Terminal)
5.
Introductory Speeches and Panel Discussion on the Topic: “Gas Supply
in a Liberal Market Economy”
6.
Issues Relating to Gas Meters and Calibration Equipment
7.
8.
Technical and Economic Issues Relating to Liquefied Petroleum Gas (LPG)
Technical Regulations and Rules of the Profession for Safe and Efficient
Use of Gas
9.
Poster Session on Various Topics in the Gas and Energy Industry
REGISTER NOW WITH DISCOUNT:
BOOK YOUR EXHIBITION BOOTH:
Croatian Gas Centre Ltd., Heinzelova 9/II,
10000 Zagreb, Croatia, phone: +385 (0)1 6189 590,
e-mail: opatija@hsup.hr
on www.hsup.hr
www.autronic.it