Updates of existing norms and standardizations in

February 2015
1
Number 96 February 2015
Updates of existing norms and
standardizations in progress
Safety aspects in the NGV sector
China
Improving LNG and
CNG infrastructure
with ADB funding
Indonesia
Petrol bajaj to be
replaced with CNG and
electric powered ones
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February 2015
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February 2015
1
Summary
Asian NGV Communications is a publication
of NGV Communications Group, publishing
house and fairs-conferences organizer:
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International NGV Guide.
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posters, among others. In Peru Prensa
Vehicular Peru. More info: www.ngvgroup.com
2
Sharpening NGV
technologies
6
Standards & regulations
update: Focus on safety
11
Russia imported OEM dual
fuel trucks while conquering
new NGV continent
12
Global LNG carrier
market expands
17
Pertamina is eyeing on 2.5
million kiloliters of gas sales
13
CNG cars population in Mumbai
more than tripled in 4 years
18
ADB funds to help enlarging China’s
CNG and LNG infrastructure
USA
14
India CNG passenger car market
outlook 2018
19
CNG price movements
in Thailand
1001 Texas Ave., Suite 1400 - PMB 174,
Houston, TX 77002, USA
Tel: +1 713-490-5780
Fax: +1 713-490-6781
15
Best green cars in India
21
Safety aspects of CNG cars
KOREA
16
Gujarat shows highest demand
for “used” CNG cars
24
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2
February 2015
Sharpening NGV technologies
China
According to Navigant Research, global annual sales of NGVs
are expected to grow from 2.5 million vehicles last year to 4.3
million in 2024.
In line with this, world leading natural gas engine technology,
Westport Innovations is optimistic with the future of this sector.
Westport Innovations was reported to have been experiencing
considerable growth recently. This is backed by its strategic
joint venture (in China) Weichai Westport’s entire year-to-date
performance and higher unit sales and revenue compared to the
previous year. Unlike in Europe, where the markets are hit hard
by the incentive cut from the government, Westport sees India
and China as solid markets for growth.
Apart from keep developing and launching new systems with
more advanced technologies across the world (for USA, Asian
and European countries, etc.), the company expands its market
to interesting NGV markets.
For example, Russian’s OEM GAZ also announced the
development of the futuristic CNG Euro-5 vehicle which is
an innovative CNG YaMZ-534 developed in cooperation with
Westport.
Furthermore, Westport is ready to ship the Weichai Westport
HPDI 12-litre engine in China leveraged in heavy duty trucks
produced by Shaughnessy Heavy Duty Automotive. With
new government regulation that ban vehicles conversions to
CNG system and instead, focuses the market at OEM CNG
vehicles, Westport position in Chinese market is very likely to
strengthen.
China continues to move forward with its NGV technology
advancements. An electric-LNG hybrid propulsion system is
reported soon to be tested in the country. The system was
developed by local engineering firms CSR Yuchai Sichuan
Engine (YCSR) and commercial vehicle manufacturer Ziyang
Nanjun Automobile. Set to undergo trials this year, it will be
installed on the 2,000-tonne bulk carrier.
India
In its attempts to increase vehicle performance/fuel efficiency and
curb carbon prints, the Indian government set limits on vehicles
weight. The average curb weight is linked to fuel efficiency as the
two factors are inversely proportional. In 2010, the average weight
of the Indian fleet was 1,032 kg and the CO2 emission at that
weight was 141g/km. Power ministry’s Bureau of Energy Efficiency’s (BEE) target is to bring down the carbon emissions 129g/km
by 2017 and 113g/km by 2022 thereby improving fuel efficiency.
The ministry of heavy industries is keen to keep average weight of
a car at 1,035 kg in the second stage rather than 1,145 kg, which
is under the consideration of the government.
However, to motivate the automobile industry, the government
is trying to restrain in a key norm related to the fuel efficiency
standards. The BEE has agreed to road ministry’s demand of not
increasing the limit for average weight of vehicles too much.
According to the BEE official, the authority will start putting these
standards in force, once the policy is finalized and agreed, under
the Central Motor Vehicles Rules for companies to comply.
On January 30th, last year, the power ministry notified new energy
consumption standards for passenger vehicles running on petrol,
diesel, LPG and CNG under the Energy Conservation Act, 2001.
The fuel efficiency norms is planned to be launched in the first
phase by 2015 and then by 2020 in the second phase.
Apart from decreasing pollution level, the road ministry is also
very concern and working hard on making safety standards
mandatory in cars and two-wheelers.
February 2015
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4
February 2015
천연가스차량(NGV) 기술 연마
중국
Navigant Research에 따르면, 천연가스차
량의 세계 연간 매출은 지난해 250만대의
차량에서 2024년 430만대로 증가할 것으
로 예상된다.
이 라인에서, 세계적인 천연 가스 엔진 기
술을 선도하는 Westport의 혁신은 이 분야
의 미래에 낙관적이다.
Westport 혁신은 최근 상당한 성장을 경
험한 것으로 보고되었다. 이는 (중국에서)
전략적인 합작 벤처 Weichai Westport의
올해초부터 현재까지 전체 성능과 높은 판
매량과 전년과 비교하여 수익에 의해 지
지 된다. 유럽과 달리, 시장이 정부로부터
인센티브 인하로 인해 타격이 되는 경우,
Westport는 성장을 위한 견고한 시장으로
인도와 중국을 본다.
유지 개발과 세계를 가로질러 더 진보된 기
술들이 실행된 새로운 시스템 착수 (미국,
아시아와 유럽 국가들 등을 위한), 이 회사
는 흥미로운 천연가스차량 시장으로 그 시
장을 확장한다.
예를들어, 러시아의 OEM GAZ는 혁신적
은 CNG YaMZ-534가 Westport와 공동으
로 개발한 미래의 CNG 유로-5 차량의 개
발을 발표했다.
또한, Westprot는 Shaughnessy 대형 자
동차에서 생산되는 대형 트럭에 중국의
Weichai Westport HPDI 12리터 엔진을 제
공할 준비가 되어 있다. 새 정부의 규제로
CNG 시스템으로 차량 전환을 금지하는 대
신, OEM CNG 차량에 시장의 초점을 맞추
고, 중국 시작의 Westport 위치를 강화할
가능성이 높다.
중국은 천연가스차량 기술 발전과 함께 계
속 발전될 것이다. 전기-LNG 하이브리드
추진 시스템은 국가의 시험이 되어서 곧 보
고될 것이다. 그 시스템은 지역 엔지니어링
회사 CSR Yuchai Sichuan 엔진 (YCSR)
과 상용 차량 제조업체 Ziyang Nanjun 자
동차에 의해 개발되어졌다. 올해 시험을 받
아야하는 상황이고, 그것은 2,000톤 벌크
선에 설치될 것이다.
인도
그것은 차량 성능/ 연료 효율성을 높이고
탄소 인쇄를 제한하기 위한 시도이다. 인도
정부는 차량 무게에 대한 제한을 설정했다.
평균 제한 무게는 연료효율성과 이 두 가
지 요인이 반비례로 연결되어 있다. 2010
년 인도 함대의 평균 무게는 1,032kg이고,
CO2 배출량의 무게는 141g/km 이다. 전
력부의 에너지 효율국 (BEE)의 목표는 탄
소 배출량을 2017년까지 129g/km, 2022
년까지 113l/km로 줄이면, 그렇게 함으로
써 연료 효율을 향상시킨다. 정부의 검토
중에 있는 중공업부서는 두번째 단계에서
1,145kg 보다는 1,035kg의 자동차의 평균
무게를 유지하는데 민감하다.
는 도로부서의 요구사항에 동의했다.
BEE 관계자에 따르면, 당국은 정책을 준수
하는 기업에 대한 중앙 모터 차량 규칙에
따라 최종 합의되면, 시행 중인 이러한 기
준을 주는 것을 시작한다.
그러나, 자동차 산업 동기부여로, 정부는
연료 효율 표준과 관련된 열쇠를 규범으로
억제하려 한다. BEE는 차량의 평균 무게에
대한 제한을 너무 많이 증가하지 않도록 하
오염 수준의 감소는 제외하고, 도로부서
는 자동차와 이륜차의 필수 안전 기준을 만
드는 것에 대단한 관심과 열심으로 일하
고 있다.
1월 30일, 전력부는 에너지 절약 법 2001
에서, 가솔린, 디젤, LPG 및 CNG 로 운행
되는 승용차에 대한 새로운 에너지 소비 기
준을 통보했다. 연료 효율 기준은 2015년까
지 첫번째 단계, 2020년까지 두번째 단계
를 출시할 예정이다.
February 2015
5
Memajukan teknologi NGV
China
Menurut perusahaan riset Navigant Research, penjualan NGVs
secara global diharapkan tumbuh dari 2,5 juta kendaraan per
tahun di tahun 2013 menjadi 4,3 juta per tahun pada tahun 2024.
Sejalan dengan ini, memimpin teknologi mesin gas alam dunia,
Westport Innovations merasa optimistis dengan masa depan
sektor ini.
Westport Innovations dilaporkan telah mengalami pertumbuhan
yang cukup baik, baru-baru ini. Hal ini didukung oleh hasil
operasi perusahaan join venturenya (di Cina), Weichai Westport,
yang mana hasil sales dan pendapatan tahunannya meningkat
dibandingkan dengan tahun sebelumnya.
Tidak seperti di Eropa, yang mana pangsa pasar yang terpukul
keras oleh pengurangan subsidi pemerintah, Westport melihat
India dan China sebagai pasar yang akan tetap mengalami pertumbuhan yang kuat.
Selain terus mengembangkan dan meluncurkan sistem baru
dengan teknologi yang lebih canggih di seluruh dunia (diAmerika
Serikat, negara-negara Asia dan Eropa, dll), perusahaan ini
mengembangkan sayap ke negara-negara NGV yang menarik.
Contohnya, Rusia OEM GAZ juga mengumumkan pengembangan kendaraan futuristik CNG Euro-5 yang inovatif bernama
CNG YaMZ-534 yang dikembangkan melalui kerjasama dengan
Westport.
Selain itu, Westport siap untuk mengirimkan mesin Weichai
Westport HPDI 12 liter di China yang akan dipasang di truk berat
yang diproduksi oleh Shaughnessy Heavy Duty Automotive.
Peraturan pemerintah baru yang melarang konversi kendaraan
ke sistem CNG dan sebagai gantinya, berfokus pada pengembangan sales kendaraan OEM CNG, posisi Westport di Cina
memeiliki potensi besar untuk menguat.
China terus bergerak maju dengan kemajuan teknologi NGVnya. Sebuah sistem propulsi hybrid LNG-listrik dilaporkan akan
segera diuji di negara ini. Sistem ini dikembangkan oleh perusahaan lokal CSR Yuchai Sichuan Mesin (YCSR) dan produsen
kendaraan komersial Ziyang Nanjun Automobile. Mesinnini dijadualkan untuk menjalani uji coba tahun ini; dan akan dipasang
pada bulk carrier seberat 2.000 ton.
India
Dalam upaya meningkatkan performa kendaraan / efisiensi
bahan bakar dan mengurangi emisi karbon, pemerintah India
menetapkan batas berat kendaraan. Pada dasarnya, berat kendaraan dan efisiensi bahan bakar adalah dua faktor yang sangat
berkaitan. Pada tahun 2010, rata-rata berat armada kendaraan
India adalah 1.032 kg dengan emisi CO2 141g / km. Biro Kementerian Power of Target Efisiensi Energi (BEE) menargetkan
penurunan emisi karbon ke 129g / km di tahun 2017 dan 113g
/ km di tahun 2022. Kementrian industri kendaraan berat lebih
cenderung menjaga berat rata-rata mobil seberat 1.035 kg di
tahap kedua proyek ini, daripada di level 1.145 kg seperti yang
sedang dipertimbangkan oleh pemerintah pada saat ini.
Namun, untuk memotivasi industri otomotif, pemerintah berusaha untuk tidak terlalu streng sehubungan dengan masalah standar efisiensi bahan bakar. BEE telah setuju dengan permintaan
menteri transportasi yang tidak menginginkan peningkatan batas
berat rata-rata kendaraan yang terlalu banyak.
Menurut pejabat BEE, otoritas akan mulai memperlakukan
standar ini setelah kebijakan tersebut selesai dan disepakati.
Peraturan ini akan dijalankan di bawah regulasi Pusat Aturan
Kendaraan Bermotor.
Pada tanggal 30 Januari tahun lalu, kementerian tenaga
mengumumkan standar konsumsi energi baru untuk kendaraan
umum berbahan bakar bensin, solar, LPG dan CNG di bawah
Undang-Undang Konservasi Energi, 2001.
Norma-norma efisiensi bahan bakar yang rencananya akan diluncurkan pada tahap pertama di tahun 2015, yang mana, tahap
keduanya akan diluncurkan di tahun 2020.
Selain penurunan tingkat polusi, pihak kementerian jalan (transportasi) juga memprioritaskan dan bekerja keras untuk membuat
standar keselamatan wajib bagi mobil dan kendaraan roda dua.
6
February 2015
Standards & regulations update:
Focus on safety
Safety continues to be a primary concern and issue for the
expanding NGV industry. Safety is linked directly to the existing
standards and regulations that specify materials, testing, and
performance of NGV equipment and systems. When equipment
suppliers avoid or ignore the standards and regulations because
they are driven by ‘low cost’ more than safety or reliability then
the reputation of industry and the technology is at risk; not to
mention the needs of the customers for reliable equipment.
The NGV industry faces two separate but related challenges to
ensure that, on a global basis, NGV customers receive the safest
and most reliable equipment:
1. dealing responsibly and professionally to improve technology
and safety through legitimate standards and regulatory channels
that are supported by effective industry and government oversight; and
2. that those in the ‘NGV value chain’ do not jeopardize NGV
safety due to inferior materials,z poorly made equipment, or lax
enforcement of existing standards and regulations.1
Understanding the critical elements in the NGV
value chain
The NGV ‘value chain’ can be characterized, from beginning to
end, as:
1. the ‘materials suppliers’ who provide steel, aluminum, electric
components, etc. to fabricators;
2. equipment and system manufacturers and fabricators who
turn the materials and components into usable pieces of NGV
technology;
1
3. sales and distribution, sometimes also handled by system fabricators, are the ‘port of entry’ into the commercial marketplace;
and 4) the ultimate customer/end user.
As the market for NGVs has developed, certain issues within the
‘safety chain’ seem to have remained constant over time:
• Perception is reality and NGV safety remains an issue. Consumer research of commercial fleet operators in the United
States dating back to 1991 and of commercial fleet operators
and the driving public in Italy over the past two decades shows
that safety is important but, despite the familiarity with the fuel
and technology, NGVs are perceived to be less safe than gasoline and diesel vehicles.
• NGVs are safe... if you handle them safely. Most failures of
NGV systems are due to human error, often due to a lack of
knowledge. Industry advocates, for example, tout the strength
and integrity of CNG cylinders and LNG tanks typically shown in
‘severe abuse testing’, however, proper care and handling of fuel
storage systems is required because damage inflicted through
human abuse makes them less safe.
• The safety ethic and the concept of ‘quality’ vary widely from
country-to-country. Safety, quality, and reliability of equipment
and systems are sacrificed when a manufacturer or customer’s
driving motivation is to have low cost products. In the long run,
the cost of equipment to customers will go up because of poor
quality. Buyers beware of NGV systems coming from locations
where ‘cheap’ is a priority over safety and quality.
• Equipment installers at the workshop-level seem to be the
weakest point of the NGV value chain, mainly because of the lack
of certified competence. This begins to highlight the differences
Some of the critical messages below are taken from the results paper of the Clean Fuels Consulting Critical Issues Workshop, “CNG & LNG Safety: Perception
& Reality,” held in Brussels on 8-9 October 2014. The results paper can be downloaded from www.cleanfuelsconsulting.org.
February 2015
between OEM quality and retrofit quality control and also indicates the need for more in-depth training of NGV mechanics.
What standards and regulations for NGVs
should be applied and followed?
Getting the terminology right
The two terms – standards and regulations – often are used
interchangeably but they are distinctly different. ‘Standards’
are non-binding ‘models’ that are used either in the absence
of legal code/regulations or as the basis for some codes/
regulations when they are created. Standards have no ‘legal’
status. Standards often are ‘codified’, becoming a ‘code’
or ‘regulation’ that does have legal status and typically are
enforced by government authorities. People and companies
can be held legally accountable to a code or regulation and
punished if they are developing equipment not in compliance
with codes/regulations.
International Organization for Standardization (ISO)
ISO is an independent, non-governmental organization comprised of 165 member countries national standards institutions.
ISO is recognized as the world’s largest developer of voluntary
international standards with a central secretariat located in
Geneva Switzerland. The Technical Committee (TC) 22, Road
Vehicles covers a full range of automotive standards. TC22
Subcommittee 25 is devoted to vehicles running on compressed
natural gas (CNG), liquefied natural gas (LNG), liquefied petroleum gas (LPG) and hydrogen. Other Technical Committees and
Project Committees (PCs) deal with related issues, for example:
TC 193 on Natural Gas; TC 220 on Cryogenic (fuel storage)
vessels; TC 58 for CNG cylinders; and PC 252 dealing with CNG
fuelling stations; etc. (See Figure 1 showing the groups and related standards by number.)
These technical committees and related subgroups are comprised of NGV experts from government, industry, and non-governmental organizations who work together, meeting in locations
around the globe, to create consensus-based standards for
almost every aspect of NGV technology (and for all technologies).
Typically it takes three-to-four years to create a standard, have it
reviewed by member countries, and adopted as a final international standard.
ISO also references standards that already are in place in national jurisdictions if they are seen as authoritative on a specific
subject or issue. This tends to help the process of harmonizing
international standards.
ISO standards information is available on their website and their
standards can be purchased.
United Nations Economic Commission for Europe
(UNECE) Regulations
The United Nations NGV regulations are developed by
Contracting Parties; countries that sign appropriate treaties
that commit them to adopt regulations created by country
representatives, industry experts and related stakeholder advocates and non-governmental organizations. Once adopted
at the UN the regulations then go through a procedure of
adoption at the country level. Amendments also are made on
a regular basis to refine a regulation or add new elements that
7
respond to new technology developments. The development
of new UN regulations can take a minimum of 15 months but
usually is longer.
The Working Party 29, The World Forum for the Harmonization
of Vehicle Regulations inside of the Inland Transport Committee is the principle group under which other sub-groups
are divided into specialty subjects to create very specific
international regulations. Over 50 countries, including the
European Union are signatories to the treaty related to vehicle
regulations. The two most important regulations governing
NGVs are Regulation 110 covering CNG and LNG components
and their installation and Regulation 115, uniform provisions
concerning the approval of natural gas vehicles, including
emissions that are specified for NGV retrofits. Factory built
heavy duty engines are governed by Regulation 49 (which
now includes new provisions for natural gas dual-fuel systems) and light duty engines are subject to Regulation 83.
Regulation110 for NGV components remains one of the most
important regulations for the worldwide NGV Industry because
the standard is applicable to both retrofit and factory built
NGVs. Outside of the United States, which has its own sets of
standards and regulations, suppliers and customers use R.110
compliance as the benchmark for NGV system safety.
The current status of the key ISO NGV standards and UNECE
NGV regulations is shown in the sidebar to this article.
United States Standards and Regulations
The U.S. has its own complex network of NGV standards and
regulations. Any NGV suppliers doing business there must
make their equipment in compliance with U.S. federal government regulations as well as different industry standards (that
frequently have been codified, with full legal authority).
8
Acting safely; not just talking about it
Despite having one of the best safety records in the transportation
sector, the steady growth of NGVs has resulted in a constant learning process through accidents, incidents and understanding ‘best
practices.’ Increasingly rigorous testing and certification requirements have resulted but, unfortunately, implementation continues
to be a challenge. The Critical Issues Safety Workshop highlighted
several key principles that, in the everyday field operations for NGV
system installation and operation, should be followed.
• Installers need to follow appropriate installation codes.
Handling pressurized fuels like CNG requires installers and
mechanics who have received training and, at best, certification
and licensing. In-depth classroom and in-the-field training is required, especially if the ‘train-the-trainer’ model is to be effective.
• Clear installation requirements should be specified. Problems associated with premature activation or non-activation of a
pressure relieve device (PRD) in fire can result in vent down and
a possible fire hazard. Cylinder rupture can be mitigated also
through localized fire testing and “smarter” fueling stations that
include temperature compensation.
• Periodic inspections and cylinder recertification are weak
links in the safety chain.
Visual inspections of external cylinder surfaces are the only practical way to detect certain damage that might occur during normal use. This includes things such as moisture trapped in CNG
cylinder shields that can create external corrosion or mechanically induced damage due to improperly installed rubber gaskets on
mounting brackets. Enforcement inspectors frequently do not
have the knowledge required for thorough cylinder inspections.
Additionally, the manufacturers’ manuals, which are essential to
understand different inspection procedures for different types of
cylinders, are not regularly provided to inspection agencies. ISO
19078 and other standards have requirements for inspection but,
ultimately inspection quality relies on the manufacturers’ recommendations and these frequently are not forthcoming.
Making safety and quality a reality throughout
the NGV value chain
The expansion of the NGV market has resulted in more new
products and the emergence of many new equipment suppliers.
February 2015
But compliance with standards and regulations adds a cost
dimension that some suppliers irresponsibly want to avoid. The
appearance of poor quality equipment not in compliance with,
for example, R.110 is a reality that should be avoided. Worse still
are manufacturers who produce ‘knock-offs’: equipment that
looks like R.110-compliant systems but are of poor quality and
blatantly unsafe.
Some of the conclusions of the Critical Issues Safety workshop
highlight some targets to be achieved to help mitigate future NGV
failure and mishaps and maintain a positive safety image:
Changing perceptions into reality is a necessary and on-going
process that needs continued attention and effort.
• The NGV industry must continue to understand the causes of
NGV incidents (especially fuel storage system failures) in order to
effect changes in codes/standards, resulting in safer products.
Incidents that occur should be explored, analyzed and not
ignored (or concealed). A small group of industry stakeholders
have been tracking CNG incidents and sharing information on
an informal but coordinated basis internationally. The challenge
is to create a formal process within a yet-to-be-determined
institution that can record incidents, identify causes (likely from
other investigations) in order to continue amassing technical
information designed to improve the safety knowledge base of
NGV technology.
• ‘Best practices’, sharing experiences of various stakeholders
and preparing the proper documentation for broad dissemination
could be a good way to introduce safety concepts that are not
necessarily in the context of legal regulations or even standards.
It is a method that also might encourage equipment suppliers,
who are cautious about liability and sharing what they consider
their ‘intellectual property, to provide data or experiences that
contribute to an overall safety consciousness. This is a role for
equipment suppliers and the various associations.
Harmonization of standards and regulations as well as vigilant
implementation and enforcement within each industry sector
dealing with gas (road, marine and, in future, rail) will continue
to be a challenge but should be a long-term priority that will
promote safety, reliability, and reduce costs for manufacturers
and customers.
• The NGV industry must police itself to ensure safe system
February 2015
designs and safe products. Implementation of the standards/
regulations differs widely in different parts of the world.
Enforcement of regulations also differs in different places,
especially in those countries that do not have a robust ‘safety
culture’. If equipment originates from countries where safety
and safe practices are not well enforced, then all customers
and NGV users must be cautious to ensure that the equipment
conforms to the proper standards and regulations. Example:
A city receiving buses from a manufacturer of lower cost products, in particular, should have a pre-inspection to ensure the
buses are compliant with R.110 before taking possession of the
buses or putting them into service.
• Countries entering the NGV market that do not have their
own standards or regulations should look to the highest level
of international standards and regulations – ISO and UNECE –
as the best models to guide the safe adoption of equipment,
whether it is for the road, marine or rail sectors. Countries
should not ‘borrow’ regulations from other countries because
national rules all differ and frequently are suited to specific
national conditions or practices. For example, Italy’s early CNG
station regulations required concrete walls between fuel dispensers and prohibited multi-fuel stations, mostly due to ‘safety
concerns.’ The rules have been modernized but concrete barriers still can be seen at CNG stations in countries that adopted
the early Italian regulations.
• NGV stakeholders should strengthen their cooperation through
active participation in the regulatory and standards forums like the
UNECE Working Parties and ISO. The joint participation of government experts, industry and standardization organizations make
9
it possible to improve harmonization and safety by developing
regulations also on the basis of updated available standards.
Training is critical, desired and available but costly. The NGV and
safety expertise needs to reach more people throughout the
NGV value chain who need it the most in order to help provide
safe equipment and practices to all NGV markets.
• Expertise and training is available for a broad range of needs
(conversions, vehicle and fuelling station operation, maintenance,
vehicle and fuel system inspection, emergency fire response,
etc.) but the cost frequently is something the stakeholders are
not willing to pay for. Without legal obligations for certification or
training, safety can be compromised throughout the NGV value
chain. Manufacturers often provide training for specific technologies and associations can assist. Disseminating knowledge (i.e.
training) to the right stakeholders will continue to be a challenge
and should receive more attention in order to maximize the reach
to the most stakeholders for a reasonable price.
Mainstream NGV stakeholders frequently talk about the top three
industry priorities being: 1) safety; 2) safety; and 3) safety. Safety
comes at a price but ‘unsafe’ is more expensive.
About the author
Dr. Jeffrey M. Seisler is the CEO of Clean Fuels Consulting located
in Brussels, Belgium and Washington, D.C. The company’s mission
is to facilitate the commercialization of clean fuels and technologies.
The complete results paper of the 2014 workshop CNG & LNG Safety: Perception & Reality is available at www.cleanfuelsconsulting.org.
Making safety and quality a reality throughout the NGV value chain
Figure 1: Overview of ISO NGV standards groups
10
Figure 2. UN regulatory structure for gaseous fuel vehicles
February 2015
February 2015
11
Russia imported OEM dual fuel trucks
while conquering new NGV continent
Gazprom Transgaz Yekaterinburg recently shipped two
Volvo FM trucks dual fuel gas-diesel engines. These are the
only two vehicles of their kind currently available in Russia.
Gazprom Transgaz Yekaterinburg has served in a leadership role in the development of natural gas vehicles. Natural
Gas Vehicles-especially CNG vehicles- are gaining popularity in Russia and thought to be the key to saving fuel costs,
in the future.
“The peculiarity of these cars is that they work exactly on
CNG,” Antoly Rashchepkina, chief engineer at Gazprom
Transgaz Yekaterinburg, said.
Rashchepkina said the new Volvo trucks can go up to 621
miles without refueling.
“Of course, it will take some time for training technical details
of operation, but it is definitely a big step forward,” Rashchepkina said.
Meanwhile, Russian OEM NGV is set to show its power in
another continent, Africa.
For the first time a gas-fueled KAMAZ sports truck customized with the support of Gazprom and VTB Bank – the
official partner of the team, took part in the competition on
the KAMAZ-Master team. The rally was conducted as part of
the international Africa Eco Race 2015 rally that covered the
historic Paris – Dakar route.
A mobile gas filling station (MGFS) of Gazprom Gazomotornoye
Toplivo will provide for refueling the car during the rally race.
“We worked on the design of this vehicle for two years. Our
team took part in Russian competitions where the efficiency
of the gas-fueled KAMAZ was proven. Now, we can say for
sure that it is ready for the extreme conditions of the African
rally,” said Sergey Kupriyanov, Press Secretary of the Gazprom Management Committee Chairman.
The rally route will include 12 stages covering a total of 6,000
kilometers. Half of the route will be represented by special
sections: the rocky mountains of Morocco, sands of Sahara,
dunes of Mauritania, savannahs of Senegal. The teams will
come to the finish on January 11 in Dakar (Senegal).
About Kamaz NGV
The gas-fueled KAMAZ is a special model of a sport truck
powered by natural gas. The truck was customized in 2013
by the KAMAZ-Master team with the support of Gazprom
and VTB Bank. The project is aimed at demonstrating the
potential of natural gas as a vehicle fuel.
Gazprom Gazomotornoye Toplivo is the single operator of the
Russian NGV market. The company was set up by Gazprom
in 2012 with a view to promote natural gas use as a vehicle
fuel, which is more eco-friendly, efficient and safe as compared to conventional fuels.
12
February 2015
Global LNG carrier market expands
Russian shipping giant Sovcomflot, transporter of petroleum and LNG fuels and russia’s largest shipping company, expands its ship fleet with LNG carrier SCF Melampus
and SCF Mitre.
This SCF Melampus is the third in a series of hi-tech vessels
to be built under a partnership agreement between the
Russian shipping company and the shipyard STX Offshore &
Shipbuilding.
The first two LNG carriers in the series, Velikiy Novgorod
and Pskov, have already been put into operation on longterm contracts with Gazprom.
Meanwhile, the SCF Mitre is expected to be received by
Socomflot in the second quarter of 2015. The LNG carriers
are able to transport gas from the majority of existing
export terminals.
Sovcomflot is Russia’s largest shipping company and is
100 per cent state owned. In July of this year, Moody’s
confirmed Sovcomflot’s Aa3 rating, however at the start of
December it issued a negative outlook for CIS non-financial
corporates. This update was driven by macroeconomic and
geopolitical uncertainty and came despite a stable global
conditions for the global shipping industry.
With a round USD250 million per unit, an LNG tanker costs
approximately four times the value of any other floating
transportation vehicle of equal capacity.
In November, South Korean shipbuilder Samsung Heavy
Industries floated a tanker-shaped vessel, which it claims is
the world’s biggest floating facility.
The “Prelude”-a 488 meters long floating liquefied natural
gas (FLNG) vessel- needs to be towed to move.
Its characteristics include 74 meters wide and 110 meters
high vessel, and weigh more than 600,000 tons fully loaded. It is expected to be able to transport 3.6 million tons of
LNG a year.
Commissioned by the Dutch energy giant Shell, the facility
is due to be delivered by September 2016. According to
a statement by Shell, Prelude is destined to operate in a
remote basin around 475 kilometers northeast of Broome, a
town in Western Australia, for around 25 years.
These developments are part of a broader trend of investment into LNG carriers by shippers across the globe. Greek
ship owners alone have invested a total of 1.44 billion Euros
in acquiring 11 LNG carriers so far this year.
February 2015
13
CNG cars population in Mumbai
more than tripled in 4 years
The number of cars powered by CNG in Mumbai region has
spiked up by more than 200 percent since 2011, according to
data released by Mahanagar Gas Ltd.
The share of CNG cars is around 30 percent of the total cars
population in this region.
The metropolitan region has 405,000 cars run on CNG.
Although vehicles conversion centers and CNG filling stations
were first set up around 12 years ago, demand for bifuel
CNG/petrol cars gained momentum only in the past four
years. Throughout 2011-2012, around 38,700 cars were converted to CNG. The figure almost doubled to 79,000 in the
following fiscal year. In 2013-2014, the number went up by
122,000, a record increase in the last one decade, an MGL
spokesperson said.
The price gap between petrol and CNG is quite good-Rs
43.45 per kg for the green fuel against Rs 68.86 per liter for
petrol. Moreover, driving on CNG offers better mileage and
reduces harmful exhaust gas emissions.
The recent jump in NGVs number is understandable considering the benefits and the better refueling facility network. In
the past, there was apprehension for the switching since the
number of CNG stations considered insufficient. Nowadays,
Mumbai region has more than 170 CNG filling stations, with
900 dispensing units. There are plans to increase them by
10-20 percent annually to cater to increasing demand.
An MGL spokesperson said, “Those
wanting to switch
to CNG can get
kits retrofitted at
RTO-approved outlets.
There are 36 outlets,
details of which can
be accessed at mahanagargas.com. It is
a one-time investment, but you reap the benefits on a longterm basis.” Retrofitting costs Rs 30,000-50,000 depending
on the model.
Apart from that, public transport is gradually switching to
CNG. The Brihanmumbai Electricity Supply and Transport
(BEST) has a fleet of 4,200 buses, of which 2,800 have been
converted to NGVs and more may switch over, sources said.
The 108,000 auto rickshaws and 55,000 taxis and fleet cabs
plying in Mumbai operate on CNG.
MGL senior official Neera Asthana said, “Operating a CNG
car is 53 percent and 25 percent cheaper than petrol and
diesel cars respectively.”
MGL is also expanding its network to Kalyan, Dombivli, Ambernath, Badlapur, Ulahasnagar, Bhiwandi and Panvel.
Delhi High Court plead against non
CNG taxis
The Delhi High Court had issued notice to the Centre and
Delhi government’s transport department on a plea alleging
that diesel powered inter-state taxis operating in the national
capital were violating a Supreme Court directive. The Court
was seeking to receive a reply before March 4th, 2015.
The notice was issued as a number (at least four) of taxi operators have been violating Supreme Court directive by using
diesel-fuelled vehicles as city/radio taxis.
Meanwhile, the Supreme Court has ordered that buses,
auto rickshaws, etc in the area shall run on CNG so that air
pollution can be curbed.
Nevertheless, the plea further said that the Supreme Court’s
verdict of exemption from mandatory CNG use in the vehicle
was granted to vehicles traveling from Delhi to another states,
in view of the genuine problem of CNG unavailability across
the country all India permit was granted this exemption to run
on diesel.
The four taxi operators mentioned in the plea also have not
installed GPS devises, thereby violating and putting the
public safety at risk. All taxis ply in Delhi must comply with
the terms and conditions envisaged in terms and conditions
for Radio Taxi scheme 2006 formed by transport department
in the interest and safety of public at large.
14
February 2015
India CNG passenger car market
outlook 2018
In Delhi-NCR the CNG passenger car sales are projected
to grow at a CAGR of more than 25 percent, according to
leading industry research and consultancy firm RNCOS
Study.
Ever rising prices of petrol and diesel have given way to
alternative fuels, such as CNG which has emerged as a
popular fuel for private car owners and commercial fleet
owners. Due to key benefits entailed with CNG fuel, such as
low running cost and eco-friendly advantage, the number
of CNG cars has surged at a rapid pace in the cities having
CNG stations.
RNCOS’ latest research titled “India CNG Passenger Car
Market Outlook 2018”, predicts that the OEM sales of CNG
cars and aftermarket CNG kits for passenger cars will grow
at a stupendous pace in the next five years, owing to growing CNG infrastructure in tier I and II cities, dual fuel options
available in passenger cars, and above all, cost-effectiveness offered by CNG fuel.
The report predicts the OEM sales of CNG cars to grow at
a CAGR of 31 percent during the 5 year period FY 2013 to
FY 2018. Delhi-NCR is the largest CNG car market in India.
As per the Ministry of Petroleum and Natural Gas’ statistics,
on road CNG cars in Delhi-NCR have grown at a CAGR of
over 25 percent during FY 2009 to FY 2013. The number of
CNG passenger cars in Delhi has surpassed a whopping
450,000 cars in FY 2013. Sufficient CNG infrastructure,
coupled with cost effectiveness has given wings to OEM
sales of CNG cars as well as aftermarket fitment of CNG
kits in cars. Taxi drivers form a major chunk of the demand
for retro fitment of CNG kits for their fleet.
The research report describes the CNG car market performance in India. Current and future landscape of OEM sales
of CNG cars and aftermarket fitment of CNG kits in passenger cars have been presented for key states with CNG
infrastructure including Delhi-NCR, Maharashtra, Gujarat,
Andhra Pradesh and Uttar Pradesh. Collective analysis of
other states including Tripura, Madhya Pradesh, Rajasthan
and Haryana describes the current and potential market in
these regions.
Besides, detailed description of current and future outlook
of CNG stations and pipeline network shall help strategists
chalk out the right plans for expansion/entry into the potential markets. The research report presents a clear picture of
the industry providing market trends, challenges, profiling
of OEMs, their existing and upcoming CNG models and
latest developments in the industry. The study also covers
profiling of major CNG kit brands available in India.
RNCOS is a leading industry research and consultancy firm
incorporated in 2002. As a pioneer in syndicate market research, our vision is to be a global leader in the industry research space by providing research reports and actionable
insights to companies across a range of industries such as
Healthcare, IT and Telecom and Retail etc.
As per RNCOS research and analysis, over 30,000 CNG
cars were sold in Delhi-NCR during FY 2013. The sales
For free sample of this report visit:
www.rncos.com/Report/IM682.htm
are projected to grow at a CAGR of more than 25 percent
during FY 2013-FY 2018. Car manufacturers are optimistic
about the future of green fuel. Leading manufacturers
including Maruti Suzuki, Hyundai, Tata Motors, etc. have
launched the CNG versions of their most selling cars in the
region.
February 2015
15
Best green cars in India
One of Asia’s big car maker countries, India, continues
advancing its technology and models. At the same time,
some of such developments are forming unfavorable
side effects to the environment quality. Thus, to balance
the progress in motor vehicle technology and the good
environment quality, the use of green cars in India is
becoming popular.
So far, CNG cars are the most preferred option as they
reduce air pollution level, require minimum fuel consumption and can be easily maintained.
The best green cars with the least emission were recently
names by local stakeholders. Among the green motor
cars, Toyota Prius Hybrid, Maruti Suzuki Eco Charge
(petrol), Mahindra Reva (the country’s first automatic
electric car), and Tata Nano CNG Emax were mentioned
as the best ones.
The Tata Nano CNG Emax is one of the recent models in
the market. A family car, it requires a little basic mainte-
nance and is competent to provide service on both rural
and urban roads. These CNG cars are said to be emitting
only a negligible amount of 75.6 gm of carbon dioxide
per kilometer. According to local experts, the Nano was
the most ambitious project by Tata Motors as it was conceived to offer the common man a safer means of transport. The idea struck Mr Ratan Tata when he saw a family
battling for space on a Bajaj scooter. It was his dream
that Tata Motors should be the first company to offer the
most affordable hatchback to the Indian consumers.
The Nano passed the challenge of being a car at an
affordable price without compromising on space, comfort
and safety. The only area where this micro hatch suffered
was an improper projection of it to which Mr Ratan Tata
also agreed. However, the company has taken corrective
measures and the new Nano has been targeted at the
youth.
Back to the best green cars in the country, the Chevrolet
Beat (petrol and diesel models) and Aveo. The Chevrolet
Aveo is available in petrol and CNG variants.
16
February 2015
Gujarat shows highest demand for
“used” CNG cars
A recent survey conducted by online classifieds platform for
vehicles cartrade.com shows that Gujarat market shows high
demand for used CNG cars as compared to rest of India.
The study shows that Surat is leading with a demand of
18.35 percent, followed by Rajkot with a demand of 16.45
percent and Ahemdabad with 13.14 percent.
in that between tier 1 and tier 2 cities; like more than 60
percent consumers in Tier 2 markets prefer cars below
Rs 300,000, while almost 50 percent consumers in Tier 1
markets prefer cars above Rs 300,000. It also notes that
among Tier 1 cities, Mumbai shows the highest demand for
cars above Rs 1,000,000.
The survey results also highlighted some interesting trends in
car buying across the country. For example, the survey notes
that diesel cars are preferred more in Tier 1 cities assuming
that the average distance travelled is higher whereas petrol
cars are preferred more in Tier 2 cities.
Meanwhile, the most searched used cars online include
Maruti Suzuki’s Swift, Alto, 800, Wagon R and Swift Dzire;
Hyundai’s i10, Santro Xing, i20, Honda City and Toyota
Innova. Nearly 84 percent customers search for used cars
under Rs 500,000 price tag. However, there is segregation
Pune’s public transport considers to
use CNG buses on shorter routes
The Pune division of Maharashtra State Road Transport
Corporation (MSRTC) is seriously considering to work on
its carbon emission by introducing CNG buses on shorter
routes. These buses are planned to cover routes within
the periphery of 200km from Pune. The other destinations
could be Baramati, Satara, Bhor, Narayangaon, and also
some destinations in Mumbai.
Once a CNG filing station starts functioning at Swargate, the
eco-friendly bus can commence its operation, said MSRTC
Pune’s officials. The Pune division of this public transport
company operates more than 500 buses daily on shorter
routes like Bhor, Satara, Baramati and Narayangaon.
Recently, state transport minister Divakar Rawate asked the
transport company to initiate steps to introduce CNG buses
on Mumbai-Pune route.
The MSRTC had introduced CNG-powered buses in 2009.
Sources in the administration said there were some technical doubts about the running of CNG buses on steep
gradients in the ghat sections (a mountain range that runs
almost parallel to the western coast of the Indian peninsula)
and the technical team was already working on these issues. Former member of Regional Transport Authority Baba
Shinde said that there would be no problem for the
fleet to use CNG on short routes.
February 2015
17
Pertamina is eyeing on 2.5 million
kiloliters of gas sales
State Oil & Gas Company Pertamina is expecting to sell 2.5
million kiloliters of sales of Vi-Gas and Envogas within the next
five years, according to the company’s marketing director Ahmad
Bambang. Both fuels are more popular as BBG (Bahan Bakar
Gas, meaning Gas Fuel) in this country. Vi-Gas refers to a type of
LPG (octane 98), while Envogas is the new brand given for CNG.
Bambang said the company’s target was supported by the its
investment program in developing CNG selling units that were
integrated with public gas filling stations (SPBU). He revealed that
150 units of BBG filling stations are aimed to be built, each year.
Pertamina is serious and focused in its commitment to continue
accelerating the use of gas, both liquefied natural gas (LNG) and
CNG, comprising Envogas and liquefied gas for vehicles (LGV)
Vi-Gas, in order to reduce petrol consumption.
Presently, the consumption of both gas reached only around 0.1
percent of total subsidized-fuels (petrol and diesel) usage.
Jakarta to replace petrol bajaj to CNG
and electric power
According to Jakarta Transportation Agency land transportation
head Emanuel Kristanto, the bajaj population-of 14,424 units,
must stay the same. Meaning, those drivers/operators who
wants to switch to CNG or electric mode, need to hand over their
bajaj before getting a new one.
The Governor of Jakarta, Basuki Tjahaja Purnama (also well
known as “Ahok”), aims to substitute all two-stroke petrol-powered orange bajaj with blue-colored bajaj fuelled by CNG, and
optionally with e-bajaj.
Jakarta City’s administration plans to replace the old and polluted orange bajaj-powered by petrol-to CNG and electric ones.
For years, the city administration has been trying to replace
the noisy and polluting orange bajaj with more environmentally
friendly ones. In 2002, former governor Sutiyoso tried to replace
the orange bajaj with Kancil, small four-wheeled cars developed
locally by PT Kancil. But the effort went unsuccessfully. In 2006,
CNG powered bajaj was introduced. To date, 6,000 CNG bajaj are
plying in the city. As Jakarta presently has 14,424 units of such vehicles, it means more than half of those still needs to be replaced.
Local engineering company PT Arrtu Mega Energie has developed an electric bajaj (three-wheeled vehicle), called “Batik”. This
small e-vehicle can be refueled for five hours using household
electricity. Once fully charged, it can run for 150 kilometers, with
an average speed of 60 kilometers per hour.
The e-bajaj is introduced to help speeding up the replacement
program, which is going rather slow due to the insufficient number of CNG refueling stations. Currently there are fewer than two
dozen CNG stations in Jakarta. Drivers of CNG-fueled bajaj must
queue for hours before getting a turn to refill their vehicles.
18
February 2015
ADB funds to help enlarging China’s
CNG and LNG infrastructure
A natural gas services operator listed on the Hong Kong
Stock Exchange, China Gas Holdings Ltd, has secured a
loan agreement worth USD450 million from the Asian Development Bank. The loan was granted to develop a natural
gas transportation infrastructure in China.
The funding will be used to build 600 CNG filling stations
and 200 LNG stations along major highways with 20 LNG
stations for inland water transport.
Zhou Si, chairman of China Gas (who also acts as
vice-chairman and CEO of Beijing Enterprises Holdings Ltd
and vice-chairman of Beijing Enterprises Group Company)
is quoted as saying, “More use of new energy is the key to
protecting the environment. If natural gas replaces diesel,
China will cause much less pollution.”
The country owns world’s largest inland water network. It
is also considered to have the potential to develop a vast
transportation network powered by eco-friendly fuels.
LNG as waterways fuel is alerted to become another integral
part of China’s low-carbon strategy, especially in short sea
and river shipping.
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February 2015
CNG price movements in Thailand
The Land Transport Federation of Thailand recently had indicated that transport operators would have to raise fares if the
government decides to up CNG price from THB 10.50 a kilogram to THB 16.
Despite of the decrease in diesel and rubber prices, the Federation believes that transport operators would have to carry
a higher operating costs (higher insurance, tires replacement costs, etc.), which eventually will affect national economic
growth. Thus, price modifications in the most affordable and popular “clean” fuel such as CNG could bring a significant
impact to transport operators.
19
20
February 2015
Dr. Hien Ly while inspecting a fast HDV
CNG filling equipment
February 2015
21
Safety aspects of CNG cars
Elsevier Ltd. Recently published a paper on Safety Aspect of
CNG cars made by J. Berghmans and M. Vanierschot from
University of Leuven, Belgium.
The second part analyses the risks of a so-called “slow fill”
compression device with which a CNG cylinder can be filled
at home (CNG home refueling system).
According to the abstract, the results of a study of major
safety aspects of the use of natural gas as fuel for automobiles are presented in the report.
As per the findings, it is not recommended to store CNG
home refueling unit in closed garages. In general, one
cannot rely on natural ventilation of the garage to avoid flammable gas-air mixtures in case of gas leaks. Gas detection
systems with automatic shut off of the gas inlet and stopping
the slow fill installation are necessary to achieve an acceptable level of safety. To operate the installation in the open air
is an acceptable alternative.
The paper has two sections, one on the risks involved in the
parking of CNG automobiles in underground parking lots,
and its comparison with the risks connected with petrol and
LPG driven cars. As per the study, it was concluded that, in
general, CNG cars when parked in closed parking buildings
do not pose a greater safety risk than petrol cars. LPG cars
on the other hand show the potential for the most scenarios
some of which have the highest probabilities of occurrence.
The paper can be downloaded at www.sciencedirect.
com/science/article/pii/S1877705814017287
See this film about safety of CNG as transport fuel, presented by other
company-Madison Gas and Electric- at
https://www.youtube.com/watch?v=85zPxf66aeg
22
February 2015
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24
February 2015
Australia: Hyundai acquires Air Products
hydrogen fueling station
Earlier this month, Air Products announced the sale of a hydrogen fueling station to Hyundai Motor Company Australia
(HMCA). The facility, which will be located at HMCA’s offices
in New South Wales just outside of Sydney, will initially be
used to fuel a Hyundai ix35 hydrogen-powered zero-emission fuel cell electric vehicle, the first hydrogen-powered car
to be imported into Australia.
“Since we work with Hyundai at other locations around the
world by providing hydrogen mobile fuelers in the U.S. and
are leasing a Hyundai FCEV Tucson in Europe, we are thrilled
to be working with Hyundai in Australia so they can fuel and
showcase their vehicle and its benefits first-hand,” said Chris
Kretz, business development manager for Hydrogen Energy
Systems at Air Products.
“We continue to develop our relationships with Hyundai and
other vehicle manufacturers to highlight the benefits of hydrogen as a clean fuel, and the benefits of fuel cell electric drive
trains as a zero emission automotive propulsion system at
locations around the world,” he added.
Air Products’ SmartFuel® hydrogen fueling stations are
stand-alone compression, storage, and dispensing units that
have been placed into operation in over 21 countries as a
standard product offering. The company is working closely
with Coregas Ltd. Pty., an Australian-owned industrial,
medical, and specialty gas company, as the local supplier of
hydrogen to offer a complete fueling solution.
Source: Air Products
ENN completes first imported LNG cargo at
Chinese terminal
Last week, cargo ship Sonangol Benguela successfully
berthed alongside Yangkou Port, Nantong, Jiangsu Province
with 60,000 ton import LNG and completed unloading at
CNPC Jiangsu Rudong LNG Receiving Terminal, making
ENN the first private company in China to successfully import
LNG via third-party’s receiving facilities.
ENN is developing its first LNG import facility with 3 million
mt/year of receiving capacity in the city of Zhoushan in
Zhejiang. It is scheduled for completion by 2016.
The 60,000 ton imported LNG can supply the city buses
in the region of Jiangsu and Zhejiang to safely run over 1.6
million kilometers. It can efficiently remit China’s imbalance
between gas supply and demand in the winter, safeguard
gas supply for people’s livelihood and stabilize the winter
gas demand peak.
This initiative has established solid experiential grounding
for future overseas procurement and domestic distribution
of ENN Zhoushan LNG Import and Bunkering Terminal and
is a bold attempt of ENN Group to enter the international
LNG business.
Moreover, it is a milestone for the reform of China’s LNG
import mode and has laid a solid foundation for the Chinese
private companies to enter the international LNG market and
to build the international LNG import channel.
Source: ENN
26
February 2015
as
L-NGV
2015
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and
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Oth
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an F
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CNG - NGV - LNG - Hydrogen - LPG - Hybrid - EVS - Biogas
JUNE ⁄⁄ 17-20
San Diego Convention Center - California, USA
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Endorsed by
+1 713 490 5780
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February 2015
Country
Iran
China
Pakistan
India
Thailand
Uzbekistan
Bangladesh
Malaysia
Japan
South Korea
Myanmar
Tajikistan
Kyrgyzstan
Indonesia
Singapore
Australia
United Arab Emirates
Afghanistan
Vietnam
New Zealand
Qatar
Philippines
Kazakhstan
Turkmenistan
Asia
Armenia
Russia
Georgia
Turkey
Moldova
Eurasia
Egypt
Nigeria
Mozambique
South Africa
Algeria
Tanzania
Tunesia
Africa
Italy
Ukraine
Germany
Bulgaria
Sweden
France
Switzerland
Austria
Netherlands
Czech Republic
Hungary
Belarus
Spain
Poland
Iceland
Finland
Belgium
Greece
Serbia
Norway
United Kingdom
Portugal
Slovakia
Lithuania
Estonia
Croatia
Luxembourg
Lichtenstein
Denmark
Slovenia
Macedonia
Bosnia & Herzegovina
Latvia
Ireland
Romania
Montenegro
Europe
Argentina
Brazil
Colombia
Bolivia
Peru
Venezuela
Dominican Republic
Chile
Trinidad & Tobago
Ecuador
Panama
Central & South America
USA
Canada
Mexico
North America
Worldwidwe
27
Natural Gas Vehicles
Total
Cars/LDVs
MD/HD
buses
Refuelling stations
MD/HD
trucks
Others
4,000,000
3,994,350
3,700,000
1,800,000
457,110
450,000
220,000
55,999
42,590
40,532
27,137
10,600
6,000
5,690
4,638
3,110
2,801
1,701
462
201
76
20
20
3.993.948
2.587.288
3.520.000
500.000
388.743
450.000
145.304
55.345
16.564
8.203
23.658
10.600
6.000
4.850
4.618
25
2.800
300
400
19
1
6.036
1.025.531
16
331.531
300.000
13.264
200.000
53.344
14,823,037
244,000
90,050
80,600
3,850
2,200
420,700
207,617
3,798
1,380
937
215
55
34
214,036
885,300
170,000
98,172
61,320
46,715
13,550
11,640
8,332
7,573
7,488
5,118
4,600
3,990
3,590
2,016
1,800
1,053
1,000
878
667
663
586
426
380
340
329
270
143
104
58
54
35
29
3
2
11.718.666
192.000
65.000
51.000
1.850
2.200
312.050
205.000
3.452
1.216
800
115
55
32
210.670
880.000
8.036
95.708
61.197
43.795
10.050
11.278
8.100
6.498
6.650
5.000
4.600
905
3.050
2.000
1.675
1.000
280
792
124
20
46
100
80
300
219
230
64
61
29
7
34
29
3
1.394.407
17.300
10.000
6.000
2.000
1,338,224
2,487,349
1,781,102
500,000
300,000
183,786
90,000
10,909
8,164
3,500
40
15
5,364,865
150,000
14,205
2,620
166,825
22,327,687
1.151.960
2.487.349
1.781.102
462.871
300.000
183.775
90.000
10.909
8.055
3.500
40
15
5.327.616
83.000
11.800
2.569
97.369
18.818.331
115.671
69.275
27.469
9.660
10.000
594
1.560
31.069
3.475
570
20
2.060
1
1
50
61
75
20
20
35.300
2.270
25
153
136
100
2
2.686
2.300
102.216
1735
105
755
2.400
173
176
686
512
86
1.609
400
2
75
3
618
58
538
3
354
261
300
30
78
39
61
26
24
47
1
27.000
22.516
1.257
4
Total
50.000
180.000
800.000
1.759
37.696
60
1.950
3
20
250
275
750
1.400
12
84
37
636.059 1.073.905 1
34.700
15.000
50
5.000
18.600
54.700
287
18.650
347
34
11
1
287
3.000
59.748
176
11
2.163
1.100
129
54
386
81
32
393
1.322
40
14
26
37
102
28
4
600
86
65
154
100
10
18
1
18
17
5
0
14
553
7
2
0
60
2
3
245
0
24
13
0
0
1
40
100
0
0
2.220
6.502
2.997
936
497
213
585
184
314
201
45
53
6
11
3
52
19
2
7
14
1
1
1
1
14.865
345
253
100
14
24
736
181
8
5
3
4
1
1
203
1.049
325
921
110
213
311
167
180
147
88
19
42
86
88
6
26
20
7
10
22
22
5
14
5
5
3
7
2
7
7
1
3
2
Public
Private
2.185
6.302
2.997
936
471
213
585
182
274
101
45
53
6
11
2
5
18
2
7
35
200
Planned
800
2.913
26
1.318
11
109
27.589
44.300
199
51
44.550
1.620.203
9.660
22.700
6
2.200
22.706
792.687
2.200
1.096.466
0
9
0
50
13
10
612
2
40
100
4
1
47
1
10
5
130
1
14
1
1
1
1
14.397
9
211
100
8
24
352
177
8
90
468
336
42
384
4
5
8
14
5
1
10
3
5
2
6
1
7
2
2
0
3.872
775
15
25
4
6
3
4
1
193
990
133
849
109
147
40
134
175
140
63
4
42
38
26
5
25
16
2
1
3.923
1.939
1.805
800
178
237
166
15
15
6
1
3.004
1.939
1.805
800
178
237
166
15
15
6
1
5.162
1.537
89
8
1.634
26.523
5.162
831
86
8
925
24.033
737,03
3810,03
642,60
1190,00
152,76
81,00
79,64
11,75
25,77
95,69
14,69
1,91
1,08
2,61
0,89124
5,99
0,51
0,26
0,23
0,06
35
40
39
10
2
5
2
1
10
59
192
72
1
66
271
33
5
7
25
15
48
62
1
1
4
7
2
8
17
4
4
2
1
1
1
5
1
1
2
19
1
7
11
3
31
30
10
12
52
1
21
7
2
4
5
1
4
4
1
1
2
1
3
1
3
9
2
Monthly gas
consumption
(M Nm3)
VRA
0
100
8
804
21
200
117
12
558
123
1.500
21
40
1
10
17
3
10
20
5
1
5
2
1
3
6.854
114,22
53,71
32,11
6,33
0,40
207
43,73
0,93
0,68
0,55
0,32
0,01
0,01
46
167,70
355,89
22,60
11,34
11,88
9,89
2,66
2,03
3,54
2,81
1,18
0,83
6,06
1,79
0,38
0,55
0,22
1,99
0,34
1,64
0,49
1,14
0,85
0,91
0,15
0,29
0,16
0,21
0,08
0,14
0,01
0,01
0,00
2
1
919
227
3.582
32
7
3
46
300
100
70
80
0
706
3
470
239
709
2.490
239
4.867
169
4.747
500
22
5.269
9.834
1
0,00
610
447,72
320,60
173,45
54,00
33,11
16,20
1,96
1,78
0,63
0,01
1.049
166,00
2,84
0,62
169
8.936
Last update
July 2014
October 2014
August 2014
December 2013
September 2014
June 2013
April 2013
October 2013
March 2013
November 2014
September 2014
December 2007
December 2007
November 2013
October 2013
June 2013
November 2013
August 2013
July 2012
December 2010
September 2013
November 2013
November 2013
November 2009
December 2011
July 2013
November 2013
December 2011
Septemebr 2011
September 2014
March 2014
November 2014
September 2014
September 2014
August 2013
December 2007
June 2014
March 2014
May 2014
June 2014
September 2014
September 2014
August 2014
June 2013
June 2014
September 2014
June 2014
September 2011
December 2013
September 2014
September 2014
August 2014
July 2014
September 2014
June 2014
June 2014
July 2014
December 2011
September 2014
September 2014
September 2014
September 2014
July 2014
December 2011
July 2014
June 2014
January 2011
September 2014
September 2014
June 2013
February 2014
March 2006
July 2014
June 2014
October 2014
August 2014 2013
June 2014
June 2011
June 2013
December 2011
March 2012
May 2009
November 2008
September 2014
May 2013
May 2012
December 2014
28
February 2015
NGV statistics
NGVs
Region
Largest MD-HD Methane Bus
Filling
stations
NGVs
Last update
Cars/LDVs
Iran
3.993.948
2.220
July 2014
Pakistan
3.520.000
2.997
August 2014
Argentina
2.487.349
1.939
China
2.170.000
5.730
Brazil
RegiCars/
LDVson
Filling
stations
Largest MD-HD Methane Trucks
NGVs
RegiCars/
LDVson
Last update
Cars/LDVs
May 2014
5.730
Filling
stations
Last update
Cars/LDVs
890.500
India
300.000
July 2014
Ukraine
102.216
325
March 2014
Ukraine
59.748
325
May 2014
USA
40.300
1.466
May 2014
Thailand
53.344
497 September 2014
Armenia
34.700
345 December 2011
Bangladesh
27.000
903 November 2013
China
217.000
India
200.000
5.730
May 2014
China
903 November 2013
March 2014
1.781.102
1.805
June 2014
South Korea
31.069
201 November 2014
Italy
880.000
1.049
June 2014
Colombia
27.469
800
585
April 2013
India
500.000
903 November 2013
Armenia
17.300
345 December 2011
Japan
22.516
314
March 2013
Colombia
462.871
800
October 2014
Thailand
13.264
497 September 2014
USA
18.700
1.466
May 2014
Uzbekistan
450.000
213
June 2013
Bangladesh
10.000
585
April 2013
Russia
15.000
253
July 2013
Thailand
388.743
497 September 2014
Russia
10.000
253
July 2013
Colombia
9.660
800
October 2014
Bolivia
300.000
178
Iran
6.036
2.220
July 2014
Georgia
5.000
Egypt
205.000
181 September 2014
Georgia
6.000
100 November 2013
Italy
3.000
Armenia
192.000
345 December 2011
Myanmar
3.475
45 September 2014
Sweden
2.163
213 September 2014
Peru
183.775
237
June 2014
France
2.400
311 September 2014
Spain
1.322
86 December 2013
Bangladesh
145.304
585
April 2013
Italy
Worldwide 18.400.327
August 2014
25.644 November 2014
2.300
Worldwide
1.481.169
October 2014
June 2014
1.049
South Korea
25.644 November 2014
Worldwide
100 November 2013
1.049
June 2014
1.257
201 November 2014
674.156
25.644 November 2014
Largest Methane Filling Station Networks
Country
Refuelling stations
Total
Public
Private
Planned
NGVs
VRA
Total
China
5.730
5.530
Pakistan
2.997
2.997
Iran
2.220
2.185
Argentina
1.939
1.939
32
Brazil
1.805
1.805
USA
1.466
760
706
Italy
1.049
990
59
Germany
921
849
72
India
903
903
Colombia
800
800
Bangladesh
585
585
Thailand
497
471
26
0
Armenia
345
9
336
Ukraine
325
133
192
8
Japan
314
274
40
France
311
40
271
Russia
253
211
42
Peru
237
237
Uzbekistan
213
213
Sweden
213
147
66
South Korea
201
101
100
Malaysia
184
182
2
Egypt
181
177
4
Austria
180
175
5
Bolivia
178
178
25.644
23.157
Worldwide
200
35
400
581
May 2014
3.700.000
1.235
August 2014
4.000.000
1.802
July 2014
2.487.349
1.283
July 2014
7
1.781.102
987
June 2014
4.747
142.000
97
May 2014
100
885.300
844
June 2014
98.172
107
May 2014
1.800.000
1.993
November 2013
3
500.000
625
October 2014
13
220.000
376
April 2013
457.110
920
September 2014
244.000
707
December 2011
170.000
523
March 2014
612
42.590
136
March 2013
11
200
13.550
44
September 2014
15
4
1
804
50
2.487
Last update
3.327.500
9
800
239
Ratio
NGVs/
station
21
10
2.312
90.050
356
July 2013
183.786
775
June 2014
450.000
2.113
June 2013
46.715
219
September 2014
40.532
202
November 2014
55.999
304
October 2013
207.617
1.147
September 2014
12
8.332
46
June 2013
46
300.000
1.685
August 2014
9.834
21.652.118
844
November 2014
February 2015
29
NGV statistics
Country
Iran
China
Pakistan
India
Thailand
Uzbekistan
Armenia
Bangladesh
Russia
Georgia
Malaysia
Japan
South Korea
Myanmar
Tajikistan
Kyrgyzstan
Indonesia
Singapore
Turkey
Australia
United Arab Emirates
Moldova
Afghanistan
Vietnam
New Zealand
Qatar
Philippines
Kazakhstan
Turkmenistan
Greater Asia
Natural Gas Vehicles
Total
Cars/LDVs
MD/HD
buses
Refuelling stations
MD/HD
trucks
Others
4.000.000
3.994.350
3.700.000
1.800.000
457.110
450.000
244.000
220.000
90.050
80.600
55.999
42.590
40.532
27.137
10.600
6.000
5.690
4.638
3.850
3.110
2.801
2.200
1.701
462
201
76
20
20
3.993.948
2.587.288
3.520.000
500.000
388.743
450.000
192.000
145.304
65.000
51.000
55.345
16.564
8.203
23.658
10.600
6.000
4.850
4.618
1.850
25
2.800
2.200
300
400
19
1
6.036
1.025.531
16
331.531
300.000
13.264
200.000
53.344
15.243.737
12.030.716
1.429.707
17.300
10.000
10.000
6.000
594
1.560
31.069
3.475
34.700
27.000
15.000
5.000
570
20
2.000
2.060
1
20
1
50
61
75
20
20
Total
2.220
6.502
2.997
936
497
213
345
585
253
100
184
314
201
45
53
6
11
3
14
52
19
24
2
7
14
1
1
1
1
15.601
50.000
180.000
800.000
1.759
37.696
50
18.600
60
1.950
3
22.516
1.257
4
250
275
750
1.400
12
84
37
690.759
1.092.555
Public
Private
2.185
6.302
2.997
936
471
213
9
585
211
100
182
274
101
45
53
6
11
2
8
5
18
24
2
7
Planned
35
200
Monthly gas
consumption
(M Nm3)
VRA
800
2.913
737,03
3810,03
642,60
1190,00
152,76
81,00
114,22
79,64
53,71
32,11
11,75
25,77
95,69
14,69
1,91
1,08
2,61
0,89124
6,33
5,99
0,51
0,40
9
26
0
50
336
42
13
4
15
25
2
40
100
10
612
4
1
6
47
1
10
5
35
130
1
0,26
0,23
0,06
14
1
1
1
1
14.749
90
852
3.912
7.061
814
Last update
July 2014
October 2014
August 2014
December 2013
September 2014
June 2013
December 2011
April 2013
July 2013
November 2013
October 2013
March 2013
November 2014
September 2014
December 2007
December 2007
November 2013
October 2013
December 2011
June 2013
November 2013
Septemebr 2011
August 2013
July 2012
December 2010
September 2013
November 2013
November 2013
November 2009
December 2014
Fuel Prices
Premium Regular
CNG
Country Gasoline Gasoline Diesel (Euro/
(Euro/litre)
(Euro/litre)
Afganistan
Armenia
Australia
Bangladesh
China
Georgia
India
Indonesia
Iran
Japan
Malaysia
Pakistan
Philippines
Russia
Singapore
South Korea
Thailand
Turkey
Uzbekistan
Vietnam
0,73
0,96
0,98
0,52
0,96
0,91
0,93
0,65
0,25
1,60
0,55
0,92
0,76
0,71
1,26
1,30
0,91
0,49
0,88
0,88
0,56
0,20
1,49
0,74
0,83
1,86
0,80
1,25
Nm3)
(Euro/litre)
0,72
1,17
0,83
1,02
0,34
0,87
0,87
0,79
0,43
0,13
1,30
0,52
0,80
0,60
0,73
0,92
1,15
0,73
1,62
0,68
0,92
0,5
0,38
0,69
0,18
0,50
0,48
0,56
0,21
0,02
1,05
0,20
0,44
0,26
0,27
0,88
0,80
0,20
1,37
0,23
0,89
CNG price
CNG price
equivalent per equivalent per
litre diesel
litre gasoline
0,45
0,34
0,62
0,16
0,45
0,43
0,50
0,19
0,02
0,81
0,13
0,39
0,23
0,24
0,79
0,61
0,18
1,23
0,21
0,80
0,51
0,39
0,71
0,18
0,51
0,49
0,57
0,22
0,02
0,89
0,21
0,45
0,27
0,28
0,90
0,68
0,21
1,40
0,24
0,91
Country
Armenia
Australia
Bangladesh
China
India
Indonesia
Iran
Malaysia
Myanmar
Pakistan
Philippines
Russia
Singapore
South Korea
Taiwan
Thailand
Turkey
U. Arab Emirates
Total Asia
Number
of Cities
37
3
8
100
42
2
597
12
4
50
1
198
1
52
1
54
2
4
1.168
Last
update
Mar. '08
Nov. '09
Nov. '05
May.'12
Nov. '10
Sept. '08
Nov. '11
Mar. '13
Oct. '11
Apr. '08
Oct.'05
May '12
Jul. '05
Nov. '13
Apr'. 05
May '14
Aug. '04
Jul. '11
3.643
1.168
Asia
Worlwide
RS
A
N
I
M
E
S
E
V
I
T
C
A
R
EXHIBITION & INTE
NATURAL GAS VEHICLES - BIOMETHANE - CNG
LNG - HYDROGEN -
LPG - EVs
March 31 - April 2 2016
Bologna, Italy
III Fiera Mondiale
dei combustibili
alternativi
Methane hosted by
Organized by
+39 335 189 3249
info@altfuels2016.com
www.altfuels2016.com
LPG hosted by
ASSOGASLIQUIDI
Associazione nazionale imprese gas liquefatti
First arrived supporters: