gateway to the most successful NGV decadewp.ngvjournal.com/wp-content/uploads/pdfmags/gvr98-032010.pdf · 2 March 2010 Gas Vehicles Report BRAZIL Av. Rio Branco, 131 Sala 1.701 CEP:

New monthly report

The European

Association in

The GVR

NGV System Italia

Leadership,

innovation and

tradition

Volume 9 #1

Number 98

March 2010

54 million more NGVs

NGV2010 Roma The global event in Italy, gateway

to the most successful NGV decade

2 March 2010 Gas Vehicles Report

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The GVR: 2010 Journalistic timetable and NGV events

The Gas Ve hi cles Re port is a pu bli ca tion of NGV Com mu ni ca tionsGroup, pu blis hing hou se and fairs-con fe ren ces or ga ni zer:www.ngv group .com. In Eu ro pe, it al so pro du ces the In ter na tio nalNGV Gui de. In Ko rea, Asian NGV Com mu ni ca tions. In Ar gen ti na, theGroup pu blis hes Pren sa Ve hi cu lar, Ar gen ti ne CNG Gui de, maps,books and bro chu res. In Bra zil, it pu blis hes Fol ha do GNV,Bra zi lian NGV Gui de, maps, pos ters, among ot hers. Sig ned ar ti clesare ex clu si ve res pon si bi lity of the aut hors, as well as ad ver ti singcom pa nies and agen cies are res pon si ble for the pu blis hed ads.

PERUAv. Brasil 3222 Oficina 403A Magdalena del MarCP: Lima [email protected]

50 Reasons for using NGV/CNG

IANGV: 6th & 7th Compelling Reason to Attend NGV2010 Roma

Voices from the Italian NGV Industry

The GasHighway project: the gas road across Europe

NGV 2010 Roma, the gateway to the most successful decade

NGVA Europe March Report

Worldwide NGV statistics

NGV’s statistics

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The crystal ball - by Peter Boisen

Member of

Edition Month Deadline Special report Non-European market-placeanalysis

Events with copies massivedistribution

96 January 16 December LNG Argentina – Korea

97 February 15 January Updates of OEM NGVs made in Europe Brazil – Thailand

98 March 12 February Italy: the 1st European marketplace Peru – Indonesia

99 April 12 March Cylinder and vehicle conversion equipment Venezuela – Pakistan

100 May 12 April Celebrating GVR 100 consecutive editions Colombia – China NGV China 2010, May 13-15

101 June 07-may Special edition, NGV2010 Roma, Official Media Partner Global NGV Analysis and Outlook NGV2010, 8-10 June, Rome

102 July 15 June Balance of NGV2010 Roma Exhibition and Conference Ecuador - Armenia

103 August 9 July Outline of the bus market in Europe Dominican Rep. - Malaysia

104 September 13 August The EU and Natural Gas Vehicle Chile - Bangladesh

105 October 13 Sept. Europe: Marketplace and the industry Trinidad&Tobago - UAE

106 November 15 October Gas for transport sector in 2011 according to compressor Bolivia – India NGV India 2010, 24-26 Nov.

107 December 15 November Your marketing tool: 2010 NGV statistics balance Uruguay - Egypt

We have a goal: helping make the world go round in

the right direction.

We lead the way in technologies for environmentally

friendly mobility, producing vehicle components for

alternative fuels, LPG and natural gas.

In more than 50 years in the business our technologies

have helped make LPG and natural gas fuelled vehicles

increasingly popular. Today we continue to open up

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fuels such as hydrogen.

We do all this in 50 countries on all 5 continents,

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We want to maintain our position of prominence on

a rapidly growing market, responding to the

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WE MAKE THE WORLD GO ROUND

LANDI RENZO. A KEY PLAYER IN THE WORLD OF SUSTAINABLE MOBILITY.

Alternative mobility


English

Infrastructure

1Almost 80 countries from all fivecontinents use NGV/CNG.

2More than 10 million vehicles runon this noble fuel today.

3Cars refuel at over 16 thousand filling stations spread throughout

2,400 cities worldwide.

4There are 2,600 service stationsunder construction. By end

2010, 20,000 fuel dispensing pointswill supply methane for vehicles.

5180 OEM NGVs are offered by vehicle manufacturers. OEMs’

interest is growing: Ford, Scania,Opel, GM, Mercedes Benz, Toyota,Hyundai, Tata, Fiat –among others-are clear examples.

6The relation oil reserves-demandhas reached the critical point or

“peak oil” while a similar situation isnot foreseen in the case of natural gas.

7Natural gas exploration keepsexpanding into both traditional

wells and compact sand deposits.Coal bed methane constitutes anew alternative. Methane hydratereserves on the sea bed arecountless and several times largerthan traditional reserves.

8Conventional gas pipelinesnetworks continue to proliferate.

Underwater pipelines are builtacross oceans and others overmountain ranges.

9The use of mobile natural gaspipelines –on trucks or

trailers- makes NGV/CNG availablewhere there are no physical pipelineseither because of long distances orbecause of the scale of the demand.

10In typical NGV/CNG refuelingstations, owners do not have

to rely on the arrival of trucks forthe fuel supply since it is constantlyprovided by the pipeline.

11It is possible for some usersto refill their NGVs (CNG

cars) at home because there aredispensers that take natural gasdirectly from the domestic distribution network.

12Liquefaction and regasificationterminals allow –through LNG

technology- that natural gas arrivesat any place of the planet. LNG carriers guarantee its global distribution and the possibility of providing support for larger supply. LNG transport does not entail thehuge risks of ecological disaster thatoil poses.

13NGV/CNG industry involvesan 800,000 people labour

force worldwide, between technicians and workers.

Applications

14Natural gas for vehicles mayreplace all liquid fuels in all

their applications and more, whereasthe opposite is not possible

15Regarding land transport,there are cars, vans,

scooters, motorbikes, tricycles, alltypes of buses and trucks that runon this fuel.

16In addition, cranes, farmmachinery, snow cats,

planes, light aircraft, motorboats,ferries and trains –among others-are already NG-propelled successfully.

Politics and saving

17Oil price is extremely unstableand its trend –especially after

the last big international crisis- isdefinitely upwards again.

18More and more governmentspromote natural gas as the

core of their energy matrix to breakthe dependence generated by the permanent liquid fuels importation.

19However, nations which arebig oil producers, like Iran or

Venezuela, encourage the use of natural gas in their domestic marketsto increase their oil exports.

20Natural gas is the only abundant, eco-friendly,

economically viable fuel with theinfrastructure required to supply theworld’s automotive fleet for the next40 years.

21The world average indicatesthat driving an NGV is 66%

cheaper than using a gasoline vehicle and 33% more economicalthan diesel.

22Countries that import fuelshave to pay 50% less for

natural gas (LNG) than for liquidfuels like diesel (per equivalent unitof energy).

Ecology and health

23NGV engines produce 25%less carbon dioxide than

gasoline and 35% less than diesel.The CO2 contributes to global climate change due to greenhouseeffect.

50 Reasons for using NGV/CNG24They reduce carbon monoxide

emissions by 95% comparedto gasoline, hydrocarbons emissionsby 80% and nitrogen oxides’ by 30%.

25CNG does not contain sulphur(there are diesel engines that

release 18.4 g/h), particulate mat-ter, lead or heavy metals traces.

26Natural gas cylinders are hermetically sealed receptacles,

while by using gasoline, part of it -contained in the tank- evaporates. Thiscauses almost half of the contaminationby hydrocarbons associated with thevehicular application.

27Unlike gasoline, natural gas forvehicles does not have toxic

additives of organic lead or benzene,the latter being highly carcinogenic.

28Natural gas is not toxic or corrosiveand does not contaminate

groundwater at all. That is why there isno environmental risk in case of leakage,contrasting with the harmful environmentaleffects brought about by oil spills.

29NGV engines decrease noisepollution by having a

smoother and more silent performance than gasoline enginesand especially diesel ones.

30Biogas (methane from the breakdown of organic matter)

turns natural gas into a renewablefuel that can be produced in thewhole world. Biogas production fromagricultural goods yields four moretimes per hectare than liquid biofuels.

31Natural gas complies with thestrictest environmental

standards required by governments and regulating agencies. It is the large-scale use fuel with the lowestcontamination levels.

32It is the necessary bridge tohydrogen (immediate promise

in terms of clean fuels, not yet avail-able on a large scale), given itsmolecular structure and the logisticsrequired for its implementation.

Safety

33NGV/CNG is not a new technology. It has 70 years of

history. It is widely proven and its technological advances are constant.

34Being lighter than air, in case ofeventual leakage, compressed

natural gas rises and rapidly dissipates.Instead, gasoline spills and movesdownwards, what increases fire andexplosion risk considerably during anaccident or leakage.

5March 2010 Gas Vehicles Report

35CNG requires a 600º C temperature for ignition while

gasoline and liquefied petroleum gasignite at 450º C. This is the reasonwhy it is much more improbable thatan NGV catches fire, under any circumstance.

36The fuel circuit for naturalgas is hermetic and has no

air inside. Therefore there is nospontaneous ignition. On the contrary, in liquid fuels tanks, thereis always flammable mixture, sincethey are open to the atmosphere.

37Cylinders are manufacturedunder very strict safety

norms and are subject to tests withpressures much higher than theones existing during a regularrefilling. Design and testing pressure is 300 Bar, they do notexplode at less than 460 Bar, andthe working pressure is 200 Bar.

38Due to their robustness, structure, shape and its

location inside the vehicle, cylindersare much less dangerous than agasoline tank in case of collision. Forexample, they undergo tests with fireand firearms. Mechanics

39Natural gas for vehicles has higher octane number than

gasoline (125 vs. 90), what providescombustion without self-ignition, evenin engines of higher compressionand efficiency.

40Furthermore, combustion istotal, because the mixture

between CNG and air is perfect atany ambient temperature.

41The oil that lubricates theengine is less contaminated

if natural gas is employed, and intervals between oil changes aretwice as long.

42There are no sediments andthe spark plugs are kept clean.

The walls of the engine cylinders arenot washed, what results in betterand more effective lubrication.

43Combustion gases are not corrosive. By not damaging

metals, the life of the exhaust pipeand silencers is longer.

44The gaseous nature of thefuel eliminates the scavenging

actions in the cylinders during fastacceleration periods, with the advantage of reducing the corrosionof metal surfaces.

45The engine presents great performance flexibility during

accelerations without irregularities orbackfires, even at low direct speed.

46Converted vehicles mayswitch from using CNG to

gasoline by simply pushing a buttonor turning a knob while driving.

47NGV-gasoline bifuel system doubles the car’s driving

range.

48Natural gas vehicles operatein all terrains, even across

mountains. In this sense, a truck –with a 37-tonnes load- drove above4,800 meters high in the PeruvianAndes in May 2008.

49NGV/CNG works fine under any climate condition.

Since the fuel does not freeze –not even at low temperatures- the vehicle will always be ready to beused. NGV/CNG components aretested at -40°C during its approvalprocess. Natural gas only liquefies at165 °C.

50What is more, the speeds it may reach are similar to

racing cars’ speeds. A biogas AudiA4 entered the Guinness Book ofRecords by achieving 364.6 km/h inApril 2009, thus becoming thefastest NGV/CNG-driven car of theworld. The milestone was reachedon the Formula One Nürburgringrace track in Germany.


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German

Infrastruktur

1Fast 80 Länder auf allen fünfKontinenten verwenden NGV/CNG.

2Zurzeit verwenden über 10 MillionenFahrzeuge diesen edlen Kraftstoff.

3Autos können an über16’000Tankstellen in 2’400 Städten

rund um die Welt tanken.

42’600 Tankstellen sind im Bau.Bis Ende 2010 werden 20’000

Tanksäulen Methan führen.

5Hersteller bieten 180 Modelle abFabrik an. Das Interesse der

Hersteller nimmt zu: Ford, Scania,Opel, GM, Mercedes Benz, Toyota,Hyundai, Tata, Fiat – unter anderen –sind klare Beispiele dafür.

6Das Verhältnis Erdölreserve-Nachfrage ist an einem kritischen

Punkt bzw. am globalen Ölfördermaximumangelangt. Für Erdgas wird nichtsdergleichen erwartet.

7Die Erdgas-Prospektion wirdständig ausgebaut, sowohl in

traditionellen Erdgasfeldern als auchin kompaktem Sand. Kohleflözgas(CBM) ist eine weitere Alternative. Es gibt auch zahllose Methanhydrat-Reserven auf dem Meeresgrund, siekommen viel häufiger vor alsherkömmliche Reserven.

8Das konventionelle Gaspipeline-Netz breitet sich weiter aus. Es

werden Unterwasser-Pipelines unterden Ozeanen gebaut und anderewerden über Bergketten geführt.

9Mobile Pipelines – auf Lastwagenoder Anhängern – machen es

möglich, dass NGV/CNG auch dortverfügbar wird, wo es wegen derDistanz oder aus Nachfragegründenkeine festen Pipelines gibt.

10In einer normalen NGV/CNG-Tankstelle müssen Eigentümer

keine Tanklieferung abwarten, denn siewerden ständig via Pipeline versorgt.

11Gewisse Benutzer können sogarzu Hause NGV/CNG tanken,

denn es existieren Zapfmaschinen, diedas Gas direkt ab dem Gasnetz für denHaushalt abzapfen.

12Terminals zur Verflüssigungund Wiedervergasung schaf-

fen die Möglichkeit – dank der LNG-Technologie – Erdgas an irgendeinenOrt auf der Welt zu transportieren.LNG-Frachter sichern die weltweiteVerteilung und ermöglichen auchgrößere Lieferungen. Der Transportvon LNG birgt nicht die enormenRisiken ökologischer Katastrophenwie Erdöltransporte.

13Die NGV/CNG-Industriebedeutet weltweit 800’000

Arbeitsplätze für Arbeiter und

50 gründe für den gebrauch von ngv/cngTechniker.Anwendung

14Erdgas kann alle flüssigenKraftstoffe in all ihren

Anwendungsbereichen ersetzen und nochmehr, was umgekehrt nicht der Fall ist.

15Im Bereich des Straßenverkehrsgibt es Pkws, Lieferwagen,

Motorräder, Dreirad-Wagen, verschiedensteArten von Bussen und Lastwagen,die mit diesem Kraftstoff fahren.

16Außerdem benutzen bereitsKrane, landwirtschaftliche

Maschinen, Pistenfahrzeuge, Flugzeuge,Motorboote, Fährschiffe und Züge –unter anderen – erfolgreich Erdgas.

Politik undWirtschaftlichkeit

17Der Erdölpreis ist äußerstinstabil und seine Tendenz

weist – vor allem nach dieser letztengroßen internationalen Krise –wieder klar aufwärts.

18Für immer mehr Regierungenist die Erdgasförderung das

Kernstück ihrer Energiepläne, um dieAbhängigkeit von ständigen Importenvon flüssigem Kraftstoff zu überwinden.

19Sogar wichtigeErdölproduzenten, Länder wie

Iran oder Venezuela, unterstützenden Erdgaskonsum im eigenen Land,um die Erdöl-Exporte zu erhöhen.

20Erdgas ist der einzigeKraftstoff mit ausgiebigen

Reserven, der umweltfreundlich undwirtschaftlich tragbar ist und für dendie Infrastruktur existiert, um dieFahrzeuge rund um die Erde in dennächsten 40 Jahren zu versorgen.

21Im Durchschnitt ist weltweit derGebrauch von Erdgasfahrzeugen

um 66% billiger als der vonBenzinautos und 33% billiger als dervon Dieselfahrzeugen.

22Importländer für Erdgas bezahlen50% weniger für die Einfuhr von

Erdgas (LNG) als für flüssigen Kraftstoff(pro entsprechende Energieeinheit).

Ökologie und Gesundheit

23NGV/CNG-Motoren geben25% weniger Karbondioxid ab

als Benzin- und 35% weniger alsDieselmotoren. CO2 trägt zumKlimawandel bei, der durch denTreibhauseffekt hervorgerufen wird.

24Im Vergleich zu Benzinmotorenreduzieren sie Kohlenmonoxid-

Abgase um 95%, Kohlenwasserstoff-Abgase um 80% und Stickoxid-Abgase um 30%.

25NGV/CNG enthält wederSchwefel (gewisse

Dieselmotoren geben 18g/h ab),noch Mikropartikel, noch Blei oderSchwermetallspuren.

26NGV/CNG-Tanks sind hermetischgeschlossene Behälter, während

ein Teil des Benzins – im Tank – verdunstet. Dies verursacht fast dieHälfte der Umweltverschmutzung imZusammenhang mit der Verwendungvon Hydrokarbon.

27Im Gegensatz zu Benzinenthält Erdgas keine giftigen

Zusatzstoffe wie Blei oder Benzen,wobei letzteres ausgesprochen krebsfördernd ist.

28Erdgas ist weder giftig nochkorrosiv und verschmutzt kein

Grundwasser. Darum besteht keineGefahr für die Umwelt bei einemAuslaufen, im Gegensatz zu dengroßen Umweltschäden, die durchausgeflossenes Öl verursacht werden.

29NGV/CNG-Motoren verringerndie akustische Umweltbelastung,

weil sie ruhiger laufen als Benzin- undvor allem als Dieselmotoren.

30Biogas (durch organischeZersetzung produziertes

Methan) macht aus Erdgas einenerneuerbaren Kraftstoff, der weltweitproduziert werden kann. DieErdgasproduktion aus landwirtschaftlichen Produkten ergibtpro Hektar viermal den Ertrag anflüssigem Biokraftstoff.

31Erdgas erfüllt die strengstenUmweltnormen, die von

Regierungen und spezialisiertenStellen herausgegeben werden. Eshandelt sich um den Kraftstoff fürden Massengebrauch mit demniedrigsten Verschmutzungsgrad.

32Es ist die nötige Übergangslösungzum Hydrogen (das unmittelbar

sauberen Kraftstoff verspricht, aber nochnicht für den Massengebrauch bereit ist),wegen seiner Molekularstruktur und derLogistik, die seine Verwendung erfordert.

Sicherheit

33NGV/CNG ist keine neueTechnologie. Es hat eine 70-

jährige Geschichte. Es ist weitgehenderprobt und die technischenFortschritte sind konstant.

34Da es leichter ist als Luft,steigt komprimiertes Erdgas

bei einem Entweichen auf und löstsich schnell auf. Benzin dagegen läuftgegen unten aus, was das Risiko fürFeuer und Explosionen währendeinem Unfall oder bei einem Leckbeträchtlich erhöht.


35NGV/CNG braucht eineTemperatur von 600°C, um

Feuer zu fangen, Benzin undFlüssiggas entzünden sich bereits bei450°C. Darum ist es unter allenUmständen viel unwahrscheinlicher,dass Erdgas Feuer fängt.

36Der Kraftstoff-Kreislauf fürErdgas ist hermetisch luftleer

abgeschlossen. Es gibt also keinespontane Entzündung. Tanks für flüssigen Kraftstoff dagegen enthaltenimmer entzündbare Mischungen, dadiese Tanks gegen außen offen sind.

37Gaszylinder werden unterstrengen

Sicherheitsvorschriften hergestelltund werden Tests unterzogen, beidenen ein viel höherer Druckangewendet wird als der, der beieinem normalen Tankvorgang auftritt.Der eingeplante und beim Testangewendete Druck beträgt 300 Bar,ein Tankzylinder explodiert nicht beiunter 460 Bar und der Arbeitsdruckbeträgt 200 Bar.

38Wegen ihrerWiderstandfähigkeit, Struktur,

Form und dem Standort innerhalbdes Fahrzeugs sind Tankzylinder vielweniger gefährlich als Benzintanks imFall eines Zusammenstosses. Siewerden sogar Tests mit Feuerwaffenunterzogen.

Mechanik

39Erdgas hat eine größereOktanzahl als Benzin (125

gegen 90), das führt zu einerVerbrennung ohne Selbstentzündung,sogar in Motoren unter stärkeremDruck und mit einer höherenEffizienz.

40Außerdem ist die Verbrennungvollständig, da die Mischung

aus Luft und NGV/CNG bei jederTemperatur perfekt ist.

41Das Schmieröl in den Motorenwird bei der Verwendung von

Erdgas weniger verschmutzt und derAbstand zwischen zwei Ölwechseln istdoppelt so lang.

42Es entstehen keineAblagerungen und die Kerzen

bleiben sauber. Die Seitenwände derMotorenzylinder werden nichtgewaschen, dadurch sind sie besserund effizienter geschmiert.

43Verbrennungsgase sind nicht korrosiv. Weil sie

Metalle nicht angreifen, ist dieLebensdauer von Auspufftopf und -rohr länger.

44Ein gasförmiger Kraftstoff verhindert die Reibung im

Innern der Zylinder bei starkerBeschleunigung und verringert vorteilhaft die Korrosion der metallenen Oberflächen.

45Der Motor hat eine hoheLeistungsflexibilität während

der Beschleunigung, ohneUnregelmäßigkeiten oderFehlzündungen, auch bei langsamerFahrt.

46Umgerüstete Fahrzeuge könnenvon NGV/CNG auf Benzin

wechseln, mit einem einfachenKnopfdruck während der Fahrt.

47Ein bivalentes System für NGV-Benzin verdoppelt die

Reichweite des Autos.

48Erdgasfahrzeuge sind für alleTerrains geeignet, sogar fürs

Hochgebirge. In diesemZusammenhang fuhr ein Lastwagen –mit einem 37-Tonnen-Anhänger – imMai 2008 in den peruanischenAnden auf 4’800 Meter hinauf.

49NGV/CNG funktioniert gutunter allen klimatischen

Verhältnissen. Da der Kraftstoff nichtgefriert – nicht einmal bei extremniedrigen Temperaturen – ist dasFahrzeug immer gebrauchsbereit.NGV/CNG-Komponenten werden beider Zulassung bei -40°C getestet.Erdgas verflüssigt sich erst bei -163°C.

50Außerdem erreichenErdgasfahrzeuge ähnliche

Geschwindigkeiten wieRennfahrzeuge. Ein Biogas-Audi A4wurde ins Guiness-Buch der Rekordeaufgenommen als schnellstesErdgasfahrzeug der Welt, nachdemer im April 2009 364.6 km/h erreichte. Der Rekord wurde auf demNürburgring aufgestellt.

10 Gas Vehicles ReportMarch 2010w

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Compressors for CNG refuelling

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Spanish

Infraestructura

1Casi 80 países de los cinco continentes utilizan GNV/GNC.

2Más 10 millones de vehículos circulanhoy con este noble combustible.

3Las unidades pueden abastecerseen más de 16 mil estaciones de

carga diseminadas por 2.400 ciudades de todo el planeta.

4Hay 2.600 estaciones en proceso de construcción. A fines

del 2010 despacharán el fluido20.000 bocas de expendio.

5Se ofrecen 180 modelos 0km aGNV/GNC en el mundo automotor.

El interés de las automotrices poreste combustible es creciente: Ford,Scania, Opel, GM, Mercedes Benz,Toyota, Hyundai, Tata, Fiat -entreotras- son ejemplo de ello.

6Las relación reservas/demanda depetróleo ha alcanzado el punto de crisis

o “peak oil” mientras que no se avizora elpunto crítico similar para el gas natural.

7La exploración de gas natural sesigue extendiendo tanto en pozos

tradicionales como en yacimientos dearenas compactas. El gas de hullarepresenta otra nueva alternativa.Las reservas en forma de hidratosde metano en los lechos marinos sonincalculables, y varias veces superioresa las reservas tradicionales.

8Las redes de gasoductos tradicionalescontinúan en franca expansión.

Se construyen ductos subacuáticosque atraviesan océanos y otros quesuperan cadenas montañosas

9La utilización de gasoductosmóviles -en camiones o trailers-

permite que el GNV/GNC pueda utilizarsedonde no llega el ducto físico, ya seapor distancia o por escala de demanda.

10En las estaciones tradicionalesde carga de GNV/GNC, el

propietario no depende de la llegadade camiones para su abastecimiento,ya que el mismo se produce en formaconstante a través del gasoducto.

11Es posible que un usuariorecargue su automóvil a

GNV/GNC en su propio hogar, ya queexisten surtidores que toman el gasdirectamente desde la red domiciliaria.

12Plantas de licuefacción yregasificación permiten –a

través de la tecnología del GNL- queel gas natural llegue a cualquier partedel mundo. Los buques metanerosgarantizan su distribución global y laposibilidad de brindar soporte para unmayor abastecimiento. El transportede GNL no presenta los enormes riesgos de desastre ecológico que sípresenta el petróleo

Las 50 razones para usar GNC13La industria del GNV/GNC

moviliza una fuerza laboralmundial de 800.000 personas,entre técnicos y trabajadores.

Aplicaciones

14El gas vehicular puede reemplazar a los combustibles

líquidos en todas sus aplicaciones y más,mientras que lo inverso no es posible

15En cuanto al transporte terrestre existen automóviles,

utilitarios, scooters, motos, triciclos,buses y camiones de todo tipo quefuncionan con este fluido.

16Además, grúas, maquinariasagrícolas, pisa nieves,

aviones, avionetas, lanchas, ferrys ytrenes –entre otros- ya son propulsadosa GNV/GNC exitosamente.

Política y ahorro

17El precio del petróleo essumamente inestable y su

tendencia -especialmente luego de laúltima gran crisis internacional-vuelve a ser marcadamente alcista.

18Cada vez más gobiernosestimulan al gas natural como

eje de su matriz energética y al GNV/GNC en particular, para quebrar ladependencia que genera la importaciónpermanente de combustibles líquidos.

19Sin embargo, naciones netamente petroleras, como

Irán o Venezuela, promueven el gasvehicular en sus mercados internospara aumentar sus saldos exportables de petróleo.

20El gas natural es el únicocombustible abundante,

amigo del medio ambiente, viableeconómicamente y con lainfraestructura necesaria paraabastecer a toda la flota mundialautomotriz por los próximos 40 años.

21El promedio mundial indicaque circular a GNV/GNC es

un 66% más económico quemoverse a nafta y cuesta un 33%menos en comparación con el gasoil.

22Los países que deben importar combustibles deben

pagar por el gas natural (GNL) un50% menos que por los combustibles líquidos como el gasoil(por unidades de energía equivalente).

Ecología y salud

23Los motores a GNV/GNCemiten un 25% menos de

dióxido de carbono que la nafta y un35% menos que el gasoil. El CO2

contribuye al cambio climático globalpor causa del efecto invernadero.

24Reducen la emisión demonóxido de carbono en un

95% con respecto a la nafta, la dehidrocarburos en un 80% y de óxidosde nitrógeno en un 30%.

25El GNV/GNC no contieneazufre (existen motores de

gasoil que emiten 18,4 g/hora), nipartículas, ni trazas de plomo ni demetales pesados.

26Los cilindros de GNV/GNC sonreceptáculos completamente

cerrados, mientras que el uso denafta implica que parte de la mismaque está contenida en el tanque seevapore. Esto provoca casi la mitad dela contaminación por hidrocarburosasociada al uso vehicular.

27A diferencia de las naftas, el gasvehicular no contiene aditivos

tóxicos de plomo orgánico ni benceno.Este último es altamente cancerígeno.

28El gas natural no es tóxico ocorrosivo y es incapaz de

contaminar napas de agua. Por eso,no hay riesgo ambiental en caso defugas, a diferencia de las nocivasconsecuencias medioambientales quecausan los derrames de petróleo.

29Los motores a GNV/GNCreducen la contaminación

sonora, al tener una marcha mássuave y silenciosa que los motores anafta y especialmente los gasoleros.

30La opción del biogás (metanoproveniente de la descomposición

orgánica) convierte al gas natural enun combustible renovable y quepuede ser producido en todo elmundo. La producción de biogás apartir de productos agrícolas rindecuatro veces más por ha. que losbiocombustibles líquidos.

31El gas natural cumple con lasmás rigurosas normas

ambientales requeridas por los gobiernos y entidades reguladoras ynormativas, siendo el combustible deuso masivo que provoca el menoríndice de contaminación.

32Es el puente obligado hacia elhidrógeno (próxima promesa

en carburantes limpios, pero aún nodisponible en forma masiva), por suestructura molecular y la logísticanecesaria para su utilización.

Seguridad

33El GNV/GNC no es una nuevatecnología. Tiene 70 años de

historia. Está ampliamente probada ysus progresos tecnológicos son constantes.


S E R V I C E E X P E R I E N C E I N N O V A T I O N T E C H N O L O G Y

RAIL S.p.A.Via A. Grandi , 10 - 42030 Vezzano sul Crostolo (RE) Italy - P.IVA e C.F. 02207560356

tel +39 0522 603801 - fax +39 0522 602145 - www.railspa.net - [email protected]

RAIL gets the world moving

while helping the environment

in jectorsinjectorss

34Al ser más liviano que el aire,ante una eventual pérdida, el

gas natural comprimido se eleva y sedisipa rápidamente. En cambio, la naftase derrama y busca niveles bajos, porlo que aumenta considerablemente elriesgo de incendio y explosión en casode accidentes o pérdidas.

35El GNV/GNC requiere unatemperatura de 600º C para

su ignición. En cambio la nafta y elgas licuado propano lo hacen a 450ºC. Por ello, además, es mucho másimprobable que un vehículo a gas seincendie, cualquiera sea la circunstancia.

36El circuito de combustiblepara gas natural es estanco y

no tiene aire en su interior, por loque no se puede producir una ignición espontánea. En los tanquesde combustible líquido, en cambio,hay siempre mezcla explosiva, ya queestán abiertos a la atmósfera.

37Los cilindros están construidosbajo normas de seguridad

muy rigurosas y son sometidos apruebas con presiones muy superioresa las existents durante una cargaregular. La presión de diseño y pruebaes de 300 bar, mientras que noestallan a menos de 460 bar, y lapresión de trabajo es de 200 Bar.

38Por su robustez, estructura,conformación y la ubicación

que ocupan dentro de un vehículo, loscilindros son mucho menos peligrososque un tanque de nafta, ante eventualescolisiones. Por ejemplo se los sometea ensayos de fuego y de impacto dearmas de fuego.

Mecánica

39El gas vehicular cuenta con mayoroctanaje que las naftas (125

contra 90), lo que provee una combustiónsin autoencendido, incluso en motores demayor compresión y eficiencia.

40Además, la combustión estotal, porque la mezcla del

GNV/GNC con el aire es perfecta acualquier temperatura ambiente.

41El aceite que lubrica la plantamotriz es menos contaminado

si se utiliza gas natural, por lo cualse duplican los intervalos entre loscambios de aceite.

42No forma sedimentos ymantiene las bujías limpias.

No lava las paredes de los cilindrosdel motor, por lo que permite unamejor y efectiva lubricación.

43Los gases de combustión noson corrosivos. Al no atacar

los metales, alarga la vida de loscaños de escape y silenciadores.

44La naturaleza gaseosa delcombustible elimina la acción

de barrido en los cilindros durantelas fuertes aceleraciones, con la ventaja

de reducir el desgaste por abrasiónde las superficies metálicas.

45El motor presenta una granelasticidad de funcionamiento

con aceleraciones sin irregularidadesni detonaciones (pistoneo), aun abaja velocidad directa.

46Los vehículos convertidospueden pasar del uso de

GNV/GNC a nafta con el simpleaccionar de un botón o perilla y enplena marcha, sin inconveniente alguno.

47La dualidad GNV-nafta duplicala autonomía de marcha de la

unidad automotriz.

48Un rodado a gas natural puedeoperar en todo tipo de terrenos,

incluso en zonas de alta montaña. Tal esasí que recientemente un camión –con37 toneladas de carga- superó los

4.800 metros de altitud en losAndes Peruanos en mayo de 2008.

49El GNV/GNC puede funcionarbien en todo tipo de condiciones

climáticas. Como no se congela –aun abajas temperaturas- el vehículo estásiempre listo para ser utilizado. Loscomponentes para GNC son ensayadosa -40°C durante su homologación. El gasnatural se licua recién a los 165 °C.

50También, puede alcanzarvelocidades equivalentes a las

de los autos de carreras. Un Audi A4propulsado a biogás ingresó al LibroGuiness de los Récords al llegar a los364,6 km/h en abril de 2009 y convertirse así en el auto a GNV/GNCmás rápido del mundo. El hito fue reg-istrado en la pista de carreras deFórmula 1 de Nürburgring, Alemania.


12a Conferenza ed Esposizione Mondiale dell’AssociazioneInternazionale dei Veicoli a Gas Naturale - IANGV12th World IANGV Conference and Exhibition

Dal 8 al 10 giugno 2010June 8-10, 2010Nuova Fiera di Roma New Rome FairPadiglioni 9, 10 e area esterna Pavilions 9, 10 and outdoor areaRoma, Italia Rome, Italy

[email protected]

Un evento diAn event of

Sponsor BronzeBronze Sponsors

Sponsor PrincipaleMain Sponsor

Ospitato da Hosted by

Organizzato da Organized by

Creating a Revolutionin Transport

Verso la Rivoluzionenel Trasporto


Russian

Инфраструктура

1Транспортные средства, работающие наСПГ/КПГ, получили распространение

почти в 80 странах мира на всех его пятиконтинентах.

2Сегодня это благородное топливопотребляется более чем 10

миллионами двигателей.

3Для заправки таких автомобилей создано 16 тысяч заправочных станций,

размещающихся в 2400 городах по всему миру.

4В процессе строительства находятся2600 станций обслуживания. К концу

2010 года 20000 топливораздаточныхпунктов будут обеспечивать заправкутранспортных средств метаном.

5Автомобильная промышленностьпредлагает 180 фирменных моделей

автомобилей на природном газе отизвестных производителей. Интереспроизводителей к этой областипродолжает расти: Ford, Scania, Opel, GM,Mercedes Benz, Toyota, Hyundai, Tata, Fiat вчисле прочих служат наглядным примером.

6Соотношение запасов нефти и уровняспроса достигло критической точки или

"пика нефтедобычи", в то время какотрасли добычи природного газа такаяситуация пока не грозит.

7Отрасль разведки природного газапродолжает развиваться, разрабатывая

одновременно традиционные скважины ископления газа в малопористых песках.Новой альтернативой является угольныйметан. Залежи гидрата метана на морскомдне бесчисленны и по объему в несколькораз превышают традиционноразрабатываемые ресурсы.

8Система традиционных газопроводовпродолжает расширяться. Подводные

трубопроводы прокладываются по днуокеанов, наземные – через горные хребты.

9Использование мобильных полевыхтрубопроводов для поставки природного

газа – на грузовиках или автоприцепах –делает компримированное топливодоступным в тех регионах, где нетфизических газопроводов по причине ихудаленности или из-за низкого уровня спроса.

10Владельцам стандартныхгазозаправочных станций не

приходится ждать подхода грузовоготранспорта, доставляющего топливо, таккак оно идет постоянным потоком черезтрубопровод.

11Некоторые пользователи имеютвозможность заправлять свои

СПГ/КПГ автомобили в домашних условияхблагодаря существованию заправочныхколонок, которые используют природныйгаз из бытовой сети газоснабжения.

12Станции сжижения и ре-газификации– благодаря технологии сжижения

природного газа – позволяют поставлятьгаз в любое место планеты. ПеревозчикиСПГ гарантируют его всемирноераспространение и возможность

50 ПРИЧИН ДЛЯ ИСПОЛЬЗОВАНИЯТРАНСПОРТНЫХ СРЕДСТВ,РАБОТАЮЩИХ НА СПГ/КПГ

предоставления поддержки в рамках болеемасштабных поставок. ТранспортировкаСПГ не сопровождается серьезнымирисками экологической катастрофы,характерными для поставок нефти.

13В отрасли обслуживанияавтомобилей на СПГ/КПГ по всему

миру работает 800 000 человек, включаятехнический и рабочий персонал.

Сферы применения

14Природный газ, используемый втранспортных средствах, может

заменить все виды топлива в рамках всехосвоенных и новых сфер его применения,в то время как обратное не являетсявозможным.

15Что касается наземного транспорта,этот вид топлива уже используется в

легковых автомобилях и фургонах,мотороллерах, мотоциклах, трициклах, атакже всех видах автобусов и грузовиков.

16Кроме того, природный газ в числепрочего успешно применяется для

работы крановой техники,сельскохозяйственных и снегоуборочныхмашин, самолетов, легкомоторныхвоздушных судов, моторных лодок,паромов и поездов.

Политика и экономика

17Цены на нефть отличаютсяисключительной нестабильностью,

и эта тенденция – особенно посленедавнего масштабного международногокризиса – очевидно, снова оборачиваетсяих увеличением.

18Все больше и больше правительстввыступают за использование

природного газа в качестве основыэнергетической структуры для устранениязависимости, создаваемой постояннымипоставками жидких видов топлива.

19При этом страны, являющиесякрупными поставщиками нефти,

например, Иран и Венесуэла, поощряютиспользование природного газа на своихместных рынках для увеличении объеманефтяного экспорта.

20Природный газ являетсяединственным почти

неограниченным, экологически чистым иэкономичным ресурсом, требующимсоздания инфраструктуры для снабжениявсемирного парка транспортных средств втечение последующих 40 лет.

21Средний общемировой показательсвидетельствует о том, что работа

автомобиля на природном газе на 66%дешевле, чем с бензиновым двигателем,и на 33% более экономично, чем дизель.

22Страны, импортирующие топливо,платят за поставки природного газа

(СПГ) на 50% меньше, чем за импортжидкого топлива, такого как дизельное (израсчета эквивалента единицы энергии).

Охрана окружающейсреды и здоровья

23Выброс двуокиси углерода уавтомобилей на СПГ/КПГ на 25%

меньше, чем у бензиновых и на 35%меньше, чем у дизельных автомобилей.Такие выбросы приводят к глобальномуизменению климата из-за парниковогоэффекта, создаваемого углекислым газом.

24По сравнению с бензиновымиавтомобилями выброс оксида углерода

сокращается на 95%, углеводородов – на80%, а оксидов азота – на 30%.

25Природный газ не содержит серы (длянекоторых моделей двигателей уровень

выброса составляет 18,4 г/час), твердыхчастиц, свинца или следов тяжелых металлов.

26Баллоны газовых двигателейпредставляют собой герметично

запечатанные сосуды, в то время как прииспользовании бензина часть его испаряетсяиз топливного бака. На долю таких испаренийприходится почти половина объемауглеводородного загрязнения, связанного сиспользованием транспортных средств.

27В отличие от бензина природный газ,используемый в транспортных

средствах, не содержит токсичных добавокв виде органического свинца или бензола, апоследний является сильным канцерогеном.

28Природный газ не имеет токсическихили коррозионных свойств и

абсолютно не загрязняет грунтовые воды.Поэтому его утечка не создает риска дляокружающей среды, в отличие отвредоносного воздействия разливов нефти.

29Газовые двигатели помогаютснизить интенсивность шумового

фона благодаря более плавной ибесшумной работе, чем бензиновые иособенно дизельные двигатели.

30Биогаз (метан, полученный путемразложения органических веществ)

превращает природный газ ввозобновляемый источник энергии,который может эксплуатироваться вовсем мире. Производство биогаза изсельскохозяйственных продуктовобеспечивает в четыре раза болеевысокий выход c гектара, чем у жидкихисточников биогаза.

31Природный газ отвечает самымстрогим экологическим стандартам,

установленным правительствами ирегулятивными органами. Этот видтоплива предназначен дляширокомасштабного использования приминимальном уровне загрязнения.

32Это также необходимаяпромежуточная ступень для

внедрения водорода (ближайшаяперспектива в плане обеспечениячистоты топлива, еще не реализованная вполном объеме), учитывая егомолекулярную структуру и логистическуюсистему, необходимую для егоиспользования.


Безопасность

33Использование природного газа,имеющее 70-летнюю историю, не

относится к новым технологиям. Газнаходит широкое применение, которомусопутствует постоянное обновлениетехнологической базы.

34Будучи легче, чем воздух, природныйгаз в случае его непредвиденной

утечки поднимается вверх и быстрорассеивается. В отличие от него бензинрастекается и проникает в почву,существенно увеличивая риск пожара ивзрыва при аварии или последующей утечке.

35Двигатель на СПГ/КПГ имееттемпературу вспышки 600º , в то время

как бензин и сжиженный нефтяной газвоспламеняются при температуре 450º C. Этимобъясняется, почему вероятность возгораниятакого транспортного средства будетзначительно ниже в любых обстоятельствах.

36Топливная цепь для подачиприродного газа является

герметичной и не пропускает воздух. Чтоисключает риск самопроизвольноговозгорания. В цистернах с жидкимтопливом, напротив, всегда находитсявоспламеняемая смесь, так как ониоткрыты для доступа воздуха.

37Газовые баллоны выпускаются всоответствии с очень строгими

нормами безопасности и проходят испытанияпод давлением, значительно превышающимдавление, создаваемое в процессе обычнойзаправки. Номинальное и испытательноедавление определяется на уровне 300 бар, тогдакак взрывоопасным пределом является 460 бар,а рабочее давление составляет 200 бар.

38Благодаря своей прочности, особойконструкции, форме и размещению в

транспортном средстве баллоны представляютгораздо меньшую опасность в случаестолкновения, чем бензиновые баки. При этомони проходят испытания с использованиемоткрытого огня и огнестрельного оружия.

Механические характеристики

39Природный газ, используемый втранспортных средствах, имеет более

высокое октановое число, чем бензин (125 посравнению с 90), что обеспечивает возможностьсжигания топлива без самовоспламенения,даже в двигателях с более высокойкомпрессией и эффективностью.

40Кроме того, сжигание топливапроисходит в полном объеме из-за

идеального соотношения СПГ/КПГ ивоздуха независимо от температурыокружающего воздуха.

41Масло, используемое для смазкидвигателя, меньше загрязняется при

сжигании природного газа, а интервал егозамены увеличивается в два раза.

42Газ не дает осадка, поэтому свечизажигания остаются чистыми. Стенки

цилиндров двигателей не омываются, чтообеспечивает более эффективную смазку.

43Сжигаемые газы не являютсякоррозионными. Отсутствие

повреждений металла продлевает срокслужбы выхлопной трубы и глушителя.

44Газообразный характер топливаисключает «бултыхание» внутри

баллонов при быстром ускорении сдополнительным преимуществом в видеснижения коррозионного воздействия на

металлическую поверхность.

45При ускорении двигательдемонстрирует высокую

функциональную гибкость без сбоев иобратных вспышек даже при низкойскорости на прямой передаче.

46Модифицированные транспортныесредства могут переключаться с

СПГ/КПГ на бензин нажатием кнопки илиповоротом рычага в процессе движения.

47Двухтопливная система,включающая природный газ и

бензин, позволяет удвоить дальностьпробега транспортного средства.

48Транспортные средства наприродном газе пригодны для

эксплуатации при любом характеререльефа, даже в горной местности.Благодаря этому в мае 2008 года грузовойавтомобиль с грузом в 37 тонн удалосьпровести через Перуанские Анды навысоте свыше 4800 метров.

49Транспортные средства на СПГ/КПГдемонстрируют превосходные

рабочие характеристики при любыхклиматических условиях. Поскольку данноетопливо не замерзает даже при низкихтемпературах – ваше транспортноесредство всегда готово к работе.Комплектующие для таких транспортныхсредств проходят приемочные испытанияпри температуре -40°C, тогда как сжижениеприродного газа происходит только притемпературе -163 °C.

50Более того, скорость, развиваемаятакими транспортными средствами,

сопоставима со скоростью гоночныхавтомобилей. В апреле 2009 года модельAudi A4, работающая на биогазе, вошла вКнигу рекордов Гиннеса, развив скорость364,6 км/час и став самым скоростным в миреавтомобилем, работающим на газе. Этотрекорд был достигнут на трассе "Нюрбуринг"в Германии на этапе Формулы один.


Info from the InternationalAssociation for Natural Gas Vehicles

Brett Jarman

IANGVExecutive Director

We continue our series of itemsoutlining 10 compelling reasons toattend NGV 2010, Rome, June 8-10. So we can fit all of our reasonsin ahead of the event in June, thismonth and next we’ll feature twocompelling reasons…

Compelling Reason # 6 –Understanding CustomersFor much of January and the earlypart of February, I had the pleasureof working with our conferenceorganizers, NGV CommunicationsGroup and the hosts of NGV 2010,NGV System Italia, on compiling theprogram for the conference inRome this June. It was a difficultbut rewarding challenge – morethan 80 papers to consider plus ahandful of invited guests and dignitaries to fit into a 2 ½ dayconference program.

While most of the submissionswere outstanding, we have chosento feature in the plenary sessionsthose that help the industry get abetter understanding of the needsof customers and how to meetthem. Here’s a sample of some ofthese papers to be presented.“The Adoption of Natural GasVehicles in Germany: ExploringConsumers' Attitude and RiskPerception”. Co-author and presenter. Klaus-Peter Wiedmann –Chairman, Institute of Marketingand Management, LeibnizUniversity of Hanover (Germany)To my knowledge, apart from theoccasional market research project, this is the first university

study that looks specifically at customer perceptions of natural gasvehicles from an ‘arm’s length’ perspective.

I spoke with Mr Wiedmann to findout the reasons behind the studyand he informed me that it’s part ofa broader study his University isdoing into alternative fuels in general. Our chat was brief but I doknow that Mr Wiedmann will havesome valuable insights to share,especially for those on the marketingand product development side of theindustry.

“The Next 10 Years - Strategies andTactics to Build the Industry toScale”. Mike Gallagher – WestportInnovations (Canada).

“Don’t Sell the Problem – Sell theSolution. A Successful BusinessModel in Action”. Andrew Littlefair -President & CEO, Clean Energy(USA); Chairman, NGVAmerica.“Working with Stakeholders toSecure Customers and Create aMarket”. Jonathan Burke – WestportInnovations (Canada).

The titles of these three papersspeak for themselves and for thosein the know in the industry, the credentials of the speakers are wellestablished. Clean Energy Fuels provides fuel on a daily basis formore than 17,500 natural gas vehicles at more than 195 locationsacross North America, and has builttheir business based on finding customer solutions.

Westport Innovations is equally wellknown around the world for theirengine and joint venture projects.While we often hear from Westportat conferences on the technical sideof things, both presentations abovewill give delegates a rare insight intothe strategic and customer oriented

knowledge they have picked up.While Westport traditionally works atthe heavy-duty end of the market, thestrategic lessons to be picked up fromboth presentations will apply equally toother market sectors as well.

The mixture of lessons from the pastand how to apply them over the nextten years will be a compelling mix.The industry is well and truly evolvingout of the pioneering stage and aswe move into the ‘mass marketing’arena, understanding customers is acritical part of our evolution. Comealong to NGV 2010 in Rome toincrease your understanding!

Compelling Reason # 7 – Safety &StandardsThe safety characteristics of NGVsrelative to other transport fuels arealready well known. As with any fuel,fuel delivery system or motor vehiclethough, the potential for misadven-ture is always present, particularly if‘shortcuts’ are taken or equipment ishandled without proper care.

NGV 2010 in Rome this June provides industry members with anopportunity to brush up on safetyknowledge and find out the latestdevelopments in the safety and regulatory arenas. We’ll have twoconference sessions specifically dedicated to safety and regulationsfrom some of the most respectedthinkers in the industry.

Providing insight into obtaining a balance between the safety requirements of ‘advancedeconomies’ and those not soadvanced will be Mr Diego Goldin, a25 year veteran of the ArgentineCNG program, winner of BestConference Paper at NGV 2008 andtireless contributor to standardsdevelopment around the world.

Also a tireless contributor to

Countdown to NGV 2010 Roma 6th & 7th Compelling Reason to Attend


industry standards, Mr Aldo Bassi(Italy), will give us an update on regulations and standards aroundthe world while Mr MuazzamHussain of Pakistan’s Oil and GasRegulatory Authority (OGRA) will callon his unique experience in providingregulatory oversight in the world’slargest NGV market. Australianbased consultant, Dr Hien Ly, willprovide a safety overview in which hepromises to highlight the gaps oftenleft in the safety arena and MrPhilippe Liegeois, Project Leader ofGas De France SUEZ, provides somehands on experience proving the relative safety of natural gas busesvs diesel buses, focusing on operation risks in tunnels.

Mr Domenico Pierucci, Chairman ofCUNA, the Italian standardizationbody, provides an overview of themechanisms for creating standardsand regulations, in Italy and aroundthe world. And for those who havebeen watching developments in theRFID for verifying vehicle installations, Ms Ashleigh Pattersonof Viridis Technologies Inc. in Canadawill update delegates, this time withsome operational results from fieldtests in Asian markets.

Also related to the standards arena,Mr Peter Ehlers of Swagelok (USA)will present “The Case for RevisingIndustry Specifications for CNGRefueling Station Components” withina session dedicated to fuelling infrastructure.

No matter where you are on theoperational side of the NGV industry,the safety and standards sessionswill be both productive and useful toyou – but only if you are in Rome tosee them!

So that makes seven compelling reasons toattend NGV 2010 in Rome,Italy, June 8-10 2010…

1 - Regional Roundups. IncludingSWOT analyses of the major andemerging NGV markets of the world.2 – Italy. Home of the oldest and oneof the most developed NGV marketsin the world.

3 – Rome. If you’ve already beenthere you’ll understand why you needto come back. If you haven’t beenthere, make NGV 2010 your reason.

4 – Compelling Cases 101. Duplicatethe successful model of presenting acompelling argument for NGVs thatled to the world record commitmentfrom AT&T in the US to 8,000 newNGVs over the next 10 years.

5 – 55 million NGVs in the next tenyears. NGV 2010 is the launchingpad into the most exciting decadethis industry is ever likely to see.

6 – Understanding customers. Getsome valuable insights into customerperceptions and expectations as theindustry launches into its next phase.

7 – Safety. We can never be toocomplacent. Find out the latest thinking on the world stage.We’ll have more reasons to come infuture editions of this column butthere’s no need to wait to read thembefore you commit. If you haven’tbooked your exhibition space already,do so now as the prime spots aregoing fast. Sponsors can get addedexposure by booking early as well sonow is the time to enquire aboutsponsorship opportunities.www.ngv2010roma.com.

Bronze

IANGV Sponsors

Gold

IANGV OpensMember’s Portal

One of the more challengingaspects of operating the IANGV,as the peak international NGVAssociation is the process of‘associating’. With membersand stakeholders around theglobe, opportunities to gettogether en masse are few andfar between and usually limitedto two or three major international industry conferences each year. To help close this gap, andbring members closer to usand to each other, we havespent the last few monthsdeveloping a member’s only portal for our members andthose of our affiliated regionaland national associations.While some content is availablepublicly at www.ngvglobal.org,the wealth of information, discussion boards and commentfacilities ‘behind the wall’ isalready adding considerablevalue to those industry memberswho are leading from the frontby maintaining membership ofthe industry associations. If youare not an IANGV member or amember of one of our affiliatedassociations, now is the time toconsider membership seriouslyand see how you can stayahead of the game athttp://www.ngvglobal.org/page/membership. It costs nothingto enquire and I can promiseyou that the benefits will addsignificant value to your business and provide you withvaluable industry intelligence.


Leading type 4 cylinder technology

and complete storage systems

• Transit busses, trucks and passenger cars

• Gas transportation and stationary storage

• CNG and hydrogen

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Nobody really knows what the futureholds, but more or less credible forecasts may be made. In November 2009 the InternationalEnergy Agency (IEA) in a press presentation (see http://www.iea.org/speech/2009/Tanaka/WEO2009_Press_Conference.pdf) presented its World EnergyOutlook (WEO).

The IEA outlook assumes that governments will try to limit greenhouse gas emissions via a massive decarbonisation of the energy system and that the efforts toreduce CO2 emissions will also leadto reduced air pollution and positivehealth effects. The outlook also clearly states that natural gas canplay a key role as a bridge to a cleaner energy future.

Looking at a graph in the second lastslide of the IEA presentation I findroughly the following predictions concerning the averageworldwide sales of passenger cars (inthe 450 ppm GHG scenario aimingto hold temperature increases atmax 2 degrees C):

It is further assumed that CO2 emissions of new passenger carswith ICE engines will go from 205g/km in 2007 to 125 g/km in2020 and 90 g/km in 2030.Investments required to reach thesetargets were estimated to be in theorder of $10 trillion!

How realistic are the IEA predictions concerningannual car sales?

Worldwide sales of passenger cars in2009 came close to 50 million vehicles (in addition the automotive

industry last year provided some 19million commercial vehicles). Forcountry by country details seehttp://www.worldometers.info/cars/

For 2020 it would not be unrealisticto assume an annual production oftotally 70 million passenger cars, andfor 2030 maybe 100 million. Let usnow try to put numbers to the percentages supplied by the IEA:

The number of pure electric vehiclesor plug-in hybrids is still in 2009completely insignificant. Conventionalhybrid cars, on the other hand, havenow been on the market some tenyears, but it becomes a matter ofdefinition to decide what vehicles toinclude under this heading. Anincreasing number of conventionalcars are now fitted with electricstart/stop function avoiding idling atstandstill, others also with electricbraking and recovery of braking energy. Should these 'micro or mildhybrids' be included under the heading 'hybrids'?Going from some 400,000 hybrid

(*) Internal Combustion Engine

vehicles sold worldwide in 2009 to a2020 target of not less than 35 million cars with enhanced electricstorage capacity (hybrids, plug-inhybrids and pure electric vehicles) is,of course, an enormous challenge.

Car industry experiencesand new challenges

US registrations of hybrid carsin 2008 were GM 500, Nissan4,200, Ford 9,500, Honda 16,500,and Toyota 117,500. Hybrid cars(mainly Nissan, Honda and Toyota)were also sold in Europe and Japan.It would thus be fair to state thatmost car manufacturers have littleexperience of high volume manufacture of hybrids and pureelectric vehicles. There is thus precious little time available to buildup the experience required to handlehigh volume sales already ten yearsfrom now.If we, e.g. assume an average addedbattery weight per vehicle of 250 kgthis means that we by 2020 need toincrease the annual supply of

The crystal ballMonthly column

Peter Boisen

2020 2030

Pure electric vehicles 4% 8%

Plug-in hybrid vehicles 13% 22%

Hybrid vehicles 33% 30%

ICE powered vehicles 50% 40%

2009 2020 2030

Pure electric vehicles - 2.8 million 8.0 million

Plug-in hybrid vehicles - 9.1 milion 22.0 million

Hybrid vehicles ~0.5 million 23.1 million 30.0 million

ICE (*) powered vehicles 49.8 million 35.0 million 40.0 million

Total 50.0 million 70.0 million 100.0 million

OEM NGVs are already today on average well below the 2020 target of 125 g/km


batteries with 8.75 million tonnes.Assuming that these batteries wouldhave to be replaced after half thenormal life length of the vehicles theannual demand would actuallyincrease further. The industry is stilldebating whether to use lithium-ion,nickel-cadmium, lead, or other battery types. Where are the oreresources, the metal production, themachining capacity, and the plantsfor recycling of old batteries? Whatacids will be used, how will production and distribution bearranged? Cable harnesses used inthe cars may also have to be adapted to new capacity demands

Considering that we are talkingabout partially entirely new components and technology the carindustry might need 3-5 years ofcomponent testing, rather than amore normal 2-3 years, before starting high volume serial production. All in all a change froman annual production of 4-500,000hybrids right now, to an annual production of 35 million hybrids andelectric vehicles ten years fromnow, would appear to be quite unlike-ly to succeed.

A mature concept?

Only a few years ago researchers,politicians, and some large industryinterests were still spending largesums on development work aiming touse electric vehicles deriving theirpower from hydrogen based fuel cellstacks. In 2009 the new US administration cancelled the R & Dbudget for FC vehicles, and the interest is more or less gone also inother countries (still some

to a cleaner future. OEM producedNGVs are already today on averagewell below the 2020 target of 125g/km. To reach the 90 g/km targetwill certainly be much more easywith natural gas than with otherhydrocarbon fuels, and is clearlywithin reach.

To make the choice of natural gas atruly sustainable alternative oneshould, of course, step by stepincrease the share of renewable biomethane used in NGVs.Biomethane and natural gas arechemically the same product, it isonly the age which differs. Basicallyany organic matter, whether wasteor cultivated products, could be usedas feedstock. Wet waste would normally be treated with biologicalmethods in an aerobic digestionplant whereas dry waste, e.g. forestindustry residues, might be betterhandled in a gasification plant.Residuals from biomethane production can normally be used tofertilize agricultural land or forests,and thus reduce the need for production of artificial fertizers.

There is no mid term shortage ofnatural gas. Whereas the WEO suggests increasing oil prices, possibly levelling off at some$90/barrel, it is assumed that theprice gap between oil and natural gaswill increase, thus, even from a costperspective, supporting a continuedshift to NG powered vehicles.Continued political support of theNG/biomethane fuel option(favourable fuel tax, support ofinvestments in refuelling infrastructure and new biomethaneproduction plants, limits for vehicleCO2 emissions, and various benefitscompensating certain disadvantagesexperienced by early adaptors) canvery quickly result in steeply increasing volumes. It is also essential that incentives are availableover extended time periods (10-15years corresponding with normalamortization periods) toprovide investors with sufficient confidence.

To try and make predictions on average vehicle CO2 emissions without defining the shares for different fuels or vehicle technologiesis a mistake. Within the EU new legislation on tail-pipe CO2 emissionswill most certainly support a widening offer of methane poweredvehicles.

experimentation with FC poweredbuses).

The politicians that only a year agopushed the FC vehicles are nowinstead, just as eagerly, supportingplug-in hybrids or pure electric vehicles. There will certainly be applications where these vehiclesmay have a significant role to play(e.g. urban commuting and urbandeliveries) but the industry needs farmore time to find and develop theright concepts. The car industry isnot generally convinced about theoptimistic targets set by variouspoliticians, but feels forced to 'playball' to avoid competitive disadvantages.

The role for NGVs

The large majority of all new NGVsregistered in the EU and EFTA countries now consist of OEM produced light duty vehicles typeapproved according to new clearrules introduced on January 1,2001. Increasing annual productionvolumes have allowed the OEMs toallocate more funds for e.g. powertrain and fuel storage optimization, and the improved product in turn helps to boost production volumes. Also in Asia wesee a clear trend in the direction ofan increasing share of OEM produced NGVs, or conversions ofbrand new cars with OEM supportand approval.

Looking at the worldwide emissionstargets for passenger cars shown inthe WEO - 2007 actual 205, 2020target of 125 and 2030 target of90 g/km - it is clear that naturalgas could play a key role as a bridge


Ing. Ziosi, cosa rende il metano unbuon carburante per il trasporto equali sono le prospettive? Diciamo che il gas naturale contribuisce a garantire una mobilità sostenibile nel rispetto dell'ambiente fornendo un’alternativaimmediatamente disponibile alpetrolio, con emissioni di gasserra minori di qualsiasi altro idrocarburo, riduzione delle emissionidi altre sostanze inquinanti nonché dirumori e vibrazioni. Inoltre, grazie agliincentivi concessi dalle autorità, consente la riduzione dei costi globalidi esercizio per l’utilizzatore finale.Oltre al gas naturale, l’industria nelnostro settore può offrire prodottiatti anche all'utilizzo di biometano rinnovabile - senza alcuna restrizione,o altre complicazioni. Il biometanopuò essere efficacemente prodottomediante gassificazione delle materieprime ligno-cellulosiche, oppure attraverso la digestione anaerobica dialtre biomasse. La resa di carburanteper tonnellata di rifiuti, o per ettarodi terreno, è notevolmente superiorea quella degli altri biocarburanti.Quindi, i motivi principali chesostengono l'utilizzo di veicoli a gasnaturale sono strettamente legatia fattori ambientali, di sicurezzanegli approvvigionamenti e di natura economica. In Italia, nelperiodo gennaio-luglio 2009, lamedia mensile delle immatricolazionidi autovetture alimentate a gasnaturale in Italia è stata di 14.200veicoli. Il 15 settembre scorso,l'ACEA, l’Associazione europea dei costruttori di automobili, ha pubblicato i dati sul totale delleimmatricolazioni di macchine peruso privato in Italia nel mese diluglio: 205.665 unità. Ciò significache in quel periodo i veicoli alimentati a gas naturale nelnostro Paese rappresentavano il6,9% del totale (OEM 6,2%,retrofit 0,7%). Uno dei motivi diquesto auspicato incremento è

senza dubbio la continua introduzionedi nuovi modelli nel mercato da partedell'industria automobilistica italianaed europea, del sostegno governativoverso questa tipologia di carburante alternativo e dell’aumento, per quanto ancora molto concentrato inalcune aree specifiche della Penisola,della rete distributiva; tuttavia, neiprossimi anni, occorrerà garantirecontinuità all’incentivazione per sostenere le vendite, modernizzare lanorma sulla modalità di rifornimento,incentivare le infrastrutture per riuscire a connotare il settore deiveicoli a gas naturale al di fuori diuna ristretta 'di nicchia'.

Come lo posizionerebbe il gas naturale nell’ambito del processo disviluppo di carburanti alternativipuliti e disponibili, in un’ottica ditransizione a soluzioni di combustibilisempre meno inquinanti? La sicurezza dell'approvvigionamentoenergetico è una crescente preoccupazione a livello mondiale, siaa causa della recente impennata deiprezzi del petrolio, sia per la dipendenza da importazioni provenienti da aree politicamentemeno stabili. E’ ormai evidente che laproduzione mondiale di petrolio e gasnaturale sarà soggetta ad un consistente calo nei prossimi decenni,fino all'esaurimento delle riserve.Allora le fonti di energia rinnovabilediventeranno un elemento chiave.

Il biogas naturale sta assumendo uninteresse crescente in virtù di duefattori: da un lato, l’elevato potenziale diriduzione dei Ghg (green house gases)e, dall’altro, l’ampia varietà di biomassedalle quali può essere prodotto.Oltre al processo tradizionale di digestione anaerobica di sostanzeorganiche, l’attenzione si sta oggispostando sugli impianti di gassificazione da biomasse (inSvezia, in particolare, costituite daresidui e scarti di lavorazione dellegno). Si parla, nel primo caso, dibiogas naturale, nel secondo, di gasdi sintesi Sng (Synthetic natural gas).Stando ad informazioni pubbliche, taliimpianti trovano una sostenibilitàeconomica dal momento che vengonofinalizzati non solo alla produzione di gasnaturale per trasporti, ma risultanoparte integrante di nuove centrali dicogenerazione a biomassa per la contemporanea produzione di calore edenergia elettrica. In Europa, l’utilizzodel biogas naturale, o Sng, nelcampo dell’autotrazione è ai primipassi, ma non mancano esempi virtuosi quali la Svezia, dove sono infunzione circa 25 impianti di produzione che forniscono una percentuale estremamente significativa di gas naturale consumatodal settore trasporti. Pari interesseè dimostrato da Olanda, Austria eSvizzera: in quest’ultima, circa unterzo del gas naturale consumato nelsettore autotrazione ha origine “bio”.In Francia, un primo passo è statofatto dalla città di Lille, dove la flottadi 300 autobus a gas naturale è alimentata con una miscela contenenteil 50% di biogas naturale. Dal puntodi vista distributivo, essendo il biogasnaturale - una volta “purificato” - unprodotto simile al gas naturale, puòessere immesso nel network didistribuzione già esistente senza ulteriori aggravi di costi. Lo scenariocomplessivo europeo prevede, secondoautorevoli fonti, che, per il 2010, il14% del gas naturale impiegato nel

Voci dall’industria italiana NGVVoices from the Italian NGV Industry

Michele Ziosi, Direttore di NGVSystem Italia

L'industria italiana del gas naturale tra primato,innovazione e tradizione


settore trasporti abbia origine “bio” eche questa percentuale sia destinataa salire al 30% per il 2020.

Nel contesto che ci ha descrittocome si posiziona NGV System Italia?NGV System Italia opera per crearecondizioni stabili e vantaggiose, inItalia e in Europa per l’industria delgas naturale per i trasporti e perstabilire regolamenti armonizzati alivello europeo per il settore. NGVSystem Italia presidia la normativanazionale ed europea nei tavoli diBruxelles e di Ginevra (ECE-ONU/GRPE(emissioni ed energia) e GRSG (sicurezza)).Il Consorzio ritiene che sia importantepromuovere il metano e le sue derivazioni ‘bio’ nel medio-lungo termine per il suo inserimento e riconoscimento nelle future lineestrategiche dell'Unione europea perquanto concerne le politiche dei trasportie altresì’ considera imprescindibile avereun quadro stabile a livello di incentivi edi supporto normativo e legislativonell’ ambito del quale i nostri associatipossano operare ed innovare e quindiin seconda istanza offrire un servizioancora migliore ai possessori di veicolia gas naturale.

Quali sono le prossime tappe istituzionali di NGV System Italia? Per quanto riguarda le politichenazionali auspichiamo il mantenimentoprevisti nel corso del 2009 degliincentivi all’acquisto di veicoli sia difabbrica che delle trasformazioniaftermarket. Chiederemo ai Ministericompetenti di esaminare la possibilitàdi eliminare i vincoli ancora presentinella norma che regola la modalità didistribuzione self service e multidispenser nonchè continueremo apromuovere che i dispositivi di distribuzione domestica siano consentiti a livello nazionale. A livello europeo insieme auspichiamo che non vengano penalizzati i veicoli commerciali leggeri a metano che superano lamassa complessiva di 3,5 t a causadel peso aggiuntivo delle bombole:penalizzazione che potrebbe essereper esempio il passaggio del veicoliad una categoria superiore N2 (veicoli medi) che non possono essere guidati con la patente B. Alivello di politiche UE continueremoad interloquire con le Istituzioni europee perche ‘ il metano e le suederivazioni ‘bio’ entri a pieno titolonelle politiche dell’ Unione dei trasportie dell’ industria e dell’ Ambiente.

NGV System Italia (www.ngvsystem.com),fondato nel 1996,annovera fra gli associati aziende che

rappresentano l’ intera filiera industriale del gas naturale per l’autotrazione: Alpengas, ASSTRA(Associazione Italiana Imprese diTrasporto Pubblico), CRF - CentroRicerche Fiat, CNR Istituto Motori- Centro Nazionale delle Ricerche,Dresser Wayne, FPT FiatPowertrain Technologies, FiatGroup Automobiles, EMER spa,Faber Industrie spa , Fornovo Gassrl, Gas Natural Vendita Italia,GFBM (organismo ufficiale NG dicontrollo cilindri), IDROMECCANICAsrl, IRISBUS Italia spa, IVECOTrucks, Landi Renzo Group, METTorino Metano, Metatron, Safe srle Tenaris (Divisione Tenaris GasCylinder).

"Gli ingenti investimenti in ricercae sviluppo dei componenti, dei veicoli e delle stazioni di rifornimento da parte dellesocietà affiliate” sostiene MicheleZiosi, e’ giustamente premiato dalruolo di protagonisti a livello internazionale. "Biogas di origine rinnovabile emiscele di gas naturale/idrogeno”prosegue Ziosi “rappresentanoopportunità che aspettano solo diessere colte. L'interesse che stasuscitando il biogas, è dovutoprincipalmente a due fattori: da unlato, la possibilità di ridurre notevolmente le emissioni di gasserra e, dall'altro, l'ampia varietàdi biomasse da cui può essereprodotto". Lo sviluppo del mercatodei veicoli a metano oggi e dellerelative infrastrutture permetteràdomani, l’utilizzo delle medesimeper la distribuzione del gas naturale di origine non fossile maderivato da fonti rinnovabili (biometano), senso in cui

sembrano indirizzate le istituzio-ni europee chiamate a declina-re il futuro delle politiche dei tra-sporti.Nel giugno del 2009 NGVSystem Italia ha organizzato unimportante seminario, cuihanno partecipato rappresentanti del governo italiano esponenti del settoreautoveicoli stico e della distribuzione del gas naturale,con l'obiettivo di identificare lemisure legislative atte a promuovere nuove tecnologieper l’impiego e la diffusione delmetano nell’autotrazione e losviluppo delle relative infrastrutture. Dall'incontro èscaturita una sintesi delleaspettative industriali, ambientali e istituzionali e si èindicato il percorso per ulterioriazioni politiche, chiaramenteidentificate, in favore di un realesviluppo del mercato del metano per autotrazione e dellacatena industriale italiana. Al centro del dibattito c’e’ statolo studio elaborato da NomismaEnergia e da Gruppo ItaliaEnergia, secondo cui il mercatodel gas naturale potrebbe crescere tre volte nel corsodei prossimi cinque anni, favorendo l’aumento dell' attualeoccupazione da 8mila a 25milapersone. In termini di valore, inun contesto politico ottimale, ilbusiness potrebbe aumentaredagli attuali1,5 miliardi di euroa 4 miliardi di euro nel panorama nazionale e delleesportazioni. Nomisma, rimarca l'ottimo livello di esperienza e know-how tecnologico raggiunto dalleaziende italiane del settore,capaci di immettere sul merca-to applicazioni in grado diridurre le emissioni con evidentibenefici ambientali.

Risultati del 2009:Situazione parco circolante ed infrastrutture

® Immatricolazioni 2009 OEM - Immatricolazioni metano: 139.976 autoveicoli

® Trasformazioni after-market - Trasformazioni metano: 17.774 autoveicoli

® Totale mercato: Metano - 2008 vs 2009: (+62,7%)

® Rete distributiva in Italia - 715 distributori di metano


Mr. Ziosi, what makes natural gasa good transportation fuel andwhat are its prospects? Let’s say that natural gas makes acontribution to sustainable mobilitywhile respecting the environment, itprovides an immediate alternative tooil, produces less emissions ofgreenhouse gases than any otherhydrocarbon and lower emissions ofother kinds of pollutants, not tomention noise and vibration. Also,thanks to incentives granted by theauthorities, it allows a reduction inthe overall operating costs for theend user. In addition to natural gas,our industry sector can offer products that are able to use renewable biomethane - without anyrestrictions or other complications.Biomethane can be produced effectively by gasification of lignocellulose raw materials orthrough the anaerobic digestion ofother biomass. The yield of fuel perton of waste, or hectare of land, issignificantly higher than for otherbiofuels. Thus, the main reasons forsupporting the use of natural gasvehicles are closely linked to environmental factors, security ofsupply and economic considerations. During the period January to July2009, the average number of natural gas vehicles registered inItaly was 14,200.

On 15 September, ACEA, theEuropean Automobile ManufacturersAssociation, published data on thetotal number of vehicles registeredfor private use in Italy for the monthof July: the figure was 205,665units. This means that during theperiod mentioned vehicles fuelled bynatural gas in our country accounted for 6.9% of the total(6.2% OEM, retrofit 0.7%).

One reason for this increase isundoubtedly the ongoing launch ofnew models on the market by Italianand European car manufacturers,government support for this type of

alternative fuel and an expansion ofthe refuelling station network,although this continues to be highlyconcentrated in specific areas of thepeninsula. Nevertheless, over thecoming years it will be necessary toensure that incentives to encouragesales continue, to update the regulations concerning supplies andpromote the infrastructure in orderto free the NGV sector from the confines of its small 'niche' market.

How would you position natural gasin the context of the developmentof clean, alternative and availablefuels, with a view to a transition toeven less polluting fuel solutions? The security of energy supplies is anincreasing concern worldwide due,on the on hand, to the recent surgein oil prices and, on the other, thedependence on imports from politically less stable regions. It isnow clear that world production of oiland natural gas will experience asubstantial decline over the comingdecades until reserves are finallyexhausted. The sources of renewable energy will then become a key element.

Biogas is naturally attracting a growing interest because of two factors: first, the high potential forreducing GHG (green house gases)and, second, the wide variety of biomass from which it can be produced.In addition to the traditional processof anaerobic digestion of organicmaterials, the focus is now movingto biomass gasification plants (inSweden, in particular, consisting ofresidues and scraps of wood). Thereis talk of both natural biogas andSNG (Synthetic Natural Gas).

According to public information,these plants are economically sustainable since they are not onlydesigned to produce natural gas fortransportation, but are an integralpart of new biomass cogenerationplants for the simultaneous production of heat and electricity.

In Europe, the use of natural biogas,or SNG, in transportation is still inits infancy, but there is no shortageof good examples such as Sweden,where around 25 production facilities are in operation providing avery significant percentage of thenatural gas consumed by thetransport sector. Equal interest isalso being shown by theNetherlands, Austria andSwitzerland: in the latter, about onethird of the natural gas consumed inthe automotive sector is of "bio" origin.

In France, a first step was taken inthe city of Lille, where the fleet of300 NGV buses is being run on amixture of biogas containing 50%natural biogas. With regard to distribution, once natural biogas hasbeen “purified” it is a product similarto natural gas and can be fed directly into the existing distributionnetwork at no extra cost. Accordingto authoritative sources, the overallscenario predicted for Europe is thatby 2010 14% of natural gas used in

Voci dall’industria italiana NGVVoices from the Italian NGV Industry

Michele Ziosi, Director of NGV System

The Italian natural gas industry between leadership, innovation and tradition


transportation will be of “bio” originand that this percentage will rise to30% by 2020.

In the context you have describedto us, how do you position NGVSystem Italia?NGV System Italia works to createstable and favourable conditions inItaly and Europe for the NGV industryand to establish harmonized regulations for the sector at aEuropean level. NGV System Italiachairs the boards on national andEuropean legislation in Brussels andGeneva (ECE-ONU/GRPE (emissionsand energy) and GRSG (security)).

The Consortium believes it is important to promote natural gasand its ‘bio’ derivatives over themedium to long term so that it canbe included and recognised in futurestrategies of the European Unionwith regard to transport policies,and also considers it essential tohave a stable framework of incentives and regulatory and legislative support in an environmentin which our members can operateand innovate and, in turn, offer aneven better service to owners of natural gas vehicles.

What are the next institutionalsteps for NGV System Italia? With regard to national policy, wehope that the incentives for purchasing both production line vehicles and aftermarket conversionswill continue. We will ask the appropriate ministries to examinethe possibility of eliminating therestrictions that are still present inthe regulations governing self-servicestations and multi dispensers andwill continue to lobby for the domestic distribution systems to beexpanded on a national level.

At European level we hope that light commercial vehicles running on natural gas will not be penalizedbecause the additional weight ofcylinders pushes them over 3.5tons: a penalty that could, for example, force the vehicles into thehigher category N2 ( medium vehicles) which cannot be driven with a B license. In terms of EU policies, we will continue to negotiate with therespective European institutions for‘natural gas and its ‘bio’ derivativesto be fully accepted in the EU’s policies on transportation, industryand the environment.

NGV System Italia(www.ngvsystem.com), founded in 1996, isone of the associated

companies that represent theentire natural gas for vehicles sector: Alpengas, ASSTRA (ItalianPublic Transport Association), CRF(Fiat Research Centre), CNR(Motoring Association), DresserWayne, National ResearchCentre, FPT Fiat PowertrainTechnologies, Fiat GroupAutomobiles, EMER spa, FaberIndustrie Spa, Fornovo Gas srl,Natural Gas Vendita Italia, GFBM(official, non-governmental association for the control of cylinders ) IDROMECCANICA srl,IRISBUS Italy SpA, Iveco Trucks,Landi Renzo Group, MET TorinoMetano, Metatron, Safe srl andTenaris (Tenaris Gas CylinderDivision).

“The considerable investmentsmade in the research and development of components, vehicles and refuelling stations byaffiliated companies,” says MicheleZiosi, “is justifiably rewarded by itsleading role at international level.” “Biogas from renewable sourcesand mixtures of naturalgas/hydrogen,” continues Ziosi,“are opportunities waiting to beseized.

The interest being awakened by biogas is mainly dueto two factors: first, the possibilityof significantly reducing emissionsof greenhouse gases and, second,the wide variety of biomass fromwhich it can be produced.” Thedevelopment of the natural gasvehicles market and the relatedinfrastructure today will tomorrowenable it to be used for the distribution of natural gas from anon-fossil origin derived fromrenewable sources (biomethane),

which is the direction theEuropean institutions responsible for setting out thefuture transport policies seem tobe moving in.

In June 2009 NGV System Italiaorganized a major workshop,attended by representatives fromthe Italian government who areexponents of the automotiveindustry and the distribution ofnatural gas, with the aim of identifying the legislative measuresneeded to promote new technologies for the use and distribution of natural gas for vehicles and the development ofthe related infrastructures.

The meeting produced a synthesisof the industrial, environmentaland institutional aspects and indicated the path for further,clearly identified, policy actions infavour of a real development ofthe NGV market and the Italianindustrial chain.

At the heart of the debate was astudy prepared by NomismaEnergia and the Italia EnergiaGroup which claims that the natural gas market could growby three times over the next fiveyears, encouraging an increase inthe number of users from the current 8,000 to 25,000 people.

In terms of value, in an optimalpolitical context, business couldincrease from the current 1.5 billion euros to 4 billion eurosdomestically and in exports.

Nomisma emphasizes the excellent level of experience andknow-how accumulated by Italiancompanies in the sector, who areable to launch applications thatcan reduce emissions with environmental benefits.

Results for 2009:Situation regarding fleet and infrastructure

® OEM registrations 2009 - Natural gas registrations: 139,976 vehicles

® Aftermarket conversions - Natural gas conversions: 17,774 vehicles

® Total Market: Natural gas: 2008 vs 2009: (+62,7%)

® Refuelling network in Italy - 715 natural gas refuelling stations


L’Unione Europea ha espresso lanecessità di ridurre entro il 2020del 30% le emissioni di CO2 e diincrementare del 20 % la produzionedi energia da fonti rinnovabili. Inquesto scenario il metano ed il biometano rappresentano una possibile risposta al raggiungimentodi tali obiettivi.

Il progetto GasHighway, finanziatonell’ambito del programma europeoIntelligent Energy for Europe, siinserisce in questo contesto con loscopo di contribuire al superamento delleprincipali barriere tecnologiche, economiche, normative e culturaliall’uso del gas naturale e del biometano per autotrasporto.

L’obiettivo a lungo termine del progetto consiste nel contribuire allarealizzazione di una ”autostrada delgas” che connetta la Finlandiaall’Italia attraversando i restantiPaesi coinvolti: Svezia, Estonia,Repubblica Ceca, Polonia, Germaniaed Austria. Il progetto, cominciatonel Maggio 2009 e della durata ditre anni sotto il coordinamento diJyvaskyla Innovation Ltd. (Finlandia),prevede il coinvolgimento di tutti gliattori-chiave del settore (produttori,distributori, enti locali, aziende delsettore automotive, investitori, utiliz-zatori finali) per l’espansione dellarete di distribuzione del gas naturalee del biometano, per l’incremento delnumero delle stazioni di rifornimentoe del numero di veicoli alimentati aCNG/biometano in Europa.

Le attività della fase preliminare diprogetto sono state indirizzate all’analisi dello stato attuale di sviluppoe diffusione del (bio)metano in ciascun Paese coinvolto, alla mappatura dell’attuale rete di rifornimento in Europa e

europei, fornirà il suo contributo alladiffusione dei principali risultati delprimo anno di progetto.

Le attività di diffusione dei risultati alivello europeo segnalano l’urgenza diaffiancare allo sviluppo tecnologicoraggiunto nell’ambito delmetano/biometano per autotrazione,iniziative comuni di dialogo con le istituzioni nazionali ed internazionali,consapevoli della necessità di conferire un respiro europeo allepolitiche energetiche in questo settore nell’ambizione di promuovereuna comune autostrada del gas inEuropa.

Più info: www.ngvaeurope.eu ewww.gashighway.net.

all’identificazione delle principali criticità connesse alla possibilità diespansione della rete, rintracciandotutti i soggetti interessati a livellonazionale ed internazionale allosviluppo delle infrastrutture.

In futuro le attività tecniche del progetto sull’espansione della rete didistribuzione del CNG/biometano,coordinate da Environment ParkS.p.A. (Italia) e svolte in sinergia congli altri work package di progetto,saranno volte alla realizzazione dibusiness plan e studi di fattibilità tecnico-economici per la concretarealizzazione delle infrastrutture, contribuendo in modo tangibile equantificabile alla diffusione dell’usodel CNG/biometano come carburante per veicoli.

Nell’ambito del progetto GasHighwayNGVA Europe ha organizzato il primoseminario internazionale di progettoa Malmo (Svezia) che ha registratola partecipazione di 80 tecnici delsettore provenienti da 20 Paesiinteressati al contributo di 15 esperti sulle migliori pratiche esistenti in Europa in tema di sviluppo della rete di infrastrutture edi trasporti a CNG/biometano.

La prossima tappa vedrà la partecipazione dell’intero gruppo dilavoro europeo alla conferenzaNGV2010 (Roma 8-10 Giugno2010) dove Environment Park S.p.A.(Italy), con il supporto di ETAFlorence (Italy) ed in stretta collaborazione con gli altri partner

Fabio Sagnelli

BioEnergy LabEnvironment Park

Il progetto GasHighway: l’autostrada del gas in Europa

Flow Chart del programma di lavoro


European Union has set the targetfor the reduction of CO2 emission upto 30% and for the increase in production of energy from renewablesources up to 20% in 2020.

In this scenario, natural gas and biomethane could represent a concrete alternative for the achievement of this purpose.

The GasHighway project, co-financedby the European Commission underthe "Intelligent Energy for Europe”programme, develops in this contextwith the aim of providing a contributefor the overcoming of the main technical, economical, legislative andcultural barriers to the use ofmethane and biomethane in vehicles.

The long term objective consists inthe promotion of a European gashighway which will ideally connectFinland to Italy passing across theinvolved countries: Sweden, Estonia,Czech Republic, Poland, Germanyand Austria. The project, started inMay 2009 and lasting three yearsunder the coordination of JyvaskylaInnovation Ltd. (Finland), will see theinvolvement of the main key-actors(producers, distributors, localauthorities, enterprises in the automotive industry, investors, finalusers) for the expansion of the natural gas and biomethane distribution network, for the increasein the number of gas refuelling stations and in the number ofCNG/biomethane vehicles in Europe.

The project activities already developed in the preliminary phasehave been focused on the analysis ofthe status of development ofmethane and biomethane in eachcountry involved in the project, onthe mapping of the current gas refuelling infrastructures and on the

study of the main critical features forthe distribution network expansion,by identifying the main actors interested in the infrastructure development at national and international level.

In the future the technical activitieson the establishment of a comprehensive gas filling stationsnetwork, under the coordination ofEnvironment Park S.p.A. (Italy) andrealized in cooperation with the otherwork packages, will be addressed tothe realization of business plans andfeasibility studies on the technicaland economical features for the concrete realization of refuellinginfrastructures in order to provide aconcrete and measurable contribution to the promotion ofCNG/biomthane use as a fuel.

Within the GasHighway project NGVAEurope has organized the first international seminar in Malmo(Sweden) which has seen the participation of 80 technicians formthe NGV sector coming from 20 different countries and interested indiscussing with 15 experts on thebest European practices onCNG/biomethane vehicles and infrastructures. The project workinggroup will take part to the NGV2010conference (Rome, 8-10 June)where Environment Park with thesupport of ETA Florence and in collaboration with the otherEuropean partners, will present themain results of the first year of theproject.

The dissemination activities atEuropean level indicate the urgencyof joining technological developmentin the field of methane/biomethaneto common initiatives for promotingdialogue within national and international institutions and increasethe awareness that a commonEuropean environmental policy is necessary to build up the “gashighway”.

More about A Trans-European Roadto Renewable Mobility and theGasHighway project can be found onwww.ngvaeurope.eu andwww.gashighway.net.

Fabio Sagnelli

BioEnergy LabEnvironment Park

The GasHighway project: the gas road across Europe

Flow chart of the working programme


54 million more NGVs in the next 10 years

NGV 2010 Roma, the gateway tothe most successful decade

The projections made in 2006 byIANGV indicated that 2009 wouldculminate with 9 million NGVs. These forecasts not only were realized but were widely overcome:when there are still data to collect, itseems the final number will be morethan 11 million.The segment’s estimations wereeven somehow conservative, whatdemonstrates that the targets -besides being realistic - wereachieved beyond expectations. Basedon the same premise, it will not be asurprise when in 2020 the globalnumber of NGVs will rise to 65 million.

Starting point

In such encouraging and accuratecontext, NGV 2010 Rome will be amilestone, indicating the beginning ofa "golden decade" for vehicle gas. Inthe cradle of methane, an Expo ofover 5,000 m2 will be held, whereall segments of the global industrywill be participating. Simultaneously,a high-level Conference will takeplace, where leading specialists fromall five continents will speak aboutthose subjects that will show the wayin business.

In particular, those who will be ableto use fully – for their own and theircompany’s benefit- all that this eventhas to offer are those registered asdelegates, who will enjoy a range ofunbeatable advantages.

The privilege of belonging

Delegates will be the only ones entitled to all the activities scheduledfor the 12th World IANGVConference and Exhibition. Admissionto the Expo and Conference sessionsis unrestricted and their condition asdelegates includes simultaneoustranslation English-Italian, lunch andcoffee breaks for each day.

The transfer is also facilitated by theorganization, which will provide freecharters from the hotel to the Fairsite (and vice versa). Also, delegateswill receive an official bag containing:general program of the Conference,exhibition catalogue, program ofConference Opening Session andExhibition Opening Ceremony, ticketsand program for the Gala Dinner, listof registered delegates, Italy andRome tourism brochures, pad andpen, and a special edition of themagazine The GVR.

The only additional alternatives aretechnical tour and extra seminarsthat may be scheduled in the future.

Exclusive evening

There is one benefit that stands outamong all the others for its singularity and charm. Delegates andPartner’s Program participants willbe the only ones who will enjoy a different evening in a dream place.Eni, main sponsor of the event,invites them to a dinner at theCastel Sant'Angelo, a place whichwas Emperor Adriano’s mausoleum,refuge for the Vatican treasures, andeven a site for executions during theInquisition.

The meeting will be on June 9th in

this emblematic place of Rome,where participants will be receivedby guides who will lead them toexplore it and learn its history. Also,they will enjoy a welcome cocktailwith select Italian wines, canapésand regional cold meats. From theterrace of Castel, they will contemplate the sunset, with anexcellent view of the eternal city andthe Vatican. The dinner will beserved in the historic bastions of SanMarco and San Mateo, where theguests will have the typical and finestItalian pastas, and other luxuriousdishes. Then, the dessert table willbe served on the terrace.

Unique experience

Everything is planned for and unforgettable stay of NGV 2010Roma delegates. It will offer the possibility of taking with you andpassing on updated and relevantinformation of the industry, theopportunity to do business and – atthe same time – to enjoy a visit withall comfort and exclusive benefits.If you have not registered yet, do itnow and start living "the event of theyear" and the official start of adecade with NGV as protagonist:http://www.ngv2010roma.com/en/registration-form.phpCi vediamo a Roma!


54 milioni di veicoli a metano in più nei prossimi 10 anni

NGV 2010 Roma: l’inizio del decennio di successoLe proiezioni fatte nel 2006dall’IANGV indicavano che nel 2009si sarebbe giunti a 9 milioni di veicolia gas. Le previsioni non solo sonostate raggiunte, bensì di gran lungasuperate: anche se mancano ancoraalcune cifre all’appello, il numerofinale sembra superare gli 11 milionidi veicoli.

Le stime del settore erano persinoun po’ conservatrici, fatto dimostratodagli obiettivi, che oltre ad essererealistici, sono stati ampiamentesuperati. Sulla base delle stesse premesse, non ci sorprenderà se nel2020 il numero complessivo diveicoli a gas naturale raggiungerà i65 milioni.

Punto di partenza

In un contesto così promettente,NGV 2010 Roma costituirà la pietramiliare che indicherà l’inizio del“decennio d’oro” per il settore delgas naturale per autotrazione. Nellaculla del metano si terrà un’esposizione di oltre 5,000 m2,alla quale parteciperanno tutti i segmenti dell’industria globale.Parallelamente avranno luogo conferenze di alto livello, in cui importantispecialisti provenienti da tutto il mondoparleranno di tematiche riguardanti ilmercato e il commercio.

In particolare, coloro che potrannotrarre il massimo vantaggio dall’evento – per loro stessi e per leloro aziende – saranno coloro che siregistreranno come delegati e chepotranno godere di una vastagamma di interessanti vantaggi.

Il privilegio di appartenenza

Soltanto i delegati saranno ammessia tutte le attività previste per la12ma Conferenza ed EsposizioneIANGV. Avranno libero accesso all'esposizione e alle conferenze einoltre lo statuto di delegato includela traduzione simultanea inglese - italiano, nonché lo spuntino alla pausapranzo e il caffè ogni giorno. L’organizzazione provvederà anchealle trasferte, gratuite, dall'albergoalla Fiera e viceversa. I delegati

riceveranno una borsa ufficiale comprendente: programma generaledelle conferenze, catalogo dell’esposizione, programma dellaconferenza di apertura e della cerimonia di apertura dell’esposizione,biglietti e programma per la cena digala, elenco dei delegati registrati,opuscoli turistici su Roma e sull‘Italia,blocco di carta e penna e un’edizionespeciale della rivista The GVR. Restano come uniche alternativesupplementari, che eventualmenteverranno ancora programmate, ungiro tecnico ed eventuali altri seminari.

Serata esclusiva

Un vantaggio si contraddistingue inparticolare dagli altri per la sua singolarità e il suo fascino. Soltanto i delegati e i loro accompagnatori potranno usufruiredi una serata diversa in un posto dasogno. Eni, lo sponsor principale dell’evento, invita i delegati e i loroaccompagnatori a una cena al CastelSant’Angelo, che è stato il mausoleodell'imperatore Adriano, rifugio deitesori del Vaticano e persino luogo diesecuzioni durante l'Inquisizione.

L’appuntamento è dato per il 9 giugno in questo magnifico posto diRoma e i partecipanti sarannoaccolti da guide che faranno loro

conoscere il posto e la sua storia.Inoltre sarà loro offerto un cocktail dibenvenuto con vini scelti italiani,canapé e insaccati locali. Dalla terrazza del castello potrannocontemplare il tramonto con unamagnifica vista sulla città eterna esul Vaticano. La cena sarà servitanelle mura storiche di San Marco eSan Matteo e gli ospiti potrannogustare una tipica raffinata pastaitaliana e altre portate di lusso. Ildessert sarà servito sulla terrazza.

Un'esperienza unica

Tutto è pianificato affinché i delegatidi NGV 2010 Roma possano goderedi un soggiorno indimenticabile.L’evento offrirà la possibilità di ricevere e condividere le ultimissimee importanti informazioni dell'industria, l'opportunità di concludere affari e contemporaneamente di godere unavisita piena di comfort e di vantaggiesclusivi.

Se non vi siete ancora iscritti comedelegati, non tardate, cominciate sind’ora ad essere i protagonistidell’”evento dell’anno” e dell’inizio ufficiale del decennio del metano:http://www.ngv2010roma.com/it/registration-form.phpCi vediamo a Roma!


Image of the GasHighway meeting in Malmö, Sweden.

At the beginning of 2008 a significant group of people representing different activitiesaround the Natural Gas industry,met in Madrid with the objective ofcreating a new European organisa-tion to defend and promote the useof natural gas and biomethane, theonly real alternative fuel, clean andable to replace in large areas of use,the oil derived traditional fuels.

In May 2008, NGVA Europe (NaturalGas Vehicle Association) was officiallyregistered in Madrid, with the support of just 20 founding members. One year later the number of members had grown to80 and by the end of 2009, we hadpassed the 100 mark.

The continuous increase of ourmember body is giving us morecapacity to do things and also moreconfidence to pursue in our mission.

In the last months we have had anintensive activity in Brussels wherewe have directly contributed to anumber of Public Consultations.Additionally we are happy to havebeen present in the discussions ofthe Stakeholders Meeting, afterwhich we have heard significant declarations like: Mr. MatthiasRuete, Director General of DGTransport and Energy (DG TREN),recognising that “the Commissionshould re-evaluate the contribution ofNG/biomethane to a sustainablefuture for transport”.

Another key line of activity for ourassociation is the presence in theEU/UN technical working parties,where we deal with the regulationsand standards. In January NGVAEurope has celebrated a meeting inZurich to reorganize our representation in the many working

With this first contribution NGVA Europe starts its presence in The GVR, which will give us the opportunity to report about our activities in the different fields of activity we are carrying out.

groups of the EU and UN, we areattending and contributing to.

In order to carry out this work in thebest and more efficient way we havedefined three fields of activity, whichhave been assigned to three recog-nised experts. Detailed informationabout this subject can be found inour webpage (www.ngvaeurope.eu). NGVA Europe is also participating indifferent European programmes thatare funded by the EuropeanCommission. For example in Januarywe were the organizers of the 1stinternational seminar.

“A Trans-European Road toRenewable Mobility” during theGasHighWay project held on 28th

January 2010 in Malmö (Sweden).The conference was attended bymore than 80 people from morethan 20 different countries. Just tofinish, let me quote a comment formthe floor in the Malmö event: “This isthe best expert conference onBiofuels and other available technologies like LNG and Dual Fuel Ihave heard in the last fifteen years!”

For any inquiries, please [email protected]

With my best regards,

M. Lage

NGVA Europe ... for sustainable mobility

Manuel Lage

NGVA EuropeGeneral Manager

European Association March report

Natural Gas Vehicles Association Europe


Worldwide NGV statisticsCountry

Natural Gas Vehicles NGV Refuelling stations

VRA

Monthly gas consumption (M Nm3)

Last updateTotal Cars/LDVs MD/HD

BusesMD/HDTrucks Others

% of totalNGVs inthe world

Total Public Private Planned% of total

fuelling sta-tions in the

world

Average con-sumption

(actual report)

The consump-tion in theory

Reportedconsumption

Pakistan 2.250.100 2.200.000 100 50.000 20.18% 3.000 3.000 1.002 17.68% 398,80 0,0% September 2009Argentina 1.813.777 1.813.777 16.26% 1.851 1.851 10.91% 32 202,46 326,48 62,0% November 2009Iran 1.734.431 1.728.909 5.522 15.55% 1.079 1.058 21 840 6.36% 189,00 327,77 57,7% December 2009Brazil 1.614.404 1.614.404 14.48% 1.775 1.775 10.46% 7 182,75 290,59 62,9% December 2009India 700.000 680.380 12.000 715 6.905 6.28% 500 181 319 2.95% 52,00 159,39 32,6% April 2009Italy 587.577 584.577 2.000 1.000 5.27% 732 690 42 80 4.31% 199 49,00 112,02 43,7% June 2009China 500.000 320.000 150.000 30.000 4.48% 1.652 1.453 199 232 9.74% 9 531,60 0,0% January 2010Colombia 299.640 276.180 13.800 9.660 2.69% 485 485 2.86% 3 45,00 98,84 45,5% October 2009Ukraine 200.019 10.000 120.000 70.000 19 1.79% 283 91 192 40 1.67% 8 83,00 417,80 19,9% November 2009Bangladesh 200.000 168.412 3.233 8.355 20.000 1.79% 500 500 2.95% 13 21,36 47,70 44,8% January 2010Thailand 162.023 130.748 11.315 18.282 1.678 1.45% 391 366 25 36 2.30% 0 95,60 72,19 132,4% December 2009Bolivia 122.812 122.812 1.10% 128 128 0.75% 46 26,28 22,11 118,9% May 2009Egypt 122.271 119.598 1.217 711 745 1.10% 119 115 4 16 0.70% 36,00 25,78 139,6% December 2009Russia 103.000 60.000 8.000 35.000 0.92% 226 201 25 1.33% 12 26,79 62,80 42,7% December 2008Armenia 101.352 69.971 9.831 19.626 1.924 0.91% 275 9 266 14 1.62% 28,50 57,88 49,2% September 2009USA 100.000 86.500 11.000 2.500 0.90% 816 816 4.81% 4.747 55,00 50,57 108,8% September 2008Germany 77.000 72127 1513 3324 36 0.69% 835 835 150 4.92% 823 10,76 20,18 53,3% June 2009Peru 81.029 81.018 11 0.73% 95 95 0.56% 9,48 14,62 64,9% November 2009Bulgaria 60.236 60.000 216 20 0.54% 76 75 1 13 0.45% 13,00 11,46 113,4% September 2009Uzbekistan 47.000 47.000 0.42% 63 63 0.37% 8,82 8,46 104,3% September 2009Malaysia 42.631 42.105 466 14 46 0.38% 137 135 2 0.81% 10 8,99 0,0% January 2010Japan 38.042 14.587 1.467 20.566 1.422 0.34% 344 293 51 2.03% 672 23,55 0,0% September 2009Myanmar 22.821 4.527 18.290 4 0.20% 37 37 0.22% 55,69 0,0% October 2008Korea 24.358 1.183 22.416 758 1 0.22% 157 157 5 0.93% 13 81,68 68,07 120,0% October 2009Sweden 23.124 21.749 963 412 0.21% 134 104 30 55 0.79% 21 6,77 7,13 94,8% December 2009France 12.450 9.500 2.100 850 0.11% 125 15 110 0.74% 1.290 8,69 0,0% December 2008Canada 12.140 9.500 240 0 2.400 0.11% 101 85 16 0.60% 3.789 2,55 0,0% December 2007Tajikistan 10.600 10.600 0.10% 53 53 0.31% 4,13 1,91 216,5% December 2007Chile 8.064 8.055 9 0.07% 15 15 0.09% 1 3,20 1,48 216,7% December 2007Switzerland 8.599 8.348 135 56 60 0.08% 122 119 3 7 0.72% 117 1,14 1,96 58,0% December 2009Kyrgyzstan 6.000 6.000 0.05% 6 6 0.04% 0,60 1,08 55,6% December 2007Belarus 5.500 5.500 0.05% 25 25 0.15% 3,00 0,99 303,0% December 2007Moldova 5.000 5.000 0.04% 14 14 0.08% 1,00 0,90 111,1% December 2007Venezuela 15.000 15.000 0.13% 150 150 0.88% 8,15 2,70 301,9% September 2009Austria 4.983 4.936 41 6 0.04% 208 160 48 15 1.23% 12 0,50 1,02 49,2% January 2010Singapore 4.578 4.533 30 15 0.04% 5 5 0.03% 0,92 0,0% December 2009Trinidad & Tobago 3.500 3.500 0.03% 13 12 1 0.08% 0,80 0,63 127,0% December 2006Turkey 3.056 2.564 492 0.03% 9 5 4 0.05% 35 0,40 1,94 20,6% July 2008Mexico 3.037 3.037 0.03% 8 8 0.05% 22 0,02 0,55 3,7% November 2008Georgia 3.000 3.000 0.03% 42 42 0.25% 0,54 0,0% January 2008Indonesia 2.550 1.755 335 210 250 0.02% 9 9 0.05% 1,50 0,0% December 2009Australia 2.825 100 1.700 275 750 0.03% 47 4 43 39 0.28% 130 5,38 0,0% November 2009Netherlands 2.032 1.350 542 140 0.02% 51 35 16 32 0.30% 558 1,98 0,0% November 2009Poland 2.106 1.502 300 4 300 0.02% 33 32 1 0.19% 49 1,19 0,0% August 2009Spain 1.863 213 847 760 43 0.02% 42 1 41 0.25% 21 3,52 3,19 110,5% December 2008Czech Republic 1.580 1.279 244 17 40 0.01% 35 20 15 0.21% 60 0,45 0,98 46,0% June 2009Slovakia 564 228 305 31 0,01% 7 5 2 4 0,04% 0,75 0,98 76,5% April 2009Latvia 500 30 10 187 273 0,00% 4 4 0,02% 11 0,23 0,0% December 2007Greece 520 0 414 106 0,00% 2 2 1 0,01% 1,33 0,0% August 2009Portugal 407 44 334 29 0,00% 5 1 4 0,03% 1,03 0,0% December 2008Finland 542 420 105 15 2 0,00% 13 12 1 5 0,08% 10 0,49 0,40 121,7% June 2009Serbia 326 320 6 0,00% 5 4 1 0,03% 0,015 0,08 19,8% April 2009United Arab Emirates 305 305 0 0 0,00% 2 1 1 0,01% 1 0,05 0,0% March 2007United Kingdom 294 4 217 73 0,00% 33 12 21 0,19% 115 0,40 0,18 224,8% December 2008New Zealand 283 180 66 37 0,00% 14 14 0,08% 0,23 0,0% March 2007Norway 311 150 138 7 16 0,00% 8 5 3 0,05% 0,45 0,0% June 2009Luxembourg 215 174 41 0,00% 7 5 2 0,04% 2 0,06 0,15 35,9% December 2009Belgium 143 143 0,00% 9 4 5 0,05% 60 0,03 0,0% December 2008Lithuania 133 56 77 0,00% 2 1 1 10 0,01% 20 0,130 0,24 53,9% June 2009Croatia 130 92 30 8 0,00% 1 1 0,01% 0,013 0,04 31,7% April 2009Algeria 125 125 0,00% 3 3 0,02% 0,02 0,0% October 2004Iceland 120 101 2 17 0,00% 2 2 1 0,01% 0,04 0,04 103,2% September 2009Lichtenstein 104 72 31 1 0,00% 3 3 0,02% 0,11 0,0% December 2009Hungary 72 30 42 0,00% 4 1 3 0,02% 12 0,12 0,13 95,1% December 2008Nigeria 60 60 0,00% 2 2 0,01% 0,01 0,0% May 2005Macedonia 50 7 43 0,00% 1 1 0,01% 0,02 0,13 15,4% March 2007Philippines 36 11 25 0,00% 3 1 2 0,02% 0,08 0,0% February 2006Tunesia 34 32 2 0,00% 1 1 0,01% 0,01 0,0% October 2007Ecuador 40 40 0,00% 1 1 0,01 0,0% May 2009Panama 15 15 0,00% 0,00% November 2008Bosnia & Herzegovina 7 7 0,00% 3 0 3 0,02% 2 0,00 0,0% December 2007Montenegro 0,00% 1 1 0,01% 0,00 0,0% March 2006Estonia 4 4 0,00% 1 1 0,01% 0,00 0,0% December 2008Taiwan 4 4 0,00% 1 1 0,01% 0,01 0,0% April 2005Mozambique 4 4 0,00% 1 1 0,01% 0,01 0,0% May 2007Tanzania 10 10 0,00% 3 0,00% 0,00 0,0% January 2010Vietnam 1.002 1.000 2 0,01% 12 11 1 0,07% December2009Ireland 2 2 0,00% 1 1 0,01% 1 0,00 0,0% October2008Kazakhstan 10 10 0,06% September2009Dominican Republic 1 1 0,00% 2 2 0,01% 0,00 0,0% November2009Turkmenistan 1 1 0,01% November 2009Total 11.152.473 10.439.499 402.026 223.920 87.028 16.968 15.423 1.545 2.600 12.933 1.252,20 3.268,52 38,3% February 2010


Cities with CNG refuelling stations

Europe Worlwide

www.ngvgroup.com • Visit the biggest NGV portal in the world

Country's share of the world's total NGVs and fuelling stations

1.577

CountryNatural Gas Vehicles Refuelling stations

Last updateTotal% of total NGVs

in the worldTotal

% of total fuellingstations in the world

Pakistan 2.250.100 250100 3.000 17.68% September 2009Argentina 1.813.777 16.26% 1.851 10.91% November 2009Iran 1.734.431 15.55% 1.079 6.36% December 2009Brazil 1.614.404 14.48% 1.775 10.46% December 2009India 700.000 6.28% 500 2.95% April 2009Italy 587.577 5.27% 732 4.31% June 2009China 500.000 4.48% 1.652 9.74% January 2010Colombia 299.640 2.69% 485 2.86% October 2009Ukraine 200.019 1.79% 283 1.67% November 2009Bangladesh 200.000 1.79% 500 2.95% January 2010Thailand 162.023 1.45% 391 2.30% December 2009Bolivia 122.812 1.10% 128 0.75% May 2009Egypt 122.271 1.10% 119 0.70% December 2009Russia 103.000 0.92% 226 1.33% December 2008Armenia 101.352 0.91% 275 1.62% September 2009USA 100.000 0.90% 816 4.81% September 2008Germany 77.000 0.69% 835 4.92% June 2009Peru 81.029 0.73% 95 0.56% November 2009Bulgaria 60.236 0.54% 76 0.45% September 2009Uzbekistan 47.000 0.42% 63 0.37% September 2009Malaysia 42.631 0.38% 137 0.81% January 2010Japan 38.042 0.34% 344 2.03% September 2009Myanmar 22.821 0.20% 37 0.22% October 2008Korea 24.358 0.22% 157 0.93% October 2009Sweden 23.125 0.21% 134 0.79% December 2009France 12.450 0.11% 125 0.74% December 2008Canada 12.140 0.11% 101 0.60% December 2007Tajikistan 10.600 0.10% 53 0.31% December 2007Chile 8.064 0.07% 15 0.09% December 2007Switzerland 8.599 0.08% 122 0.72% December 2009Kyrgyzstan 6.000 0.05% 6 0.04% December 2007Belarus 5.500 0.05% 25 0.15% December 2007Moldova 5.000 0.04% 14 0.08% December 2007Venezuela 15.000 0.13% 150 0.88% September 2009Austria 4.983 0.04% 208 1.23% January 2010Singapore 4.578 0.04% 5 0.03% December 2009Trinidad & Tobago 3.500 0.03% 13 0.08% December 2006Turkey 3.056 0.03% 9 0.05% July 2008Mexico 3.037 0.03% 8 0.05% November 2008Georgia 3.000 0.03% 42 0.25% January 2008Indonesia 2.550 0.02% 9 0.05% December 2009Australia 2.825 0.03% 47 0.28% November 2009Netherlands 2.032 0.02% 51 0.30% November 2009Poland 2.106 0.02% 33 0.19% August 2009Spain 1.863 0.02% 42 0.25% December 2008Czech Republic 1.580 0.01% 35 0.21% June 2009Slovakia 564 0.01% 7 0.04% April 2009Latvia 500 0.00% 4 0.02% December 2007Greece 520 0.00% 2 0.01% August 2009Portugal 407 0.00% 5 0.03% December 2008Finland 542 0.00% 13 0.08% June 2009Serbia 326 0.00% 5 0.03% April 2009United Arab Emirates 305 0.00% 2 0.01% March 2007United Kingdom 294 0.00% 33 0.19% December 2008New Zealand 283 0.00% 14 0.08% March 2007Norway 311 0.00% 8 0.05% June 2009Luxembourg 215 0.00% 7 0.04% December 2009Belgium 143 0.00% 9 0.05% December 2008Lithuania 133 0.00% 2 0.01% June 2009Croatia 130 0.00% 1 0.00% April 2009Algeria 125 0.00% 3 0.02% October 2004Iceland 120 0.00% 2 0.01% September 2009Lichtenstein 104 0.00% 3 0.02% December 2009Hungary 72 0.00% 4 0.02% December 2008Nigeria 60 0.00% 2 0.01% May 2005Macedonia 50 0.00% 1 0.00% March 2007Philippines 36 0.00% 3 0.02% February 2006Tunesia 34 0.00% 1 0.00% October 2007Ecuador 40 0.00% 1 May 2009Panama 15 0.00% 0.00% November 2008Bosnia & Herzegovina 7 0.00% 3 0.02% December 2007Montenegro 0.00% 1 0.00% March 2006Estonia 4 0.00% 1 0.00% December 2008Taiwan 4 0.00% 1 0.00% April 2005Mozambique 4 0.00% 1 0.00% May 2007Tanzania 10 0.00% 0.00% January 2010Vietnam 1.002 0.00% 12 0.07% December 2009Ireland 2 0.00% 1 0.00% October 2008Kazakhstan 10 September 2009Dominican Republic 1 0,00% 2 0,01% November 2009Total 11.152.474 16.968 February 2010

Country Number of cities Last updateGermany 530 Dec. '06

Argentina 329 Nov. '09

Brazil 292 Dec. '09

Iran 611 Dec. '09

Russia 172 Aug. '07

Italy 150 Dec. '06

Austria 118 Jan. '10

China 74 Sept. '04

Sweden 63 Jun. '09

Colombia 60 Oct. '09

Pakistan 50 Apr. '08

Thailand 39 Aug '08

Armenia 37 Mar. '08

Bulgaria 36 Sep. '09

Korea 34 May. '05

Venezuela 26 Nov. '08

France 26 Aug. '02

Switzerland 21 Dec. '09

Czech Republic 17 Oct. '08

Netherlands 16 Dec. '08

Egypt 16 Apr '06

Spain 13 Jan. '06

Trinidad & Tobago 11 Dec. '07

India 8 Oct.' 06

Bangladesh 8 Nov. '05

Slovakia 7 Apr. 09

Finland 7 Dec. '07

Malaysia 6 Oct. '06

Bolivia 6 Apr. '08

United Kingdom 5 Nov. '04

Serbia 5 Dec. '07

Portugal 5 Jul. '04

Chile 5 Dec. '07

Australia 3 Nov. '09

Norway 3 Oct. '04

United Arab Emirates 2 Oct. '06

Turkey 2 Aug. '04

Peru 2 Oct. '09

Mexico 2 Jun. '05

Luxembourg 2 Jan. '06

Lithuania 2 Jun. '09

Indonesia 2 Sept. '08

Hungary 2 Aug. '02

Iceland 2 Sept. '09

Taiwan 1 Apr'. 05

Singapore 1 Jul. '05

Philippines 1 Oct.'05

Macedonia 1 Jan. '05

Liechtenstein 1 Sept. '04

Ireland 1 Oct. '08

Greeece 1 Sept. 08

Croatia 1 Jan. '09

2.835


NGV’s statistics balanceBest growth in NGV population by number

Best growth in fuelling station population by number

Best growth in NGV population by % Best growth in fuelling station population by %


Last twelve years evolution

Argentina 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs 418.916 480.764 544.748 630.548 755.671 879.587 1.164.839 1.348.126 1.459.236 1.429.973 1.678.230 1745677Stations 570 646 770 871 982 1.049 1.152 1.330 1.494 1.636 1.744 1.806CNG sold (MNm3) 1.270 1.412 1.508 1.681 1.851 2.041 2.649 3.062 3.186 3.061 2.940 2.659Brazil 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs ... ... ... ... 284.751 380.515 642.844 826.364 1.052.295 1.325.823 1.467.219 1.588.331Stations ... ... ... ... 265 506 667 905 1.206 1.411 1.575 1688CNG sold (MNm3) ... ... ... 251 635 959 1.340 1.573 1.937 2.305 2.580 2.341Germany 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGV 1.059 2.040 3.245 (*) 6.829 10.509 14.420 19.105 27.175 38.933 54.772 77.191Stations 30 50 120 130 250 350 400 500 630 720 804CNG sold in MWh 132.472 165.127 239.871 325.546 424.697 527.314 685.836 963.204 1.400.000Italy 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGV (LDVs) 260.000 260.000 263.119 296.358 327.643 344.306 335.205 326.104 358.488 410.000 432.900 523.100Stations 276 281 298 323 344 402 456 498 535 589 609 700CNG sold (MNm3) 330 335 340 400 448 448 442 442 468 520 588 588Sweden 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs 657 1.079 1.374 1.725 2.000 3.309 4.248 5.298 7.897 12.119 14.536 16.900Stations 14 19 22 26 31 39 48 65 85 97 115 122CNG and CBG sold (Nm3x1000) 7.137 9.862 11.335 13.950 16.678 20.125 25.434 28.872 35.450 43.856 53.636 58.126Switzerland 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs 30 60 80 100 150 350 650 1.250 1.965 3.313 5.830 7.122Stations 3 7 13 14 20 26 37 50 64 78 97 112CNG and CBG sold (Nm3x1000) 220 451 840 994 1.575 1.859 2.281 3.054 4.422 658 10.200

NGV x 1.000Round up figures

World’s top 10 NGV countries

´09

2250

1814

1734

1614

700

588

500

300

735 Argentina

200 Pakistan

25 India

370 Italy

36 China

9 Colombia

22 Bangladesh

35 Ukraine´07 ´06 ´05 ´04 ´03 ´02 ´01

200

200

272 Brazil

1 Iran

European NGV statistics



Fuel prices in Europe

All data shown on this work sheet is result of a work conducted by The GVR and NGVA Europe.

All data shown on this work sheet is result of a work conducted by The GVR and NGVA Europe.

Country

Natural Gas Vehicles Refuelling stations

VRA Monthly gas consumption (M Nm3) Last updateTotal Cars/LDVs MD/HD

BusesMD/HDTrucks Others Total Public Private Planned

Italy 587.577 584.577 2.000 1.000 732 690 42 80 199 49,00 112,02 43,7% June 2009Ukraine 200.019 10.000 120.000 70.000 19 283 91 192 40 8 83,00 417,80 19,9% November 2009Russia 103.000 60.000 8.000 35.000 226 201 25 12 26,79 62,80 42,7% December 2008Armenia 101.352 69.971 9.831 19.626 1.924 275 9 266 14 28,50 57,88 49,2%September 2009Germany 77.000 72127 1513 3324 36 835 835 150 823 10,76 20,18 53,3% June 2009Bulgaria 60.236 60.000 216 20 76 75 1 13 13,00 11,46 113,4%September 2009Sweden 23.125 21.749 963 412 1 134 104 30 55 21 6,77 5,86 115,5% December 2009France 12.450 9.500 2.100 850 125 15 110 1.290 8,69 0,0% December 2008Switzerland 8.599 8.348 135 56 60 122 119 3 7 117 1,14 1,96 58,0% December 2009Belarus 5.500 5.500 25 25 3,00 0,99 303,0% December 2007Moldova 5.000 5.000 14 14 1,00 0,90 111,1% December 2007Austria 4.983 4.936 41 6 208 160 48 15 12 0,50 1,02 49,2% January 2010Turkey 3.056 2.564 492 9 5 4 35 0,40 1,94 20,6% July 2008Georgia 3.000 3.000 42 42 0,54 0,0% January 2008Poland 2.106 1.502 300 4 300 33 32 1 49 1,19 0,0% August 2009Netherlands 2.032 1.350 542 140 51 35 16 32 558 1,98 0,0% November 2009Spain 1.863 213 847 760 43 42 1 41 21 3,52 3,19 110,5% December 2008Czech Republic 1.580 1.279 244 17 40 35 20 15 60 0,45 0,98 46,0% June 2009Slovakia 564 228 305 31 7 5 2 4 0,75 0,98 76,5% April 2009Finland 542 420 105 15 2 13 12 1 5 10 0,49 0,40 121,7% June 2009Greece 520 0 414 106 2 2 1 1,33 0,0% August 2009Latvia 500 30 10 187 273 4 4 11 0,23 0,0% December 2007Portugal 407 44 334 29 5 1 4 1,03 0,0% December 2008Serbia 326 320 6 5 4 1 0,015 0,08 19,8% April 2009Norway 311 150 138 7 16 8 5 3 0,45 0,0% June 2009United Kingdom 294 4 217 73 33 12 21 115 0,40 0,18 224,8% December 2008Luxembourg 215 174 41 7 5 2 2 0,06 0,15 35,9% December 2009Belgium 143 143 9 4 5 60 0,03 0,0% December 2008Lithuania 133 56 77 2 1 1 10 20 0,130 0,24 53,9% June 2009Croatia 130 92 30 8 1 1 0,013 0,04 31,7% April 2009Iceland 120 101 2 17 2 2 1 0,04 0,04 103,2%September 2009Lichtenstein 104 72 31 1 3 3 0,11 0,0% December 2009Hungary 72 30 42 4 1 3 12 0,12 0,13 95,1% December 2008Macedonia 50 7 43 1 1 0,02 0,13 15,4% March 2007Bosnia & Herzegovina 7 7 3 0 3 2 0,00 0,0% December 2007Estonia 4 4 1 1 0,00 0,0% December 2008Ireland 2 2 1 1 1 0,00 0,0% October 2008Montenegro 1 1 0,00 0,0% March 2006Total 1.206.922 923.500 148.772 131.855 2.795 3.379 2.534 845 427 3.438 229,86 716,93 32,1% January 2010

CountryPremiumGasoline

(Euro/litre)

RegularGasoline

(Euro/litre)

Diesel(Euro/litre)

CNG(Euro/Nm³)

CNG priceequivalent perlitre gasoline

CNG priceequivalent per

litre diesel

Armenia 0,67 0,63 0,61 0,32 0,29 0,33Austria 1,36 1,29 1,19 0,61 0,55 0,63Belgium 1,32 1,01 0,73 0,65 0,75Bulgaria 0,96 0,92 0,76 0.72 0,80Croatia 0,84 0,83 0,86 0,45 0,40 0,46Czech Republic 1,07 1,02 0,85 0,76 0,87Finland 1,31 1,05 1,07 0,96 1,10France 1,35 1,09 0,87 0,78 0,89Germany 1,11 1,15 0,90 0,54 0,92Greece 1,19 1,04 0,65 0,58 0,67Iceland 1,58 1,46 1,42 0,79 0,71 0,81Italy 1,05 1,16 0,53 0,50 0,55Lithuania 1,14 0,96 0,65 0,58 0,67Luxembourg 1,11 0,92 0,63 0,56 0,65Netherlands 1,44 1,08 0,56 0,50 0,58Poland 1,08 0,00 0,51 0,46 0,52Portugal 1,33 1,09 0,55 0,49 0,56Russia 0,80 0,69 0,70 0,22 0,20 0,23Serbia 0,91 0,82 0,65 0,58 0,67Slovakia 1,18 1,14 0,86 0,77 0,88Spain 1,10 1,00 0,73 0,57 0,64Sweden 1,23 1,13 0,99 0,79 0,89

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Documents

gateway to the most successful NGV decadewp.ngvjournal.com/wp-content/uploads/pdfmags/gvr98-032010.pdf · 2 March 2010 Gas Vehicles Report BRAZIL Av. Rio Branco, 131 Sala 1.701 CEP: