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21/07/2014
1
Emerging Technologies
UNESCAP ‐ UNHABITAT
National Capacity Building Workshop on Sustainable and Inclusive
Transport Development
3‐4 July 2014, Vientiane, Lao PDR
Abhijit Lokre
Associate Professor
Centre of Excellence in Urban Transport
CEPT University
Content
Centre of Excellence in Urban Transport, CEPT University
Urban Transport and EnvironmentVehicle Technology and Market ScenarioVehicle Technology Choice Vehicle Technology and Environment Fuel Energy ContentComparative Statement – Fuel Technology Cost Factor – Diesel vs CNGChallenges with Adopting TechnologiesSummary
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Urban Transport and Environment• Air pollution is a major environmental
health problem affecting people worldwide
• Traffic is predominant source of air pollution
• Cities manage environment regulations by planning, policies and vehicle technologies
• To regulate CO2 emissions and local pollution, alternate vehicle technology is key.
Vehicle Technology and Market Scenario
Wide range of alternative fuels & technologies are available in market
• Fuel technology for Buses • Standard Diesel • Ultra Low Sulphur Diesel (ULSD), • Compressed Natural Gas (CNG), • Liquefied Petroleum Gas (LPG), • Biofuel (bio‐methane/bio‐diesel) , • Electricity • Hydrogen Fuel Cell
• Engine Technology • Internal Combustion Engine (various EURO stages) • Hybrid
Market Availability
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Vehicle Technology and Market Scenario
• Diesel has established market in bus vehicle
• Needs to compete with other fuel alternatives innovated R&D on engine /
propulsion technology with lower emissions
• CNG over past few decades has established its market
• Initial infrastructure for refueling & maintenance was created
• Some safety concerns are on potential fire risk exists with CNG
• Hybrid vehicle are growing in market in Mexico and Brazil
Market Development
Centre of Excellence in Urban Transport, CEPT University
Vehicle Technology Choice
Factors influencing fuel and vehicle technology type choice
• Policy support, Tax incentives, Funding
• Life Cycle Cost
• Availability of fuel and refueling infrastructure
• Maintenance facilities – Infrastructure and technical expertise
• Scope of replacement
• Priority to air pollution or green house emissions
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Vehicle Technology and EnvironmentEmission Type
Local Pollutant
GHG pollutant
Regulating Regions
CO Y US, Europe, Brazil, India, Mexico
CO2 Y Y US
NOx Y Y US, Europe, Brazil, India, Mexico
Total HC Europe, Brazil, India
Non‐Methane HC
Y US, Mexico
PM Y US, Europe, Brazil, India, Mexico
CH4 Y Europe
SO2 Y US, Europe, Brazil, India, Mexico
Paper: Exhaust emission of Transit Bus ‐ Embarq
Country 2012ppm
Future Target
Location
Brazil 50 10 Major cities
500 50 Metro Area
1800 500 Nationwide
Mexico 15 15 Metro Area
500 50 Nationwide
India 50 Major cities
350 Metro Area
500 Nationwide
US 15 Nationwide
Europe 10 Nationwide
Emission norm followed in various region
Brazil 2013 & UNEP 2012a, 2012b, 2012c
Vehicle Technology and Environment
Eq. CO2 and CO Emission during life cycle cost of std diesel and CNG – buses.
CNG and Diesel Transit Bus Emissions in Review ‐ by California Environmental Protection Agency; Air Resource Board
Most CO2 emissions (GHG) are related
to vehicle operation while CO emission
is result of material production in life
cycle cost.
CNG produces more CO in operations
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Vehicle Technology and Environment
Eq. NOx and SOx Emission during life cycle cost of std diesel and CNG ‐ heavy vehicle.
Diesel produces NOx more than CNG during vehicle operation while higher HC and methane emission is produced in CNG
CNG and Diesel Transit Bus Emissions in Review ‐ by California Environmental Protection Agency; Air resource Board
Vehicle Technology and Environment
Eq. PM Emission during life cycle cost of std diesel and CNG ‐ heavy vehicle.
PM content are most emitted in vehicle assembly and material production
PM emission is high for diesel but with new technologies it is regulated than CNG.
CNG and Diesel Transit Bus Emissions in Review ‐ by California Environmental Protection Agency; Air resource Board
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Vehicle Technology and Environment
PM emission vs GHG emission
Diesel technologies are available with lower GHG emission than CNG and comparable PM emission
Centre of Excellence in Urban Transport, CEPT University
Paper: Exhaust emission of Transit Bus ‐ Embarq
Vehicle Technology and Environment
PM emission vs NOx emission
Bio‐diesel benefits over PM as well as NOx over standard diesel technologies whereas CNG better NOx emission
Centre of Excellence in Urban Transport, CEPT University
Paper: Exhaust emission of Transit Bus ‐ Embarq
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Vehicle Technology and Environment
Emission norms for busStage Year CO HC NOx PM
g/kwh
Euro – 1 1992 8.1 1.98 14.40 0.648
Euro – 2 1998 7.2 1.98 12.60 0.270
Euro – 3 2000 3.8 1.19 9.00 0.180
Euro – 4 2005 2.7 0.83 6.30 0.036
Euro – 5 2008 2.7 0.83 3.60 0.036
Euro – 6 2013 2.7 0.23 0.72 0.018
Source: Lindqvist 2012.
Regulation norms have been developed for diesel engine technology
• Local pollutant regulations are existing two decades.
• Remarkable research in reducing pollutants seen in past decade
• Regulations of GHG emission are recent considerations
Centre of Excellence in Urban Transport, CEPT University
Fuel Energy Content
Energy content in fuelFuel Type Energy
content
Fuel efficiency
Diesel 128,000 –
130,000 BTU
3.2 mile/DGE
Bio‐diesel 117,000 –
120,000 BTU
3.3 mile/DGE
CNG 33,000 –
44,000 BTU
2.7 mile/DGE
LNG ≈ 73,500 BTU 2.7 mile/DGE
Hydrogen ≈ 6,500 –
16,000 BTU
2.7 mile/DGE
Source: Department of Energy 2012 & TCRP 2011
BTU – British Thermal Unit; DGE – Diesel Gallon Equivalant
Diesel remains as most preferred fuel by urban local authorities / operators as it has high energy density; i.e. more mileage.
Bio‐diesel also has high energy content
Centre of Excellence in Urban Transport, CEPT University
21/07/2014
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Comparative Statement – Fuel Technology Comparison of Fuel Technology ‐ 1
Diesel CNG Bio‐methane / Biogas
Bio‐diesel / FAME
Non‐renewable Non‐renewable Renewable fuel Renewable fuel
Fuel price depends on production cycle and supply chain
Fuel price depends on production cycle and supply chain
Production volume is relatively smaller to input
Established market & relevant infrastructure
Established market & relevant infrastructure
Technology similar to CNG; makeover in market easier
Centre of Excellence in Urban Transport, CEPT University
Extract from Clean Buses – Experiences with Fuel and Technology Options: by‐ clean fleets ‐ 2014
Comparative Statement – Fuel Technology Comparison of Fuel Technology ‐ 1
Diesel CNG Bio‐methane / Biogas
Bio‐diesel / FAME
Major saving in PMand NOx emission compared to diesel
Significant savings on CO2 emissions PM emission are negligible 30‐80% reduction in NOx compared to diesel
Significant savings on CO2 emissions Significant savings on PM10 emissions
Higher green house emission
PM2.5 & NOxemission are higher
Safety concern with on‐board fuel
Safety concern with on‐board fuel
Centre of Excellence in Urban Transport, CEPT University
Extract from Clean Buses – Experiences with Fuel and Technology Options: by‐ clean fleets ‐ 2014
21/07/2014
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Comparative Statement – Fuel Technology Comparison of Fuel Technology – 2
Diesel‐electric hybrid
Plug‐in electric hybrid Electric bus Hydrogen fuel cell
Emission can reduce to 30% of traditional diesel
Significant savings on CO2 emissions
Zero emission Significant savings on CO2 emissions zero tailpipe emission
Flexibility to operate in EV mode in environment sensitive areas
Minimum noise pollution
Cost of acquiringtechnology is 50% more than standard diesel bus
Relatively immature technology with limited experience
Relatively immature technology with high cost
Relatively immature technology; used only on trial
Centre of Excellence in Urban Transport, CEPT University
Extract from Clean Buses – Experiences with Fuel and Technology Options: by‐ clean fleets ‐ 2014
Comparative Statement – Fuel Technology Comparison of Fuel Technology – 2
Diesel‐electric hybrid
Plug‐in electric hybrid Electric bus Hydrogen fuel cell
Diesel is non‐renewable
Lower energy consumption compared to diesel‐electric bus
Emission depend on origin of electricity
Dependent onelectric motor use, topography, congestion, vehicle load and driving
Need for recharging can limit flexibility
Safety concern on hydrogen as fuel
Centre of Excellence in Urban Transport, CEPT University
Extract from Clean Buses – Experiences with Fuel and Technology Options: by‐ clean fleets ‐ 2014
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Cost Factor
In the 2006 New York transit study regular diesel buses averaged 2.33 miles pergallon while the hybrid buses averaged 3.44miles per gallon for a 35% increase infuel economy.
Fuel Economy
NREL Technical Report: NREL/TP‐540‐38843, Jan‐2006
CNG has low mileage (1.7 miles per gallon) compared to alternate fuels.
Only marginal cost difference in fuel consumption (CNG is cheaper)
Centre of Excellence in Urban Transport, CEPT University
Cost Factor – Diesel vs CNG
Clean Diesel Cost Factor
Capital:Bus purchase Regular fuel station installation
Operations:Fuel cost (+ $0.04/mile) Annual maintenance Regular replacement of ‘plugged units’ ‐ (5.0 – 7.5 % per year)
CNG Cost Factor
Capital:Bus purchase, CNG tanks and piping High pressure compressor Depot safety modifications
Operations:Fuel cost (+ $0.11/mile) ‐ Cost of compression and ‐ lower fuel economy Annual maintenance (+ $0.20/mile)‐ Engine: lower reliability Fuel station maintenance Compared to std diesel, CNG costs more
Compared to std diesel, clean diesel costs more
Life Cycle Cost
Centre of Excellence in Urban Transport, CEPT University
DEER Conference 2003: Comparison of clean diesel buses to CNG buses by‐ New York city transit department of buses
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Challenges with Adopting TechnologiesChallenges with demand and supply:
Fuels in demand are non‐renewable
Availability of fuel type is under regulation Balance in demand and supply
Challenges to convert existing technologies: Changes / replacement in technologies under dynamic regulation norms before completion of life‐cycle of vehicle Operation & maintenance: availability of technical expertise
Challenges to create / recreate infrastructure: Creating infrastructure for fueling Investment in bus industry Financial implications
Centre of Excellence in Urban Transport, CEPT University
SUMMARY
• No single fuel is best in all parameters of emissions
• All technologies require exhaust after‐treatment
• CNG has inherent emission advantage
• Competition in fuel alternate increase R&D for lower emissions
• New technologies in diesel has reduced emissions; minimizing the gap with CNG
• New technology in diesel increases cost but still lower than CNG
• Emission depend on engine technology in regulation
Centre of Excellence in Urban Transport, CEPT University
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SUMMARY
• Propulsion Technology to be regulated
• Enforcement to regulation
• Sharing of technological research on global welfare
• Fuel alternate should not be imposed rather flexibility should be allowed
• It encouraged R&D in technology
• Achieve balance in fuel demand & supply
• Allow fuel price elasticity (avoiding fuel monopoly)
• Control on non‐renewable fuel resources
Centre of Excellence in Urban Transport, CEPT University
. . . Thank You
Centre of Excellence in Urban Transport, CEPT University