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LO/0267/2008validità dal 18/02/2008

VEHICLES, ENERGY, ENVIRONMENT

YEAR 11 - N. 1 - MAY 2010

NATURAL GASVEHICLES

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CONTENTSNatural gas vehiclesVehicles, energy, environment

Milano, May 2010Year 11 - Issue 1Six-monthly magazineReg. Tribunale Milano nº 416del 9 giugno 2000Registro operatori dicomunicazione n° 8654Editor in chief:Alfredo ZainoEditor:Com-Media S.r.l.Via Serio, 16 - 20139 MilanoTel. +39 02-56810171Fax + 39 02-56810131E-mail: [email protected]: www.watergas.itPublisher:Com-Media S.r.l.Page layout by:Briefing - MilanoAdvertising:Com-Media S.r.l.Printed by:Multigraf S.r.l.Via Colombo, 6120155 Gorla Minore (VA)

Circulation:5.000 issuesCopyright © byCom-Media S.r.L. MilanoAll rights reserved.

Cover: Fiat Qubo CNG

451_CMM METANO E MOTORI inglese OK.indd 1 12/05/10 11:50

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potential of each one of them must be deployed as much as possible. Each one must be placed in the most suitable and effective application field. The use of each one of them must not impair the full application of all the other solutions equally viable. By this way only we can hope to leave our descendants a better world than the one we got from our parents, and not a just more poisoned one, only full of good intentions and of not deployed solutions. In Italy, in the transport sector, and in particular in the car sector there are two good and clean fuels which struggle to get more room, with variable results. Sometimes fighting each other undercover, rather than planning the better strategies for both. Of course we are speaking about CNG for NGV and LPG.

The differencesNowadays the public opinion still tends to make confusion between the two, by adopting for both the term “gas”, with a sort of “lazy thinking” which in some instances has resulted even dangerous. The “gas” is characterised instead by a remarkable “dimorphism” on the side of the chemical and physical characteristics and on that of the applied norms. This word defines in fact two products which are extremely different from each other. One of them is always in gaseous form, except in the very rare cryogenic applications when its temperature is about minus 160 Celsius. The other one is always in liquid form except at the inlet of the engine intake manifold and in combustion chamber; and sometimes it is in liquid form even there, with the modern liquid LPG direct injection technology. CNG, imposes to the storage and management infrastructures the application of very high pressures, i.e. 200 bar. For LPG a pressure ten times lower is sufficient; thus its tank is lighter and cheaper. CNG weighs about half as much as air; if it were not flammable, it could be used to inflate children’s balloons at fairs. In gaseous form LPG weighs nearly two times as much as air; if leaking from a pipe, it vaporizes and settles down on the ground, where it will keep for long, waiting for a spark or a hot cigarette end. Natural gas is available in enormous amounts, at the same level of crude oil; and maybe far more, if it is true that the bottom of the oceans all around the world are rich of gas hydrates. LPG is just a marginal product of oil and gas production and treatment. Its availability has been estimated to be equivalent to about 5 or 6% of the proven reserves of crude oil. It is anyway a globally interesting amount of energy, which we

Long term targetsNotwithstanding the zealous declarations released by the politicians of the international organisms, the atmospheric pollution in Italy and in the rest of the world is growing constantly. As all the other forms of pollution, come to that. In the last announcements on radio and newspapers, and in particular during the COP conference in Copenagen, they went so far as to pompously promise a strong reduction (e.g. by 50%) of the polluting emissions by 2050. In more than 40 years. Today’s politicians have hence taken noble commitment, which target will anyway have to be met by our descendants. Meanwhile, we keep on increasing our polluting emissions instead, on the wrong presumption that we have plenty of time. The only factor which in this very period is limiting to a certain extent the emission increase, is unfortunately enough the reduced production rate of firms, due to the financial and economic crisis. But obviously the financial economic crisis is neither a recommended nor a desirable environment protection measure. Sometimes the countries which have signed the Kyoto Protocol show strong difficulties in respecting the limits to the CO

2 emissions they have committed themselves to. Some of them, including Italy, at the end of the day will probably have to pay big penalties for this. In this situation it is obvious that we must do something very soon. We need to take profit in a rational and determined way of all the available environment friendly solutions. The

CNG or LPG?


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need to be able to consume. About 60% of all the LPG which is consumed today is a by-product of the natural gas production process. The remaining 40% is the by-product of the crude oil refinery process.The net heating power of CNG in gaseous from is roughly equivalent to that of a litre of diesel oil. The net hearing power of LPG in gaseous form is more than twice as much. But CNG for NGV is sold by kilogram of gas; LPG instead is sold by litre of liquid. And one kilogram of natural gas is roughly equivalent in terms of energy, to about two litres of LPG in liquid form. Natural gas, in the case of biogas can even be quite easily produced by means of the bio-chemical processes for the treatment of waste solid or liquid substances, with interesting local and global benefits for environment. And this way it becomes a renewable energy source. In the case of LPG this is not as easy. Natural gas always flows through though and well protected underground pipelines, which have no impact on road traffic, and nearly no architecture’s impact. LPG is transported by tankers, more or less as gasoline and diesel oil, with the only difference of the higher internal pressure. Natural gas never needs to be stored in large amounts by the customer, hence it must not be paid before its use. Of course we refer here to the case of the CNG refuelling station which buys natural gas from the gas company. In the refuelling station, a few cylinders are enough to efficiently damp compressors pressure pulsations. The installation of a few more cylinders is recommendable to optimise the compressor load curve, with a variable trend of incoming vehicles to be refuelled. But it is always a matter of a limited amount of stored energy. In the case of LPG instead a big high pressure underground tank is always needed, more or less as it happens with gasoline and diesel oil, still here except the higher service pressure. And the product which fills the underground tank is immediately invoiced as soon as it reaches the refuelling station, and not at months end, as it happens to natural gas. We will discuss in more depth all the differences between CNG and LNG later on in this article.

The synergiesThese two fuels have also some similarities, no doubt about that; and they take profit of some synergies. In both cases the combustion process is intrinsically less polluting than in the case of the other more traditional liquid fuels. Some of their management appliances are similar. The engine laboratory research can provide a benefit for both. All the component manufacturers, or most of them, offer products for both fuels, which co-existence on the market has always allowed the manufacturers higher global production rate, hence better economic turnover. During hard times, this may make the difference between keep on with the activity of shut down the firm. An interesting aspect of the synergy between

CNG and LPG is that of norms. Usually the preparation of specific norms for one of them is just the prelude of the immediate redaction of similar norms for the other with the due technical adjustments needed because of the chemical and physic differences among the two fuels. Sometimes LPG is the first to come, immediately followed by CNG. A recent example was the decree 11 September 2008 “Mod i f i che ed integrazioni a l decreto del Ministro dell'interno 24 maggio 2002, recante norme di prevenzione degli incendi e di progettazione, costruzione ed esercizio degli impianti di distribuzione stradale di gas naturale per autotrazione”, covering the self-service delivery mode. Some other time, the first norm is for CNG, and is followed by LPG. A recent example of this was the multi-fuel dispenser. The initiative was started by the CNG experts; and the end result was the publication of the decree 23 September 2008 which title is: “Amendments and integrations to the annex A of decree 24 October 2003, n. 340, covering safety requirements of appliances for the delivery of LPG for road transport applications”. Another example of norm replication is the result obtained by the experts with the amendment of the decree 01/02/1986: “Norms for fire protection of construction and operation of garages”, which originally forbade the underground garaging of vehicles fuelled with a gaseous fuel with relative density higher than 0.8 (i.e. LPG). That provision has been partially amended by the decree 22 November 2002 “Provisions for the garaging of vehicles fuelled with LPG in garages as a function of the relevant safety system”, which allows also to LPG vehicles the parking in underground garages, but only down to the first underground floor, and not below, and only if the LPG on-board system of the vehicle has been certified to the UN ECE Regulation R67; which means that on the vehicle are installed some particular safety devices. Maybe the rationale of this amendment is the consideration that all in all, the gaseous LPG has more or less the same physic characteristics as the gasoline vapour. So, if the garage is suitable to gasoline vehicles, it must also be so for LPG vehicles. Both CNG and LPG must rise the interest of public opinion, and remove its wait and see attitude, which is also a result of the spell of “technology mermaids” like the hydrogen easily within reach, the new light and inexhaustible


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electric batteries, the emission killing hybrids, the ultimate alternative energies. Both CNG and LPG must struggle hard to map out and settle their growth and development path, to enlarge their niche in the automotive market, still ruled (and it will be so for long) by traditional liquid fuels.

A pill of historyThe first to come on the market was CNG, before the Second World War. To take more profit of the one and only domestic fossil energy source which was available on the national territory with inherent abundance, and which was to be used for house heating and industry, but also for vehicles. It did allow the country some self-sufficiency, imposed by the hard political situation of that time, when Italy acted as ambitious colonial power and was punished with the embargo. Then, on more recent times, with the far and wide spread of oil and its derivates, LPG has joined in. It is produced by condensation from natural gas, but it is mainly produced by oil refinery as top gas from the distillation tower. Finally, it was also found in limited amounts in its own underground reservoirs in the country (e.g. the wells of Malossa, near Treviglio, at a depth of some kilometre). Since its entry of the market, LPG has succeeded in quickly developing an automotive market share. Even if keeping at the level of niche, it has firmly settled on a prevailing position over CNG, and today its market share is about three times as that of CNG, in terms of vehicles in circulation, number of refuelling stations, and amount of fuel consumed by the light duty vehicle sector. Opposite, its penetration of the heavy duty vehicle sector, a niche of the niche, has always been harder. Here CNG is absolutely prevailing. In the residential and commercial sector, in some cases the opposite process has occurred. Here in fact LPG has often been the pioneer one in the marginal areas, with the installation of tanks for isolate locations, such as rural settlements, restaurants or hotels too far from cities and towns and their gas networks. And often it has also allowed to build small local pipe networks for the distribution of a mixture of propane and air, having more or less the same net heating power as natural gas, in areas still not connected to the natural gas national pipeline system. This way LPG made thus possible in many places the application of the technologies, and the diffusion of the culture of a gaseous fuel, waiting for the natural gas national pipeline network to reach those areas in a subsequent time, at which point natural gas would inexorably suppress the pioneer LPG. For example in Sardegna at present there are only propane air mixture pipeline systems in operation as in that region the natural gas pipeline system do not yet exist at all. But in the future a submarine one, the Galsi, will reach the region, carrying natural gas from the near Algeria. The development of natural gas pipelines, which

in the past were more intense compared to the present situation, has thus progressively displaced those initial applications of LPG, causing a surplus, hence a gradual increase of the relevant offer as automotive fuel. It is a process quite similar to that of the substitution of diesel oil and fuel oil for natural gas in the heating plants in the urban areas affected by the development of the natural gas city network. The process was driven by the energy market rules, but mostly so by the need for environment safeguard. In the recent past, the increasing availability on the market of new diesel vehicle models had created some sale problems to the gaseous fuels, and in particular to LPG, which, opposite than the case of CNG, is burdened by not negligible excise duties, even if lower than those applied to gasoline and diesel (excise duty in application since 1/5/2008: gasoline 0.564 €/l; diesel 0.423 €/l; LPG 0.125 €/l; CNG 0.00291 €/m3). The diesel oil, also the amount displaced by natural gas in the heating plants, was available in large amounts and was offered at competitive prices. The concurrent entry to the market of a number of car models offered by all OEM with more than acceptable performance, made diesel oil suddenly very attractive for all kinds of customer. With diesel, far longer specific running range is allowed by the remarkably higher Diesel engine efficiency compared to the Otto engine, and there are no difference in acceleration and power. These features had for some time put in jeopardy the market share of CNG, and even more so that of LPG, in a frightening way. But the market is a living thing, which reacts promptly to any stimulation. And it has reacted quickly enough to the strong rise of the demand for diesel oil as fuel, with a consequent sharp increase of the prices at the pump. Also because a part of the diesel oil demanded by market must be imported from abroad, as exceeding the maximum possible production rate of national refineries. This has substantially restored the former market balance, based on the price competitiveness of LPG, let alone CNG. Furthermore, meanwhile the average pump price of LPG has kept low, even if slightly higher than the average pump price of CNG, and the offer on the market of OEM LPG vehicle models has also widened, quickly dwarfing the offer of OEM CNG vehicle models, growing as well, but at slower pace.

The marketNowadays there are on the market in Italy more than 90 models of LPG private passenger cars, whereas just about 20 CNG car models are on sale. Many models are then available in a number of different version and arrangement, which further widens the choices offered to customers, as well as the spread between the LPG vehicles choices and the NGV choices.

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It is worth outlining that practically all the CNG models on the market are real OEM, i.e. they are designed and manufactured in CNG version by the manufacturer. Instead, almost all the LPG models offered to the market as OEM, and as

that considered by the norms covering the grant of incentives, in real terms are something quite different, which is less “valuable” than a real OEM. In fact, they can be considered as QVM (qualified vehicle modifiers). They are built by

The OeM cars fuelled wiTh gaseOus fuel On The MarkeT in iTaly

[source: QUATTRORUOTE]

Manufacturer LPG models CNG modelsChevrolet Matiz Aveo Lacetti Nubira Cruze Epica Captiva Citroen Nuova C3 C3 berlina Gran PicassoDacia Sandero Logan berlina Logan MCV Daihatsu Sirion Materia Terios DR dr5 dr5Fiat Panda Panda Punto 3 porte Punto 5 porte Punto 5 porte Grande Punto Grande Punto Punto Evo Punto Evo Bravo Idea Qubo Doblò MultiplaFord Fiesta Focus berlina Focus berlina Focus S.W. Focus S.W. Mondeo berlina 4 p. Mondeo berlina 5 p. Mondeo S.W. C-Max C-MaxHyundai i10 i20 i30 berlina i30 S.W. Tucson KIA Picanto cee'd 5 porte cee'd S.W. cee'd Soul cee'd Sportage Lada Niva Lancia Ypsilon Musa Mazda Mazda 2 Mercedes Classe BMini Ray G Mitsubishi Colt Nissan Pixo

Manufacturer LPG models CNG modelsNissan Micra Note Opel Corsa Astra Astra S.W. Meriva Zafira ZafiraPeugeot 207 207 S.W. Renault Twingo Clio Storia Clio berlina Megane Modus Grand Modus Kangoo Scenic Espace Koleos BerlingoSaab 9-7x Seat Ibiza 3 porte Ibiza 5 porte Leon Altea Altea XL Shuanghuan Ceo Skoda Fabia Fabia S.W. Octavia berlina Octavia S.W. Roomster Subaru Justy Impreza Forester Nuova Legacy Nuova Outback Suzuki Alto Swift Splash Tata Indica Indica Indigo IndigoToyota Yaris Aygo Volkswagen Fox Polo 2001 Golf Caddy Touran Touran Passat berlina Passat S.W.Volvo V50 Totale modelli 96 21


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over-cost of the CNG on-board system, which is burdened by the cost of the high pressure (200 bar) CNG cylinder. For example, a Grande Punto has a price of 15,400 € in the CNG version, and 14,150 in the LPG version; a Ford Focus costs 19,400 € in the CNG version, and 17,900 in the LPG version. One might ask himself why in the world the car manufacturers don’t adopt the cheaper QVM option also in the case of CNG models. At least when the room required for the installation on-board of the CNG cylinder don’t penalise too much the load space. This market could get some benefit for sure from this. And the resulting solution would be acceptable on the technical and legislative side, as it is in the case of the LPG vehicles. There is a big difference in favour of LPG also on the side of the “aftermarket” conversions done by the workshops operating on the territory, which are all able to make both CNG and LPG conversions. Nearly 90% of the conversions done in 2009, and the relevant incentives granted by the government have been LPG conversions. In 2009 as much as 167,000 cars have been converted to LPG, whereas a ridiculously smaller number of cars have been converted to CNG: 17,500 units. Another explanation of this is that the normal cost of the CNG conversion is twice as much that of the conversion to LPG, applying the same level technology.

the manufacturer in gasoline version, more or less prepared for a subsequent conversion, then they are converted to LPG by special workshops, anyway under the direct control of the manufacturer. So they are some sort of good compromise between a real OEM and a mere retrofit conversion done in one of the 2,000 conversion workshop disseminated over the national territory. But for the end customer all this is not so important. All he knows is that if he wants an LPG car he is bound to find one on the price-list, choosing among the models he mostly likes, and those which are more suitable to his need, without any compromise on the side of brand and style, while this is not the case sometimes for those who want to buy a CNG car. He will take profit of the incentives offered by the government for the purchasing of OEM gaseous fuel cars; if available. Even if to be true, the last incentive of 1,500 Euro offered by DL 10 February 2009 n 5, which has expired in December 2009, was offered only to OEM CNG cars. And he will be offered the full warranty of the manufacturers, as if nobody had ever put the hands on his car after the original manufacturing. For the manufacturer instead, things are a lot different. The design and construction of a real OEM requires an investment far higher that that required by the QVM option, which also results in higher sale prices. This over-cost sums up to the

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The MarkeT Of The gaseOus fuels in The auTOMOTive secTOr in iTaly

CNG LPG

Car registrations 2006 ~ 29.200 (1,10%) ~ 6.400

Car registrations 2007 ~ 64.000 ~ 28.400

Car registrations 2008 ~ 86.000 (~ +33% vs. 2007) ~ 74.000

Car registrations 2009 ~ 141.000 (~7% on the total car registrations; ~+64% vs. 2008) ~ 340.000 (~14% on the total car registrations; ~+400% vs. 2008 )

Conversions 2008 ~ 38.000 ~ 170.000

Conversions 2009 ~ 17.500 ~ 167.000

Total vehicles 2008 ~ 536.000 (1,3%) ~ 1.100.000 (2,7%)

Total vehicles 2009 ~ 640.000 (estimate) ~ 1.500.000 (estimate)

Refuel. stations 2000 ~ 340 ~ 1950

Refuel. stations 2009 ~ 750 (of which ~20 on motorways) ~ 2.350 (of which ~200 on motorways)[fonte dati: elaborazioni Federmetano, Assogasliquidi, Ecogas]

naTiOnal cOnsuMpTiOn Of naTural gas and lpg

Year total NG billion m3 (thousand TEP)(*)

CNGmillion m3 (thousand TEP)(*)

total LPG thousand ton (thousand TEP)(*)

automotive LPGthousand ton (thousand TEP)(*)

2002 68,83 (56.440) 448 (367) 3.719 (3.942) 1.313 (1.392)

2003 75,89 (62.220) 442 (362) 3.714 (3.937) 1.209 (1.282)

2004 78,75 (65.570) 442 (362) 3.549 (3.762) 1.106 (1.172)

2005 84,27 (69.100) 436 (358) 3.528 (3.740) 1.029 (1.091)

2006 82,53 (67.670) 376 (308) 3.301 (3.499) 989 (1.048)

2007 82,95 (68.020) 515 (422) 3.140 (3.328) 944 (1.001)

2008 85,00 (69.700) 610 (500) 3.194 (3.386) 1.004 (1.064)

2009 (stima) 78,00 (63.960) 740 (607) 3.199 (3.391) 1.087 (1.152)

(*) net heating power: NG = 8,200 kcal/m3; LPG = 10,600 kcal/kg; TEP = 10,000,000 kcal source: Ministry of Industry; Oil & Gas Journal

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The CNG refuelling station network is still poor in many parts of the country. In Sardegna it does not exist at all; and in Valle d’Aosta there is only one service station. Opposite, the LPG refuelling station network is well developed everywhere in the country, including Sardegna, and refuelling with LPG is never a problem not even on the motorways. It is not by chance. The technological part of an LPG refuelling station has more or less the same cost of the equivalent one for gasoline. The CNG refuelling station has a cost far higher than that. It is more than twice as much, even in the cases of the simplest solutions. The CNG refuelling station must be connected to the gas pipeline system, and also the connecting pipeline has a remarkable cost. The initiative to build a new CNG sale point is thus challenging, and is subject to long pay back times, which may discourage the operators who are not enough motivated, or who are not offered financial incentives for that initiative. Also for this reason the tendency today is to prefer inserting a CNG filling point in existing multi-fuel refuelling stations, or building multi-fuel refuelling stations which includes CNG, rather than building new dedicated CNG refuelling stations, like those which were built in the past. But also in this case, the investment costs are high, and the pay back times are long, in case of lack of financial incentives from government or regions. And the road to equalize in numerical and quantity terms the CNG and LPG refuelling station network is still long. It is necessary to get it shorter. In some regions and in some autonomous provinces (e.g. Piemonte, Lombardia, Trentino, Liguria) some financial contributions are granted to this aim. This is a good start. Then, in the case of an increasing number of regions, new norms are enforced to regulate fuel sale, which impose to include a low environment impact fuel, be it CNG or LPG, in all the newly built refuelling stations, so they get permission to go in operation. But if the financial support offered by regions will not be restricted to the CNG sale points, or preferably destined to them, there is the concrete risk that who will build new multi-fuel refuelling stations will always choose LPG, to reduce the required additional investment imposed by law. Obviously this would not be a sensible choice on the side of the operator, given the already sufficient coverage of the national territory of the LPG refuelling station network. And one shou ld a l so cons ide r t ha t notwithstanding the sharp increase of LPG cars sale over the last period, the sales of LPG as fuel have increased with a far smoother pace. But without a dam, the water streams downward: it’s easier. Also in this case we could face a further widening of the gap between the two fuels,

this time on the side of the refuelling station network.

The strategiesDuring 2009 the consortium NGV System Italia, grouping the main firms of the NGV sector,

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cOMparisOn beTween The cheMical and phisical characTerisTics

characteristics CNG (methane)

propane butane LPG (50% propane-50% butane)

formula CH4 C3H8 C4H10 -

Molecular weight of fuel 16 44 58 -

Molec. weight of required oxygen 64 160 208 184

Molec. weight CO2 emissions 44 132 176 154

Molec. weight H2O emissions 36 72 90 81

Emissions CO2 kg/kg 2,75 3,00 3,03 3,02

Emissions CO2 g/MJ 55,0 65,8 67,0 66,4

Emissions CO2 g/kWh 198,0 236,8 241,2 239

density Kg/Nm3 in gaseous conditions 0,72 2,02 2,7 2,36

density Kg/l in liquid conditions 0,41(GNL) 0,51 0,6 0,55

Main components % mass 75C, 25H 82C, 18H 83C, 17H -

Ratio H/C of atoms 4 2,7 2,5 2,525

Nhp MJ/Nm3 in gaseous conditions 36 93 120 106,5

Nhp MJ/l in liquid conditions 21,1 (GNL) 23 27 25

Nhp MJ/kg 50 45,6 45,3 45,5

Nhp kWh/kg 13,89 12,67 12,58 12,62

Boiling Temperature °C -162 -42 -0,5 -

air fuel mixture Nhp MJ/m3 3,18 - - 3,48

Self ignition temp. °C (*) 650 470 365 -

theoretic combustion air kg air / kg fuel 17,2 15,6 15,4 15,5

Ignition limits in air % vol. of vapour, at atmospheric pressure (upper ÷ lower)

5÷15 2,2÷9,5 1,8÷8,4 -

RON 133 111 90 -

Cethane Number 0 2 2 -

Evaporation heat J/kg 0,5 0,43 0,39 0,41

Spec. heat of liquid kJ/kg°K 2,4 2,3 2,35

Flash point °C (**) <-161 -187 ÷ -138 -187 ÷ -138 -187 ÷ -138

Density of vapour at 1 bar kg/m3 0,72 1,83 2,42 2,12

REID vapour pressure (20°C) absolute bar

- 10,0 2,5 -

1 MJ = 239 Kcal; 1Kcal = 0,004 MJ; 1 MJ = 0,278 kW; 1 kW = 3,598 MJ

(*) at atmospheric pressure (**) the flash point of a fuel is the lowest temperature at which a flammable mixture can be done with air. At this temperature the vapour stops burning as soon as the ignition source is removed. At a slightly higher temperature, an ignition point is defined, at which the vapour keeps burning after having been ignited. No one of these parameters has to do with the ignition temperature of the fuel, which is far higher. The flash point of a liquid fuel is measured with the Pensky-Martens device. In the Otto cycle engines the fuel should be pre-mixed with air until it reaches its flam-mability limit and heat up until it reaches its flash point, at which point it is ignited by means of a spark plug. The fuel should not be subject to early self ignition when entering a hot combustion chamber. For this reason gasoline has a low flash point and a high self ignition temperature. In the Diesel engine, the compressed air is heated up until it reaches the self ignition temperature; fuel detonation occurs at the maximum pressure point, in the presence of a finely atomised air-fuel mixture. In this case there are no ignition sources. As a consequence the diesel engine requires a fuel which has a high flash point and a low self ignition temperature.


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this particular proposition is not to penalise and discriminate LPG, which must be allowed to fully play its role on the clean fuels scenario. The intention for that is rather to reduce as much as possible the remarkable market gap nowadays separating CNG from its competitor fuel. It is good that they run together the race; but without ballast. Instead CNG has heavy ballast. It is necessary that between CNG and LPG there is a real competition, based on really equal market conditions. Mainly in terms of number of selling points and car models offered to market, as OEM or similar solutions. The development of the LPG market must not relent; but the development of CNG market must accelerate. These are not conflicting statements. It is absolutely possible; room for that is there.These initiatives carried on by the NGV sector have been mirrored in October 2009 by Assogasliquidi and Consorzio Ecogas, with the organisation of the conference “Carburanti gassosi: il futuro europeo di una tecnologia italiana” (“Gaseous fuels: the future in Europe of an Italian technology”) which has been held in Roma. During the conference the proposal has been done to also include LPG in the project of law 2172. In the opinion of the organisers of the conference, the project of law 2172, besides including some measures as those described above, which are specific for the CNG needs, also contains some measures which would entail a discrimination with LPG, that is hardly justified. In particular:• the creation of a fund fed with the royalties

imposed to the distribution of oil products, to settle an incentive system only offered to CNG;

• the exemption from the car ownership tax allowed to the CNG cars;

• the exclusion from the traffic circulation limitation measures;

• the prolongation over time of the present favourable taxation.

Today these points are common to both gaseous fuels because of their lower environmental impact as compared to gasoline and diesel oil.The project of law 2172 was followed by some other projects of law, submitted by other members of parliament, with similar content and targets.

Analytical Comparison between CNG and LPG – general aspectsAffect of ambient temperature - In general, the CNG vehicles are not sensitive to extreme ambient temperature variations. For the LPG vehicles, opposite, low temperature, can be a critical issue. The LPG vehicles can have two different fuel supply systems. They can feed the engine either taking the gas under pressure

with the exception of those operating on the distribution side, (20 manufacturers and gas companies) has carried on some specific initiatives for the promotion of this sector. For example the workshop titled: “La filiera industriale del trasporto a metano oltre la crisi” (“The NGV industry beyond the crisis”) held in Rome, on Tuesday June 9th, at the Conference Room of Palazzo Marini of Montecitorio (our magazine has described this event on the last issue). On Wednesday September 30th the White Book of NGV, prepared by Centro Studi Promotor, has been presented to press. Then, within the Attività produttive alla Camera, the examination has been started of the project of law 2172 Disposizioni in materia di utilizzo del metano come carburante per autotrazione.- (provisions for the use of CNG as automotive fuel) presented in February by the under secretary of the Ministry of industry, Stefano Saglia.The project of law 2172 deals with some important specific aspects and structural problems of NGV in Italy, such as:• the rules for gas transport, and the elimination

of the contractual penalties (penalties for exceeding the booked amount of transported gas);

• the actual application of the automotive fuel specific rules to CNG;

• specific norms aimed at the development of CNG refuelling stations network, easing the connection of new service stations to the natural gas pipeline system.

This project of law also aims at making the financial subsidies available only to CNG, instead of them being offered to both CNG and LPG as it has been the case so far. The reason for

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from the gaseous phase in the fuel tank, or by pumping gas from the liquid phase (this is the less common, and more expensive system). The vapour pressure of propane and butane is very much depending on temperature. At very low ambient temperatures (e.g. -15°C), the pressure in an LPG tank may be not sufficient to provide on demand full fuel supply, especially in the case of high butane content. So, for example, the only LPG passenger cars ever produced in Europe as real OEM, and not QVM, (the Volvo S80/V70/S60/S40/V40) used a self pressure system which included an automatic switch to petrol drive at a temperature below -15°C. This also because the manufacturer considered to be a safety feature the engine being capable to providing full power, regardless of the outside temperature.Availability - In Italy, also as a consequence of the financial/economic crisis, there is at present a certain production/import surplus of natural gas compared to the demand of market. A certain portion of this product, probably even increasing by the time, is thus available for the automotive market for the years to come, whereas the production of LPG deriving from the oil industry, is limited as already seen, to about 6% of the availability of oil and natural gas. Reduced demand for natural gas means reduced production, hence reduced availability, of the deriving LPG, to the same extent. An issue on the side of LPG might be on the availability of fuel, since LPG, as well as the far more abundant natural gas, is intensely applied as feedstock for the petrochemical industry. Billing – natural gas is compressed and retail sold (to the driver, who is the end customer), as soon as it reaches the refuelling station through the gas pipeline. This way, the station’s operator gets immediately his money for a product which he in his turn will pay for to the gas supplier (the gas company) far later on. In the case of LPG instead the billing rules are more or less the same as for diesel oil and gasoline, and the same applies to the long residence time of the product in the refuelling station’s underground tank, waiting for retail sale.Connector - With the (important) exception of Italy, all the EU nations use the NGV-1 (LD) and NGV.2 (HD) CNG refuelling connectors, without the need for adaptors. Opposite, the LPG industry, has still some problems because of the 3 or 4 different types of refuelling connectors still in use. One common standard for refuelling connectors, and no use of adaptors, would for sure increase the general safety level. In some countries, the LPG sold for house heating purposes may sometimes be cheaper then the LPG sold at refuelling stations for automotive applications. This might tempt people to use home made filling devices, which is carrying

some serious risks for safety.Costs – the operation costs of CNG delivery can reach up to as much as four times those for LPG delivery. The conversion of a vehicle to LPG has a cost which is by 40 to 50% lower than the case of CNG. One of the consequences of this is that the number of vehicles converted to LPG is nearly ten times higher than the case of CNG.Delivery - CNG is delivered in gaseous conditions and is sold by kg, whereas LPG is delivered in liquid conditions and is sold by litre.Distribution network – the distribution infrastructure of LPG is already mature and scattered in a capillary way over the whole territory, including the motorways and highways, and the areas which are instead poor of CNG infrastructures, or where natural gas itself is even absent at all, such as Sardegna. The distribution system of LPG is similar to the distribution system of gasoline and diesel, with which it is well integrated. Opposite, the distribution infrastructure of CNG still needs the support of public administrations and main operators, on the side of the increase of the refuelling station network of incentives and of reduced excises. Economics - The different sale units (m3 or kg for CNG; litre for LPG) may cause some confusion in the customer perception of economics. Thus, when comparing prices, the comparison should be based on energy content (lower heating value as a reference). So it could be expressed in Euro per MJ or per kWh (1 kWh = 3.6 MJ). In Germany for example, CNG is more than 30% cheaper in Euro/MJ or in Euro/kWh than LPG. In Italy this advantage gets down to 5% at present. In the long term, the production costs for bio-methane may make this option financially more attractive than natural gas. As a consequence of this, the price advantage of CNG (average of natural gas and bio-methane) over LPG is likely to increase.Emissions - The tailpipe CO

2 emissions driving on LPG (propane) are 19.5% higher (236.8/198.0) than when driving on CNG (for butane 21.8% higher). In some cold countries the LPG used as vehicle fuel is only propane, in the warmer countries butane is also used, particularly in the summer season. As an average figure, it can be said that the CO2 emissions of LPG cars are 20% higher than those of the CNG cars. In other words, the CO2 emissions from NGV are in average 17% lower than those from LPG cars. LPG is, after gasoline, the highest CO2 producer, even worse than diesel, the other exhaust products are better than those from gasoline and diesel vehicles, but never as good as those from CNG engines.Engine efficiency - In the case of bi-fuel engines (gasol ine/CNG or gasol ine/LPG) the energy efficiency is identical, whether


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of this small market.Production – in real terms, natural gas cannot be considered as an oil refinery product, whereas LPG is an oil refinery product. LPG is coming from the production and treatment of crude oil and natural gas. About 60 % of all produced LPG is a by-product from production of natural gas. The other 40 % is a by-product from crude oil refining. At present, neither propane nor butane are produced from any renewable resources. Bio-methane instead can be made from all organic waste, and can also be made, more efficiently, from specially grown crops.Reserves – the world proved reserves of natural gas are about 180,000 billion cubic metres, i.e. about 150,000 million TEP. In terms of energy they are just equivalent to the world proved reserves of crude oil, (1,150,000 million barrels, i.e. 155,000 million TEP). The world reserves of LPG are about 5-6% of the reserves of oil and natural gas.Running range – CNG is always in gaseous form, even when it is compressed at 200 bar. Its tank is hence heavy and cumbersome, and this imposes some compromise in terms of running range. Generally the running range on gas of a bi-fuel vehicle is 300 or 400 km, to which the normal running range on gasoline is to be added. LPG is stored in liquid form under a relatively low pressure. Its tank, even if it is still substantially a pressure bottle, can have a shape which is more suitable to make a better use of the space on board, and is lighter than the CNG cylinder with the same internal water capacity. Notwithstanding the safety need to keep at least 20% of internal capacity free of liquid LPG, the running range on gas of an LPG bi-fuel vehicle is remarkably higher than the case of the NGV, as it is generally equivalent to he running range on gasoline. This is a great advantage of LPG versus CNG.Tank - CNG is stored onboard vehicles at pressures up to 200 bars. LPG is stored at pressures less than 20 bars. The higher pressures require special design criteria for CNG cylinders. The standard ISO 11439, and the UN ECE R110 regulation, provide extremely tough testing requirements and precautions. In particular, two types of safety devices are used: temperature or pressure based safety valves, to avoid risky situations even under extreme or abnormal service conditions (e.g. car fire). The CNG cylinders must withstand by design a maximum pressure of 450 bars, and they are tested at 300 bars. The LPG cylinders must withstand a maximum design pressure of 90 bars, and are tested at 30 bars. The CNG cylinders are designed for a maximum service life of 20 years, and must be subjected to periodic inspection or test once every 4 years. The LPG cylinders last no

driving on CNG or LPG. In case of aspirated bi-fuel vehicles (at present, almost all of the NGV and LPG vehicles are bi-fuel), there is no significant difference in the engine efficiency whether driving on methane or LPG. CNG should, however, in the middle to long term have an advantage, thanks to the higher octane rating of CNG compared both to gasoline and LPG, which allows for a higher thermodynamic efficiency. This feature can be fully exploited in case of mono-fuel engines, but also in case of turbocharged engines. In fact, turbo charging allows tuning the bi-fuel engine to the best compression ratio, both when running on gasoline and when running on the gaseous fuel, thanks to the possibility of switching among two different boost curves of the supercharging turbine.Garaging - Natural gas is far lighter than air (its density is slightly more than a half), and in the case of a potential leakage from a vehicle, the gas will easily escape into the atmosphere through the ventilation system of the garage; even natural ventilation can be enough. LPG, opposite is far heavier than air, (nearly two times as much) and will not escape in the same way; its behaviour in this case, resembles rather that of petrol, diesel or ethanol. For this reason, the vehicles fuelled with CNG can be parked in any garage, even underground with no limitation. In general LPG vehicles are instead not allowed underground parking. In the case of the Italian legislation, since 2002 also LPG vehicles are allowed underground parking, but only on the first underground floor and not below, provided the LPG on board system is certified to the UN ECE regulation R 67. Maybe, if petrol, diesel and ethanol vehicles had been invented today, the same restrictions would also have applied for them. In the case of heavy duty LPG vehicles, most attention must be paid to the aspect of their garaging also in the case of above ground parking garages. In these garages in fact, there are very often trenches for maintenance, to access to the vehicle’s under floor space. In these trenches the possible escaping gas heavier than air might collect, leading to a dangerous build up of flammable mixture. So, no doubt CNG has some advantages over other presently available fuels with regard to the fire hazard in enclosed spaces.Offer of vehicles – Over the last months, the sale of OEM LPG vehicles has been about three times more than the sale of OEM CNG vehicles. Nearly all car manufacturers are offering today some models fuelled with LPG, whereas not more of four or five car manufacturers are offering also some few models fuelled with CNG. As a matter of fact, just one of them, i.e. Fiat, which has a pioneering role, covers about 90%

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more than 10 years, after which they must be destroyed. They are not subject to any periodic re-qualification inspection or test during their service life.Technology - The characteristics of LPG and CNG technology are similar with a slight advantage on the CNG side. The technology of the use of CNG as vehicle fuel is very similar to that of hydrogen, hence the diffusion of NGV can be considered as the preparatory phase of the possibly widely diffused application in the future of hydrogen as transport fuel. It would in fact be possible to use most of the same distribution infrastructures. The same does not apply instead to the case of LPG.Technology of dispenser – the technology adopted for dispensing of CNG is based on one or more mass flow meter dispensers which receive the compressed gas from powerful high pressure compressors, whereas in the LPG refuelling stations the dispensers receive the product sent in liquid form by low pressure pumps which such it from the underground tank, and convey LPG to the end customer, i.e. the car tank to be filled.Transport – generally natural reaches the CNG refuelling station by means of a gas pipeline. LPG instead is stored in underground tanks which are regularly filled by tankers, more or less as in the case of gasoline, diesel, bio-diesel and ethanol.

conclusionsThe question: “CNG or LPG?” in the title of this brief article is (deliberately) wrong; or pointless. It is not indeed a matter of making a choice between the one and the other. Both can (and must) play their role to the maximum possible, desirable, and rationally opportune extent. It is rather a matter of painting a picture in which they, and for that matter all the other environment friendly fuels, and energy sources, can provide the needed potential benefit. But without the need to force or to upset the present general system on the technological, political, commercial or financial side. For example, at the level of the planetary energy system, we can not accept any longer that the oil and gas companies flare every year over 100 billion cubic metres of good combustible

gases, mainly composed of methane and LPG. Those gases must be consumed by the productive industry, and vehicles. But before this can be done, we must create the demand for them, and as a consequence, we must build up a system capable to collect them and transport them in an economically viable way to the consumption areas of the globe. Neither can we accept that the excessive competition between them frustrates all the efforts done by the governments and the industry to maximise their penetration in the field of transport at local or global level. And we cannot accept that sometimes the short-sightedness of some operators constantly keep out of reach the more rational and desirable targets, preventing the sector of one or the other from reaching a better maturity. The answer is thus: CNG and GPL; in the most opportune proportion.

Some more detailsGALSI - The pipeline “Galsi”, starting from the northern African coastline, will take to Italy more than 8 billion cubic metre/year of natural gas from Algeria, crossing the territory of Sardegna. Out of the total amount of transported gas, an amount of 2 billion cubic metre/year is destined to the consumption of the island. It will be crossed from south to north by the gas pipeline coming from Algeria, which will then proceed through the sea to reach Piombino, where it will connect to the existing national pipeline system. This could be the long awaited for occasion to have also CNG in use in Sardegna.The gas flare - The gas flare is used, among other minor applications, mainly on oil and gas wells, oil and gas drilling rigs, natural gas well completion activities, in refineries, chemical plants, and in natural gas processing plants. Its function is burning the waste gas released, in normal or abnormal circumstances, during the operation of the plant equipment. The flared gas is a variable mixture of combustible and non combustible gases, where the combustible gases are usually prevailing. The combustible gas portion is mainly constituted by methane, ethane, propane and butane, in different proportion, depending on the location and the kind of processing plant. The released gases


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are (in declining order): Nigeria, Russia, Iran, Algeria, Mexico, Venezuela, Indonesia, and the United States. In spite of a ruling by the Federal High Court of Nigeria (that forbade flaring) in 2005, 43% of the gas retrieval was still being flared in 2006. It was prohibited by law in 2008. Russia has announced it will stop the practice of gas flaring as stated by Deputy Prime Minister Sergei Ivanov on Wednesday September 19, 2007. This step was, at least in part, a response to a recent report by the National Oceanic and Atmospheric Administration (NOAA) that concluded Russia's previous numbers may have been underestimated. The report, which used night time light pollution satellite imagery to estimate flaring, put the estimate for Russia at 50 billion cubic meters while the official numbers are 15 or 20 billion cubic meters. The number for Nigeria is 23 billion cubic meters. [Wikipedia]Nowadays, gas flaring is really unacceptable, given the hunger for energy that the entire world is experiencing, and the green-house effect it causes, even if burning the gas. It is highly recommendable that this gas be traded and used in some way. The components heavier than methane and ethane, i.e. LPG, can be easily bottled and shipped. Methane and ethane, if piping is not economically feasible, can be liquefied with a cryogenic process, and shipped all around the world. In fact the world LNG trade is increasing in a constant way. So a market to accept this product is there. Otherwise, they can be converted into synthesis gasoline or diesel oil with a petrochemical process, such as the Fisher-Tropsch, and then profitably commercialised as traditional liquid fuels. Part of the original energy content would be lost in both these options, and there would be some not negligible release of CO

2 to environment during the liquefaction or gas-to-liquid processing, but the global energy and greenhouse gas emission balance would be deeply improved, compared to flaring. This is just another reason to promote the use of both natural gas and LPG in all possible and suitable applications.

and/or liquids are burned as they exit the flare stacks. The combustion converts these gases into water and CO2, so, as one of the components, i.e. methane, is 23 times more powerful as greenhouse gas than CO2, the greenhouse effect is reduced in proportion to the methane content of the flared gas. But a huge amount of precious energy is wasted this way every year all around the world. On the oil production rigs, in refineries and chemical plants, the primary purpose is as safety device to protect vessels or pipes from over-pressuring due to unplanned upsets. But another function is get rid in a quick, safe and more acceptable way, from the point of view of environment, of the combustible gas released by the plant operation, which cannot be economically piped or bottled for trading, nor can it be re-injected in the underground well. In order to keep the flare system functional, a small amount of gas is continuously burned, like a pilot light, so that the system is always ready for its primary purpose as an over-pressure safety system. The continuous gas source also helps diluted mixtures achieve complete combustion. This adds some more waste of precious energy. Flaring and venting of combustible gases at oil and gas wells is a significant source of greenhouse gas emissions. Its contribution to greenhouse gases has declined by three-quarters in absolute terms since a peak in the 1970s of approximately 110 million metric tons/year and now accounts for 0.5% of all anthropogenic carbon dioxide emissions. The World Bank and other sources estimate that between 100 and 160 billion cubic metres of combustible gas are flared or vented annually, equivalent at least to the combined annual gas consumption of Germany and France, twice the annual gas consumption of Africa, three quarters of Russian gas exports, or enough to supply the entire world with gas for 20 days. This flaring is highly concentrated: 10 countries account for 75% of emissions, and twenty for 90%. The largest flaring operations occur in the Niger Delta region of Nigeria. The leading contributors to gas flaring

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In the history of the fuel distribution network in Italy, the enforcement of the law 133 of 6 August 2008 represents an important and controversial step. It in fact determined the end of a period in which a number of national (D.Lgs. 32/1998 and subsequent) and regional provisions were essentially aimed at limiting the proliferation of small size service stations, and to avoiding their concentration in some areas preferably, leaving other areas with a poor network development, or even with no network at all. These provisions were originated by the need to align the Italian network (and their retail prices) with the network existing in the other European countries, where instead the number of refuelling stations is smaller, the service stations are all multi-fuel, the yearly average delivered amount of fuel is higher, the prices are lower and the service has a better quality. After more than a decade spent in the rationalisation of the network, the Law 133/2008 starts the liberalisation period, a turn which is also connected to the new commercial framework of the country and to the ingress of the GDO in the sector of the distribution of the automotive fuels. With the art. 83 bis1 of this provision, in fact, the national authority directly and strongly acts on the fuel legislation, giving the regions well defined directions for their planning activity. But how can we liberalise without putting in jeopardy all the efforts done in the last years to obtain

a network which is modern and “European style”? The Regions – assisted by the sector associations, including Federmetano – have promptly given an answer To this need. Some of them, acting quickly, have elaborated some provisions which, while adopting the liberalisation criteria enforced by the government, kept as

target the development of an efficient and high quality network. It is worthwhile to underline that many of the regions that since August 2008 have enforced new fuel distribution regulations thus eliminating the commercial limits such as minimum distances and surfaces (Valle D’Aosta, Piemonte, Lombardia, Province Autonome di Bolzano e Trento, Liguria, Friuli Venezia Giulia, Emilia Romagna, Toscana, Abruzzo, Basilicata e Sicilia), have strengthened the framework of the technical requirements on the quality of service imposed for the allowance to put in operation new service stations – requirements that are clearly oriented towards environment protection – which nowadays in most cases include:• Delivery of at least three products, generally

gasoline, diesel oil and another product which is

rEGIoNAL NorMS oN FUEL DISTrIBUTIoN

To LIBErALISE? YES, BUT BEWArE oF

THE QUALITY oF SErVICE

to be chosen between LPG and CNG, but also hydrogen, blends (biogas, hydrogen(CNG) and power;

• Photovoltaic plant or a high efficiency co-generation system fuelled with CNG or LPG (with a power generally in the field 8 - 12 kW);

• self service pre-pay and/or post-pay;• canopies on the refuelling areas;• toilets suitable also to handicap people;• a cabin for the operator (generally with a surface

of at least 25 m2);• suitable parking areas.In addition to the obligation to deliver at least one of the low environment impact fuels in all of the new refuelling stations, built on the normal roads and on motorways, some of the local public administrations (Provincia Autonoma di Bolzano, Lombardia, Emilia Romagna, Toscana, Basilicata), accepting the proposal done by our association, have gone so far as to enforce well defined requirements for the CNG delivery, to ensure the quality of service (at least one double connector dispenser, and a minimum compression capability level for the compressor), while offering financial incentives for the construction of new CNG refuelling stations (Lombardia, Piemonte, Liguria, Valle d’Aosta), and allowing departure from the general rules on the business hours of the CNG refuelling stations. It is also worth mentioning the choice taken by two local public administrations: Province of Bolzano enforced an obligation to deliver CNG in all of the new refuelling stations built in the areas where a natural gas pipeline is available, and in all of the new refuelling stations on the motorways in case of mayor restructuring operations; Regione Lombardia has set a minimum number of CNG refuelling stations to be built in all of the regional areas where there is an important number of cars in circulation, and until this number is reached, the obligation is not only to include a CNG delivery system in all new refuelling stations on the ordinary roads, but also to include it in the refuelling stations on the motorways, in case of concession issuing/renovation. All in all, Federmetano can point out that some positive results have been obtained so far, by means of a persevering policy of information and a constructive dialogue with the local public administrations, and with the other associations; a policy aimed at seeing to it that CNG may be properly included in the scope of legislative provisions. On this respect, Federmetano is following with high attention the project of law which has been recently proposed by the under secretary of the ministry of industry, On. Stefano Saglia. The project of law includes requirements for the adjustment and update of the Network Codes. It sets incentives for purchase of NGV or CNG conversion of gasoline vehicles, and some provisions on the taxation of fuels. Some points are also included aiming at creating general criteria

Fig 1 Trend of the CNG distribution network 2000-2010 (data as of 12/04/2010) – source: Federmetano


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for the accomplishment of the regional plans for the development of the CNG distribution network. While taking into due account the market dynamics and the features of the pipeline system, these plans should impose the construction of CNG refuelling stations in the suitable proportion to the specific local inhabitant rate, with particular consideration for the urban areas and the motorways network. The project of law also addresses the simplification of the administrative procedures (e.g. request for pipeline connection) for the construction or re-powering of CNG refuelling stations. We will keep an alert eye on the progress of this important project of law, in the harsh climate we have drawn. The difficulty is in fact undeniable, to compromising between the liberalisation criteria enforced with the Law 133/2008 on the one side, and the still present need, admitted and underlined by On. Saglia himself on the other side, for a reduction of the number of refuelling stations in operation in Italy (from 22,500 to 15,000 – 16,000), in order to increase the average amount of delivered fuel, thus reducing the difference between the Italian and the European average pump price.

1 (Law 133/2008 of 6 August 2008, art. 83 bis, point 17: “The installation and operation of a refuelling station can neither be subject to the previous shut down of existing service stations, nor to constraints, for commercial implications, concerning the total number, minimum distance between service stations, and minimum surface of the commercial

areas. It cannot be subject either to any constraint or obligation concerning the allowance to sell, in the same service station, integrating services or activities”; and point 21: “The regions and the autonomous provinces of Trento and Bolzano, within the scope of their capabilities of planning of the territory, must promote the improvement of the fuel distribution network and the dissemination of the environment friendly fuels, following criteria of efficiency, adequacy and quality of service for the customers, meeting all necessary requirements for non discrimination, enforced by point 17 of the law for environment, urban area management and safety”)

Fig 2 CNG refuelling station number by region 2000-2010 (data as of 12.04.2010) – Source Feder-metano


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In the Madrid surroundings is today in operation the largest biomethane production plant in the world. It is based on the production from two different plants, one in Las Dehesas, the other in La Paloma. The project is successfully carried out by the municipality of Madrid. Its main targets are the reduction of the polluting emissions of GHG, and higher energy efficiency at global level. Over the last period the city has adopted a series of measures to this end:• Air quality local strategy (2006).• Energy diversification of the fleet of vehicles

managed by the local administrations.• Participation into European projects for the

experimentation of new alternative fuels• Plan for the application of sustainable energy

and prevention of the climatic changes (2008): coordinated management of all municipal services to meet the target of reducing the emissions of GHG.

Targets of the city of Madrid1. To contribute to the effort for meeting the national target set with the signature of the Kyoto protocol: to contribute to limiting the increase of the GHG emissions by 37% in the period 2008-2012 compared to 1990. For the city of Madrid, this means at 2012: 20% reduction of the emissions compared to the case of no significant interventions; 1% reduction of the emissions compared to 1990; 14% reduction of the emissions compared to 2004; avoided emissions of 3,296,000 ton of CO

2 in comparison to the scenario in which no emission reduction measures are adopted.

2. Orienting the operation capability of Madrid so that the city can play its role in the additional commitment of the European Union in the fight against the climate change. In particular, to get a global reduction by 20% of the emissions at 2020, compared to 1990; to be further increased up to 30%, if some other industrialised countries and other developing countries, as per their respective capability, will commit themselves to an equivalent extent. To get energy efficiency increased by 20% of the EU, and a renewable energy coverage of 20% of the global energy demand at 2020. To ensure the bio-fuels covering a minimum of 10% of the transport system fuel consumption at 2020. Quantified targets: reduction by 20% of the emissions of GHG at 2020; reduction by 50% of the emissions of GHG at 2050.

3. Promotion and support of the energy saving, energy efficiency, and use of renewable energy.

Madrid’s council wants to reduce by 20% its consumption of fossil fuels at 2020, compared to 2004.

4. Reduction of energy dependence from abroad.

5. Increase of the capability of the environment to absorb CO

2, by means of more vegetation.

6. Increasing the general awareness about the rational use of energy and about the climate change.

7. Dissemination of information on causes and effects of the climate change, in order to succeed in preventing or mitigating its impact.

8. To stimulate the participation of the city of Madrid to the institutional cooperation fora at national and international level.

9. To get a sustainable management of the urban solid waste.

The present situationThe GWI (Global warming index) represents the contribution of each greenhouse gas to the global warming of our planet. It is used for the calculation to convert the emissions of each greenhouse gas into ton of CO2 equivalent.

THE BIGGEST BIoGAS PLANT IN THE WorLD

gwi Of sOMe gas

Gas Endurance in atmosphere

years

GWI (IPCC 1995)

GWI (IPCC 2001)

Methane (CH4) 12 21 23

Nitrogen dioxide (NO2)

114 310 296

hydrofluorocarbon HFC-23

260 11,700 12,000

Sulphur hexafluorine (SF6)

3,200 23,900 22,200

cOnTribuTiOn Of each gas TO greenhOuse effecT

GHG Contribution to greenhouse effect %

CO2 60

CH4 15

NOX 5

other gases 20


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Distribution among sectors of the direct emissions of CO2 equivalent- Road transport: 47%- Other means of transport: 6%- Combustion in space heating,

and commercial sector: 33%- Combustion and industrial processes: 5%- Treatment and elimination of wastes: 5%- Other: 4%

Distribution among sectors of the total emissions (direct + indirect) of CO2 equivalent - Combustion in space heating,

and commercial sector: 50%- Transport: 36%- Combustion and industrial processes: 7%- Treatment and elimination of wastes: 3%- Use of solvents and other products: 2%- Energy: 1%- Other: 1%- Agriculture: 0%

Indirect emissions means those coming from other areas, and due to the power consumption of the city of Madrid.

The urban areas heavily contribute to the emissions of GHG because of the high energy consumption of the transport of people end goods, space heating and air conditioning, energy consumption of in buildings. For example, the energy consumption of Madrid, is 5,5% of the total of Spain. Madrid produces 5% of the total GHG produced nationally.The residential, commercial and services sectors, consumes 50% of the total energy consumed. The sector of transport consumes 41.7%. The industrial sector consumes 8%. The city of Madrid produces 2.6% of the primary energy which is consumed. As much as 40% of the primary energy produced in Madrid is made from urban solid wastes and biogas (landfills + depuration of sewage liquids)

The technological site of ValdemingomezThe technological site of Valdemingomez is the group of plants installed by the Council of Madrid

for the treatment and the elimination of the solid urban wastes.It is including:– 3 plants for packaging classification– 3 compost plants– 1 sealed landfill with gas separation and combined heat and power generation

– 1 active landfill– 1 plant for energetic exploitation– 1 furnace for animal carcasses– 2 biomethane production plants– 1 plant for treatment of biogas to produce

biomethane The activity done in the technologic site of Valdemingomez ensures some important benefit

energy sOurces Of The ciTy Of Madrid

Energy source Amount consumed (%)

Oil derivates 47.48

Power 24.88

Natural Gas 23.8

Urban wastes 1.65

Coal 1.25

Biogas 0.65

Special residues 0.29

Solar energy 0.01

energy prOducTiOn sysTeMs

Cogeneration 59.8%

Urban wastes 18%

Biogas 17%

Special residues 4.7%

Thermal solar energy 0.3%

Photovoltaic solar energy 0.1%

The fuels used fOr public Tran-spOrT and garbage cOllecTiOn

Fuel for public transport Nº of vehicles (%)

Diesel 792 38.92

Biodiesel 857 42.11

CNG 351 17.259

Hybrid (Biodiesel/Electric) 20 0.98

Ethanol 5 0.25

Electric 10 0.4

Total public transport 2,035 100

Fuel for garbage collectors

CNG 418 96.54

Hybrid (electric/diesel) 15 3.46

Total garbage collectors 433 100

Fig 1 the technologic site of Valdemingomez

Source: Third informative evaluation report of the Intergovernmen-tal Panel of experts on Climate Change (IPCC)


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THE BIGGEsT BIoGAs PLANT IN THE WoRLDNV

for environment. The recovery of the recyclable materials which is done there allows a saving in raw material which has been assessed as about 595,000 ton/year, and an assessed GHG emission reduction of about 547,000 ton/year of CO2 equivalent.

Estimated energy saving: equivalent to the yearly power consumption of 390,000 households. The energetic exploitation of the solid urban wastes allows an estimated reduction of the gross

volume of urban solid wastes to be put in landfill of about 430,000 ton/year, with a consequent assessed reduction of GHG emissions of about 350,000 ton/year of CO2 equivalent. The amount of produced power is sufficient to cover the whole yearly power consumption of the public road illumination system in Madrid.

The treatment of the organic material (biomethane production and compost production process) ensures a significant reduction of the quantity of organic material to be disposed of in landfill, and an estimated reduction of GHG emissions of about 300,000 ton/year of CO2 equivalent. The estimated power production is equivalent to the yearly consumption of 25,000 households.

The combustion of the biogas produced by the landfill in Las Dehesas and Valdemingomez allows an estimated reduction GHG emissions of more than 200,000 ton/year of CO2 equivalent.

Characteristics of the bio-methane project• Investment: 79 million € (34

million are financed by UE)• Digestion in anaerobic conditions

(no oxygen) of the bio-degradable material of the residues in digesters. Pressure, moisture content and temperature control, to accelerate the natural fermentation process. Control of the bacteria population which is carrying on the process.

• 2 module Bio-methane production plant (Dehesas and Paloma)

• Nº of digesters: 9 (having inside diameter of 16,5 m and height of 22 m)

• Technology designer: Valorga• Type of bio-methane production

process: dry • Dilution: 30% solid material +

70% water• mesophila maximum bacteria

activity temperature (35-38º)• Monophase

• Residence time: 21 days• Pneumatic stirring system• 400 injectors on the digester bottom

The bio-methane production project of Madrid has a pioneer character. It is the largest bio-methane production plant in Europe. Thanks to these plants, a renewable energy will be available for the first time in Spain (biogas from bio-methane production) to be injected

Fig 2 Scheme of process

Fig 3 Plan of the installation

Fig 4 Estimated production


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cOMparisOn beTween differenT biOgas TreaTMenT TechnOlOgies

technology Maximum CH4 recovery

max CH4 attainable purity

advantages disadvantages

Chemical adsorptionAmines, hot carbonates, etc.

90 98 Nearly total elimination of H2S Expensive chemical component

water scrubbingbased on physical adsorption of the gases dissolved in liquids. Take profit of the fact that the solubility of CO2 and H2S is higher than that of CH4.

94 98 Elimination of gas and polluting particles. High purity and efficiency. Simple technology, with no use of chemicals or special devices. Neutralisation of corrosive gases.

Maximum size: 3,000 Nm3/h per unit. Does not eliminate inert gases (N2 and O2).

Physical absorption (PSA Pressure swing absorption)The gas mixture is exposed to an adsorbing filter under high pressure.

91 98 Low power consumption.Adsorption of N2 and O2

filters can deteriorate – replacement is necessary.An additional device is needed to eliminate H2S.

Separation or cryogenic distillation Separation by distillation, compression and cooling of gas up to the optimum conditions.

98 91 High purity and flow rate.No need for chemicals nor special devices.

Cumbersome plants (large amount of components)

Membrane separationSystems based on porous semi-porous structures through which some chemical components pass more easily than others.

78 89,5 Compact and light devices.Low maintenance.Low power consumption.

An extra device is needed to eliminate H2S.Low purity and efficiency.Membranes are expensive

Source: Eindhoven University of Technology, 2008

into the natural gas distribution pipeline system. These plants will produce in a continuous process an amount of biogas of 34 million Nm3/year. With this product, it will be possible to deliver biogas to feed the urban public transport buses and to generate power.

Power generation could get up to 65,450,000 kWh/year, which is equivalent to the power consumption of 20,500 households, or to 4% of the total power demand of the industry of this city. This way, every year the emission will be avoided of 300,000 ton of CO2 equivalent, from the organic material of the treated residues. The total biogas production is sufficient to cover the yearly consumption of 250 urban buses, managed by the Empresa Municipal de Transportes (EMT) in Madrid, which is close to 20% of the whole fleet. The buses will consume 20,938,910 Nm3/year of biogas, which is originally containing 54% of methane, and will be previously converted into 11,537,767 Nm3 of bio-methane, with 98% methane.

And there would be a surplus of 13,000,000 Nm3/year of biogas with 54% of methane, which could be used to generate about 25,000,000 kWh/year, equivalent to the yearly power need of 7,800 households.

Calculation parameters:• Methane content of biogas = 50 - 54%• Power production per Nm3 of gas with 50-54%

of methane = 1.925 kWh/Nm3

• Estimated consumption of buses = 0.84 Nm3/km (98% CH4 )

• Average yearly bus mileage = 55,000 Km/year per bus

• Yearly gas consumption of each bus =46,000 Nm3

• Total yearly gas consumption of the 250 buses = 11,538,000 Nm3

The firm Greenlane has built and installed the two biogas purification systems in Las Dehesas and La Paloma, having a production capability up to 4,000 m³/h (2,000 m³/h each), and the compressor

Fig 5 biogas purification plant


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• The produced gas is dried and analysed on site before it is sent to consumption applications.

• Water is sent to the Stripper tank and it is cleaned by an air stream, after which it goes to the Scrubber tank, to start the process again from the beginning.

The bio-methane produced with this process is totally oil free. It is possible to use biodegradable lubricants based on vegetables. Gas compression, water flow and the system temperature determine its operation, the dimensions and the energy efficiency. All these parameters have been optimised to attain the best operation of the purification system at the lower cost and with the highest energy efficiency. With the Turbo Recovery option is then possible to further improve, and minimise the energy consumption. The systems produced and installed by Greenlane are designed having the Ro-Flo® rotating blades compressor as the focal point. It is a robust machine, which combines the advantages of an exceptionally reduced maintenance, in applications with dirty and corrosive gas, with the possibility to stand high levels of H2S in gas.

noteTaken mostly from the papers: “PROYECTO DE BIOMETANIZACIÓN DEL AYUNTAMIENTO DE MADRID (PARQUE TECNOLÓGICO DE VALDEMINGÓMEZ): EXPERIENCIA PIONERA EN ESPAÑA PARA EL USO DEL BIOGÁS DE RESIDUOS” presented by Myriam Sanchez Porcel, and: “LA MAYOR PLANTA DE PURIFICACIÓN DE BIOGÁS DEL MUNDO: VALDEMINGÓMEZ – MADRID, ESPAÑA” presented by Johann Hudde, at the NGVA Europe Conference in Madrid, 17th June 2009

Contact persons Greenlane:Johann Hudde [email protected]@flotech.com

Warwick Bethell [email protected]@flotech.comwww.greenlanebiogas.comwww.flotech.com

to increase the purified biogas pressure up to 72 bar, to inject it into the local pipeline grid, so it can be utilised as fuel for vehicles, or for internal combustion engines for power generation. The plants will allow the community to save GHG emissions of 300,000 t/year CO

2 equivalent. They will be able to collect up to 369,000 t/year of organic material (60% coming from the houses in Madrid). The Valdemingómez plant will collect 4,400 t/day of garbage coming from Madrid. It will be possible to inject up to 2,600 Nm3/h of purified gas in the natural gas pipeline network.

The biogas depuration process; how it works (Greenlane process)• biogas is compressed up to a pressure of 6-9 bar

(approximately 3 times the inner pressure of an automobile tire).

• Compressed biogas interact with the water of the Scrubber tank. The CO2, l’ H2S and the siloxanes are adsorbed by water.

• Water is then transferred to the Flash tank, where the molecules of CH4 which were adsorbed, are recovered and conveyed to the start point of the process.

The alternative energies in Europe (in 2007)

Fig 6 the biogas rotating blades compressor

THE BIGGEsT BIoGAs PLANT IN THE WoRLDNV


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• it allows delivering natural gas also where there is no pipeline;

• it (the LNG) is easy to transport, because it concentrates a large amount of energy in little space (about 600 litres of gas in a litre of LNG);

• it uses a cryogenic technology which is fully tested and consolidated (it is the same technology which has been used by the industry of the technical and medical application gases such as oxygen, nitrogen, etc.)

• having been liquefied, LNG does not contain water, carbon dioxide, and non condensable components, hence it is a natural gas with a higher purity that pipeline quality natural gas;

• this system has been already in application in some other countries for some time now;

• it is not subject to any binding limitation in terms of pipeline connection time and cost;

• the production of CNG from LNG requires a far lower power consumption as compared to the traditional system, as compression is done on natural gas in liquid form. To compress 600 m3/h it just takes 11kw; so the classic and elaborated electric system is not required;

• the station requires lower investment and maintenance costs (maintenace cost is reduced by 70%);

• besides the traditional filling with CNG there, it is possible to directly refuel also with natural gas in liquid form (LNG); the availability of LNG refuelling stations allows extending the possibility to use natural gas also to the long and very long haul heavy duty vehicle sector. The cryogenic tank is comparable to that of diesel oil in terms of hindrance, weigth and running range. The direct refuelling with LNG allows in addition to that, an energy saving by more than 90% compared to the case of the CNG service station.

From the point of view of the energy policy, the availability of LNG allows a more capillary distribution network development, by means of the installation of refuelling stations also in the areas which are poor of natural gas pipeline infrastructures, or anyway in areas where the pipeline connection cost is too high.

THE PLANT IN VILLAFALLETTO

The service station owned by Agip in Villafalletto (small town near Cuneo, with 3,000 inhabitants)

Liquid natural gas: a consolidated technology which opens new pathways to diversification and energy efficiency.

When you see it, it seems just another CNG dispenser. Actually, who stops there to refuel, does not notice anything different. He waits for a while, then he pays and goes away.

In reality, in Villafalletto, behind a CNG dispenser there is a proposal for a technology and an industrial application which is totally new, and is based on the transport of natural gas in liquid form.

It is a pilot plant, even if it is operating and open to public. It has been built by Vanzetti Engineering S.r.l., an Italian firm which is a leader in the production of cryogenic components.

The distribution and supply of LNG are done by POLARGAS, a firm of the Vanzetti Engineering groupo in collaboration with TRANSPORTES HAM, a Spanish company which has built up more than ten years of experience in LNG transport.

The idea is simple: to transport l iquid na tu ra l gas f rom c o a s t a l r e c e i v i n g terminals where it is stored in l iquid f o r m u n d e r v e r y l o w t e m p e r a t u r e conditions to the CNG refuelling stations by means of cryogenic tankers.The cold chain which keeps natural gas in liquid form is hence extended from the product ion po ints to the consumption points.This new system has many advantages:

NATUrAL GAS CoMES EVEN WITHoUT

A PIPELINE NETWorK

Atmospheric LNG vaporiser

LNG pump


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has recently been implemented with a dispenser foe CNG, supplied by an LNG storage and re-gasification plant operating at – 160 °C and 6 bar.Liquid natural gas is taken there from the LNG terminal on the coast by tankers having a capacity of 45,000 litres.The LNG tanker is designed to ensure minimum heat dissipation and the maxximum safety both when transporting LNG and in case of an accident.

At the station LNG is stored in a tank having a capacity of 30,000 litres.

From the tank two lines depart: • a line, which at present is not in service,

destined in future to refuelling of heavy duty vehicles with LNG;

• a linea dedicated to the refuelling of CNG vehicles.

The re-gasification of LNG is done automatically by means of a plant designed and built by Vanzetti. It is composed of • a cryogenic pump to increase LNG pressure at

300 with a flow rate of 600 Nm3/h• a vaporiser to evaporate LNG, and get it in

gaseous form;• a bank of buffer storage cylinder system

containing high pressure gas to ensure continuity and speed to delivery at CNG dispenser;

• the CNG dispenser in the service station.

The pilot plant in Villafalletto will start the large scale dissemination of similar plants, thus allowing to get the capillary network of stations which is the basis of a further development of the NGV market.

The technology developed by VANZETTI for LIQUID NATURAK GAS can be applied in new sectors such as fuelling of marine diesel engines, electric generators and the energy applications in the areas which are not reached by the natural gas pipeline system. In this regard, VANZETTI, also tanks to the flexibility of the designed systems, has already started a number of research and experimentation projects in Italy.


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low maintenance costs. The “GREENGAS” can be driven by a gas engine with a hydraulic transmission, with the possibility to locate the engine in a safe area. This solution allows the “GREENGAS” to work in the “stand alone” configuration, which is useful in places where the electrical energy supply is absent or not guaranteed. The high quality standard of the equipment and the strong innovative figures of the “GREENGAS” compressor put G.I.& E. on top of market level. The “GREENGAS” strengths are: • separate lubrication with the function of pre-

heating and pre-lubrication, to get a better machine efficiency and reliability;

• cylinders made with pressed steel liner for an easy and economic maintenance;

• liquid cooling system for cylinders and gas, for a better reliability and flexibility of the plant;

• direct transmission with elastic coupling for better efficiency and lower energy consumption;

• full load cylinders to get high discharge capability in small dimension.

In the growing worldwide interest towards the LNG (liquefied natural gas) field, G.I. & E., together with the University of Marche, developed a small equipment of natural gas liquefaction. This kind of systems are useful where the availability of liquefied natural gas is difficult. The equipment is able to work without any connection with the power grid (stand-alone configuration) and the natural gas taken by the pipelines can be used both as row material to get LNG and as fuel for the plant.

G.I.&E. will attend the NGV 2010 in Rome from 8th to 10th June. The company will be glad to welcome you at the booth F6.

G.I. & E. S.p.A., Ghergo Industry & Engineering, is made of specialised divisions, complementary and synergic, which share the same vision. Dynamic and energetic approach, quick reaction and innovation represent the spirit of the company, in which the strong family roots have played a really important part to define the future scenarios of growth. It was born in 1974 as a small company focusing on electrical and instrumental equipments. In 2002 G.I.&E. bought the Nuovo Pignone plant in Porto Recanati and today it employs about 350 people and has 2 operative plants in Italy and a research centre in Sweden. The activity of the company in the Oil & Gas sector has made G.I.& E. S.p.A. one of the international leader in the production of hot parts for gas turbines, reciprocating compressors for pipel ine and CNG for automotive applications, granting assistance and maintenance services. G.I .&E. is present in the f ield of CNG compressors and its offer ranges from the simple delivery of compression modules up to turn key installation of the whole station, with a discharge capacity from 120 to 1800 sm3/h.

G.I.&E. has recently developed the module “GREENGAS”. It is made of a reciprocating vert ical compressor with two ful l load cylinders specifically designed for natural gas refuelling. Depending on the configuration, the “GREENGAS” compression can have from 1 to 4 stages. Its structure allows a strong reduction of vibrations compared to traditional products, which improves the reliability and reduces the acoustic emissions even in the heavier running conditions (>1000 rpm). This module has been conceived for combining the energy efficiency and simplicity of manufacturing with

G.I. & E.’S CNG CoMPrESSor


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2. The turn in the years ’90: the Regulation R110During the years ’90 of last century all countries developed progressively and inexorably an awareness of environment protection needs, and natural gas was newly “discovered” as privileged fuel because of its low polluting emissions.But the real turn happened when at long last the car manufacturers committed themselves to design and reduce natural gas vehicles (the “OEM” – Original Equipment Manufacturer) and the demanding requirements of the mass series production proved themselves as beneficial also for the components for the aftermarket conversion of vehicles in circulation (“retrofit”).The increase of the number of CNG vehicles in circulation, and consequently the increase of the number of refuelling stations was faint at the beginning, but then it grew with an increasing “tumultuous” pace, also fostered by government incentives, and in 2009 there were 700 refuelling stations in operation, and 155,000 new NGV added up (of which 90% OEM), and there are prospects for further development.The Italian industry, thanks to its long tradition in this field, succeeded in fostering this development with innovation and improvement of quality.The Italian industry plaid a leader role when, since the beginning, it was clear that there was the need for an international set of norms which allowed the registration of CNG vehicles outside of the national borders, even if this implied the renouncement to the test methods which had been created in Italy specifically for national applications.So within UN-ECE (Economic Commission for Europe of the United Nations, located in Geneva) a new international regulation for NGV was created, with the contribution of all competent ministerial bodies, supported by industry. It was published

1. HistoryThe use of gaseous fuels is not a novelty for Italy. Already at the time of the second world war there were a try to cope with the lack of liquid fuels by using the natural gas which was present in a certain abundance in the Po valley1 and by using the low calorific value synthetic gas produced by means of a gas generator which was usually installed on-board of the vehicle, and which did burn wood in a low oxygen tight chamber.

And already at that time CUNA, a body federated with UNI for the production of norms in the automotive field, had in its catalogue the norm Tabella NC003-20 “Test modality for engines…” published in

October 1940. in paragraph III, engines fuelled with synthetic gas there was the recommendation to shake every now and then the gas generator, to simulate the real shake which happens on the road, and to improve operation of the generator!The use of natural gas in Italy continued after that time with variable success, mainly limited by the difficulties in converting big and old cars for economic reasons. This allowed anyway the development of an Italian industry of components and refuelling stations which has over the time refined this technology and its reliability of its products.The installation of CNG components on-board was covered by the regulation for application of the Road Code2. There was no reason to create an international norm on this field, as the interest for this fuel in all the other countries was practically inexistent.

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THE NorMS IN THE FIELD oF THE GASEoUS

FUELS: TrADITIoN AND RECENT DEVELoPMENTRENATo GAUDIo AND ANDREA oCEANo

CUNA – CoMMIssIoNE TECNICA DI UNIFICAzIoNE NELL'AUToVEICoLo

1 Il metano era stato trovato nei pressi di Rovigo nel 1938 e l’anno successivo fu costruito il primo metanodotto da Pietramala a Firenze [Paoloni, C. (1988). Storia del metano. Milano: SAPIL Editrice].

2 Articoli dal n. 341 al n. 351 del D.P.R. n. 420/59 (regolamento al previgente codice della strada, in vigore ai sensi dell'articolo 232 del D.Leg.vo 30.4.1992, n.285)

CNG conversion – fifties of last century

D.P.R. 420/59 APPROVAZIONE DEL REGOLAMENTO PER L'ESECUZIONE DEL TESTO UNICO DELLE NORME

SULLA DISCIPLINA DELLA CIRCOLAZIONE STRADALE.

ART. 341 GENERALITÀART. 342 SERBATOI PER METANOART. 343 SERBATOI PER G.P.L.ART. 344 INSTALLAZIONE DEI SERBATOIART. 345 VALVOLEART. 346 TUBAZIONI AD ALTA PRESSIONEART. 347 RIDUTTORI DI PRESSIONE E

APPARECCHI DI CARBURAZIONEART. 348 RUBINETTOART. 349 TUBAZIONE A BASSA PRESSIONEART. 350 APPROVAZIONE DEI TIPIART. 351 CONTROLLO SUI VEICOLI

Road Code

Norm CUNA NC 00320

THE NoRMs IN THE FIELD oF THE GAsEoUs FUELs: TRADITIoN AND RECENT DEVELoPMENT

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back at end 2000 and it was adopted in Italy the following year.This regulation, the very famous R110, included a rigorous classification of components,of test conditions for their certification and prescriptions for their installation on-board of vehicles. It was allowed to Italy a transient period during which both the new regulation and the old national regulation kept in application at the same time. At last it was thus possible also for the CNG vehicles, or at least for the OEM, that a certification issued in one member country, was applicable in all the other European countries, with obvious benefits for this industry.

3. The activity in ISO the contribution from CUNAIn the meanwhile, on a wider scope in ISO, the experts were creating the standards for the vehicle on-board systems.It is worth to notice that in this regard, the normalisation activity has been orienting for many years now on an international scope, with the aim of “harmonising” rules that are applicable on an increasingly wide geographic context, with obvious advantages for the technical development and for trading.So also the activity of the Italian normalisation bodies, and of CUNA specifically for the automotive sector, has moved its centre of gravity towards both European bodies (CEN) and international bodies (ISO and IEC)

The organisation of said bodies is articulated in technical committees (in ISO they are at present about 200, in their turn articulated in different sub committees) each one is responsible for a certain sector. They create the norms, taking profit of the work of experts on a world basis. Each committee/subcommittee has a chairman and a secretary, who, among other things, are responsible for the timing of norm preparation.

CNG car

CNG train engine

Bus fuelled with synthetic gas produced on-board

Modern multi-valve for CNG cylinders certified to R110. It includes a manual valve, an automatic valve, a flow limiting valve and a fusible valve (PRD)

Regulation UN ECE R110 (December 2000) – Classification of components

Organisation of the normalisation and regulation bodies

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THE NoRMs IN THE FIELD oF THE GAsEoUs FUELsNV

rate for heavy duty vehicles (14469-2).This way it was put to an end the trivial and troublesome problem of the non compatibility of refuelling connectors, which for a long time had been distinguished in two types: the “Italian type” and the “non Italian type”, thus fostering the not exactly desirable utilisation of various “adapters” to refuel “foreigner’s” vehicles.

At the same time the activity carried on of the preparation of the standard for the qualification of NGV on-board system competent persons, with particular attention to safety issues.The technical basis for the ISO experts is the world3, so to a certain extent, the published norms were more demanding than the regulation R110. The ISO standards were the result of a compromise between the technical requirements coming from the contribution, needs and experience of experts from European, American and Asian countries.

In this regard, the ISO standards are not mandatory, opposite than UN ECE regulations adopted by member countries: They are just technical reference, which can be adopted as guidelines by countries that are outside of the “regional” coverage of UN ECE.During the first half of the first decade of the present century ISO experts published the standards of the series ISO 15500 (concerning the CNG on board system components), 15501 (safety and test methods of the CNG on board systems) and the ISO 14469, refuelling connectors. It was a rather complex work, which lead to the publication of as much as 25 standards, in a seven year period.Meanwhile, another technical committee, the ISO TC 58 (Gas Cylinders) published the norm on CNG cylinders.

CUNA, as a boy federated in UNI, hence as Italian norm body, is responsible for various secretariats in ISO. Furthermore, through its technical committees, it coordinates all the Italian activity of support to the international normalisation activity, by means of the so-called “mirror committees” which express the Italian agreed opinion on the international normalisation activity.All in all, the membership of CUNA, i.e. of a body which is accredited at ISO through UNI, is the means offered to the Italian industry to have an option to contribute to the technical evolution of norms.It is important to underline here that both the chairmanship and the secretariat of the subcommittee ISO TC22/SC25, ”Gaseous fuel road vehicles”, are Italian, and this is a recognition of the Italian “supremacy” in this technical field.Within ISO TC22/SC25, a first important result was the publication of the norms on refuelling connectors, which profile was not covered by R 110 regulation.The standard ISO 14469, was published, defining at last, starting in 2004, the harmonised refuelling connector/receptacle profile for CNG light duty vehicles (14469-1) and, that with a higher flow

CNG refuelling connector ISO 144691

Universal character of ISO (ISO Focus +, Jan 2010)


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4. The revision of ISO 15500-15501The rules for nor activity in ISO prescribe that a new norm is re-confirmed or revised after three years from its publication, and subsequently, once every five years, to keep pace with the technology progress or to cope with emerging needs.The decision to re-confirm or revise the norm is taken by means of a public ballot among all the countries which are member of a technical committee. Based on these rules, the decision has been taken in the last years to do a revision

of about half of the norms on CNG on-board components and systems. This activity is at present in progress, and is expected to end in 2011. Without going in too much detail, we want to mention here that this revision work entails long and intense technical discussions within the technical committee working groups, as over the years the NGV market has grown widely over the world, in Europe and America (Argentina in particular) and as a consequence there is a new awareness of the application conditions and of the validity of the technical solutions that are on the table.In short, the work of revision is aimed at making the certification and design tests more

coherent with the actual service conditions (e.g. the overpressure tests now prescribed on artificially “aged” component) and at privileging some safer technical solutions (e.g. the safety devices on cylinder, going in operation in case of fire). The experience built-up in the preparation of norms for CNG, is now widely applied to he new gaseous fuels, as mentioned in the following paragraphs.

5. The new fuels: the CNG-hydrogen blendsIn the “tumultuous” research process carried on

Road vehicles - Compressed natural gas (CNG) fuel system componentsISO 15500-1:2000 Part 1: General requirements and definitionsISO 15500-2:2001 Part 2: Performance and general test methodsISO 15500-3:2001 Part 3: Check valveISO 15500-4:2001 Part 4: Manual valveISO 15500-5:2001 Part 5: Manual cylinder valveISO 15500-6:2001 Part 6: Automatic valveISO 15500-7:2002 Part 7: Gas injectorISO 15500-8:2001 Part 8: Pressure indicatorISO 15500-9:2001 Part 9: Pressure regulatorISO 15500-10:2001 Part 10: Gas-flow adjusterISO 15500-11:2001 Part 11: Gas/air mixerISO 15500-12:2001 Part 12: Pressure relief valve (PRV)ISO 15500-13:2001 Part 13: Pressure relief device (PRD)ISO 15500-14:2002 Part 14: Excess flow valveISO 15500-15:2001 Part 15: Gas-tight housing and ventilation hoseISO 15500-16:2001 Part 16: Rigid fuel lineISO 15500-17:2001 Part 17: Flexible fuel lineISO 15500-18:2001 Part 18: FilterISO 15500-19:2001 Part 19: FittingsISO 15500-20:2007 Part 20: Rigid fuel line in material other than stainless steelRoad vehicles - Compressed natural gas (CNG) fuel systemsISO 15501-1:2001 Part 1: Safety RequirementsISO 15501-2:2001 Part 2: Test methodsRoad vehicles - Compressed natural gas (CNG) refuelling connectorISO 14469-1:2004 Part 1: 20 MPa (200 bar) connectorISO 14469-1:2007 Part 2: 20 MPa (200 bar) connector, size 2ISO 14469-1:2006 Part 3: 25 MPa (250 bar) connectorGas cylinders (ISO TC58)ISO 11439:2000 High pressure cylinders for the on-board storage of natural gas

as a fuel for automotive vehiclesISO 11114 Parts 1-4:1997-2005 Compatibility of cylinder and valve materials with gas contents

Main ISO norms concerning components and systems for CNG vehicles

Sunset on the Commission, through coloured glasses


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CNG/hydrogen blends cannot be refuelled with pure hydrogen, because of the obvious incompatibility of the relevant engines. It is interesting that the pilot initiatives now in progress have demonstrated that it is possible to use blends up to 30-35% hydrogen without major modifications of the present internal combustion engines, with a previous re-mapping of the CPU, so we define as “blends” those with a content of hydrogen in the field 2% to 30-35%. Above this percentage, it is necessary to tune and design the engine for pure hydrogen.Besides that for the connector, the norms for the components of the on-board system will be created, including 100% hydrogen, in collaboration with ISO TC197, hydrogen technologies.

6. The new fuels: liquid natural gasAlso “cryogenic” LNG liquid natural gas is brought back to the attention of the operators for the application as fuel for vehicles. Mind you, opposite than LPG, natural gas at ambient temperature is above its “critical temperature” so it cannot be liquefied by compression (for this reason it is transported in cylinders at 200 bar). Vice-versa it is transportable in liquid form at -162 °C, and about 5 bar, in double wall tanks. The obvious advantage is to have a specific energy density per volume which is about 2.5 times that of CNG (and about half as much that of diesel oil). The adoption of the complex cryogenic system is only justified on heavy duty industrial vehicles; some applications of this are in USA and there is some prototype under experimentation in Europe. Inside ISO the preparation has been started of a standard for application on the vehicles, after an initiative of New Zealand and with the concrete contribution of the experts from the Czech Republic (chairmanship) and Spain. At present the norms are in preparation for refuelling connectors, on-board components and tanks (in collaboration with the equivalent TC220 in ISO). The whole scope is under the supervision of TC22/SC25, gas vehicles, due to the specific character of the vehicle applications (e.g. the problem of vibrations and the safety in case of crash). Finally, it is worth to mention that ISO is starting (probably in a newly formed technical committee) the preparation of standards for

over the last years on the field of the new fuels which are capable of reduce the local environmental impact, and more recently the greenhouse effect, it is substantially expired the “illusion” on a close large scale application of hydrogen, and the not very new idea has came back of using instead some blends of CNG/hydrogen, which promise some advantages in terms of emissions, but without suffering from the drawbacks hampering the affirmation of pure hydrogen. Italy has been promoting within ISO, of the timely creation of a set of standards covering the vehicle on-board systems for these fuels, so to avoid any confusion, like it happened in the past in the case of CNG connectors/receptacles we mentioned above, also because some experimental fleets of vehicles are in circulation on the roads, under the initiative of various public administrations.

Under the Italian leadership, with the secretariat role covered by CUNA, a new working group has been formed to work on this scope, with the aim of creating a set of norms, starting from the refuelling connector, which must be specific for this fuel, to avoid mistakes at refuelling stations.In fact, on the one hand the conventional CNG vehicles cannot be refuelled with CNG/hydrogen blends (regulation R 110 absolutely forbids, to have a hydrogen content in excess of 2% in CNG, to avoid problems for the used materials) and on the other hand the vehicles running on

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Il progetto metano/idrogeno della regio-ne Lombardia

The project CNG/hydrogen of regione Lombardia

European prototype of LNG truck An American model: 450 CV – LNG tank 680 litres – running range 900 km

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refuelling stations for LNG. Also in this field the Italian technology has a leader role, (see simplified scheme of the following picture).

7. ConclusionsWith this article we want to give an idea of the width and consistency of the work which is done for the preparation of technical norms in Italy in the field of the gaseous fuel vehicles. This activity ends up in the international normalisation, but it has a solid basis on the Italian reality, thanks to the experience and prestige that the Italian industry was able to gain in this sector. The couple of the Normalisation bodies UNI and CUNA (federated into UNI for the automotive sector), which are institutionally

connected to ISO, constitutes the way on which the specialists of the industry can contribute to the evolution of the norms of this sector, offering their professionals for the environment condition improvement, and all in all, for the improvement of the “sustainable development”, which is so important nowadays.

BibliographyISO Focus +. (Genn 2010). ISO.Paoloni, C. (1988). Storia del metano. Milano: SAPIL Editrice.Vanzetti Engineering. Stazioni di rifornimento LNG. Convegno LNG Regione Piemonte Febbraio 2010.

NOTES

1 Natural gas had been found near Rovigo in 1938 and in the following year they built the first natural gas pipeline from Pietramala to Firenze [Paoloni, C. (1988). Storia del metano. Milano: SAPIL Editrice].

2 Articles n. 341 to n. 351 of D.P.R. n. 420/59 (regolamento al previgente codice della strada, in vigore ai sensi dell’articolo 232 del D.Leg.vo 30.4.1992, n.285)

3 For example, the contribution to ISO of the American standards CSA (originally: Canadian Standards Association) has been very important. CSA on behalf of ANSI (American National Standards Institute) is dealing with all the norms concerning gas appliances and “alternative energy products”, including NGV systems and components.

Scheme of a refuelling station for CNGLNG (Vanzetti Engineering)


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To meet the needs of private fleets and at the same time proposing a solution that allows us to encourage and put natural gas wherever, Aspro has developed the compact SCA50. The particularities of this solution are: rapid installation, civil works almost absent, location of the unit directly on the delivery area, management flexibility and ease of construction. All these characteristics are collected in a skid that combines: compact compressor from 2 to 5 stages, storage, electrical, cooling compressor and mass flow meter with two filling connections line. The accurate stainless steel 4” panels, properly soundproofed, completes the compact solution of SCA50 and adds to it safety, reliable, quality, durability and design fresh and sophisticated.

Last but not least, the recent IODM75, born only for engine in line with powers up to 400 kW, available in configurations 2, 3 and 4 stages of compression. This model deserves particular interest because It can be configured with several bodies in line powered by the same shaft and motor. The modularity of bodies “standard” reproduced here allows us to offer high performance compressors in scope (ex. 3200 Sm³/h at 14 bar), with the advantage of using the same mechanical components that we can translate into lean and simple management of spare parts, more consolidated.Finally, the series IODM70 and IODM75 for special needs are available with gas engines (engines CAT) without the use of electricity. Each compressor can be supplied with following features: for local compressor, for outside installation and with cylinders in transportable container.

In an effort to expand its range of natural gas compressors to meet the many more applications products with more specific and targeted, Aspro has added the series of compressors “historic” IODM115, IODM115-DC and IODM70, the compact and SCA50 IODM75 series.

The pioneer IODM115, born with electric drive and transmission by belt, is now also available with an electric motor in line with engines up to 200 kW, according to the use the compressor is available with 2, 3 and 4 stages of compression. For very low suction pressures (<1 bar), the compressor IODM115 solution is proposed in the 5-stage compression with pre-dedicated compressor (model IODM115-5-4R). All range of IODM115 can be supplied in DC version, configured “twin” with overall power to 320 kW. This version finds particular application in the units dedicated to gas refuel by night of heavy fleets (buses, etc..) and by day on the square outside, thanks to the flexibility of managing their technical characteristics.

The historic IODM70, born only for the engine in line, is available with capacities from 45 to 110 kW in configurations with 2, 3, 4 and 5 stages of compression. Particular interest deserves the 5-stage solution with pre-compressor, compressor and electric motor on the same axis of rotation and can suck up to a pressure of 0.02 bar. The excellent performance of this solution, thanks to the redistribution of compression in 5 stages, allows us to positively assess the feasibility of facilities connected to low pressure pipeline, commonly called “city”, traditionally considered inappropriate.

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sCA50 AND IoDM 75


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At the international level, natural gas is an energy source which is as important as fuel oil, except in the automotive sector. In the very last years, the increasingly important environment protection issues, and the rise of the oil prices seemed to offer a definitive chance to the development of CNG as automotive fuel, but opposite the market, at least on the short term, is still preferring an oil derivate, the LPG. What’s cooking?LPG represents an “easier” solution for gas propelled vehicles, compared to CNG. The refuelling station and the on-board systems are simpler and cheaper. This is the reason why the development of LPG is more quick and it gets more acceptance from the automotive industry which “rides the opportunity” to get high production rates in the short term without worrying too much about the possible implications of this choice. I want to make it clear. There are taxation and safety problems, but first of all in prospect, a strong growth trend like that happening now in terms of LPG in circulation, and LPG consumption, might create a problem on the side of LPG availability. CNG don’t have any of these problems.

What future scenarios do you foresee in the automotive sector, and what role will CNG play?The Italian NGV sector is facing a favourable period, with a well balanced growth. The three elements which characterise this sector, vehicles in circulation, number of refuelling stations, delivered gaseous fuel, have been growing consistently over the last years; and this is the necessary condition to create a solid system. But if one of these three elements shows a different trend than the other two, the

Metano & Motori outlines the situation of the development of the NGV use in the transport system, interviewing the main Italian operators of this sector.The result of this is an interesting scenario, as NGV is the one and only element of the energy system which helps the mobility system keeping on the straight route, and growing, in the middle of the market storm that affects all other fuels, with sudden rises and decreases driven by short term opportunity.

consequences for the whole system are negative. This is a phenomena which has been confirmed by the history of NGV.

What are the favourable and the negative conditions for the development of NGV?For sure the availability of a full range of OEM car models has been a fundamental element of the success of NGV. Another positive element is the growth of the number of refuelling stations as a natural consequence of the increasing consumption, which in their turn are the natural consequence of the growth of the number of NGV in circulation. On the side of the unfavourable elements there still is the scarcity of CNG refuelling stations on the motorways. Our sector is struggling to provide a suitable solution to this actual problem.

What role do you assign to the various components of the transport system (vehicle and part manufacturers, public administration, energy distributors, side industry etc.) in creating the conditions for the evolution of the transport system?All industrial components of the NGV sector are ready since long to cope in a satisfactory way with a substantial growth of the market, in Italy, in Europe, and in the world. The only component, as you call it, which has not yet taken the due decisions on this matter, is the central and local public administration. The lack of accurate and constant directions, is still leaving room to choices which are based only on the logic of the industry, and not on the mobility needs of the population. Instead, a policy choice should revert the paradigm: the mobility needs come first, then the industry reacts to meet these needs.

2010: WILL IT BE THE YEAR oF NGV?

INTERVIEW To PAoLo VETToRI, PREsIDENT oF AssoGAsMETANo


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At the international level, natural gas is an energy source which is as important as fuel oil, except in the automotive sector. In the very last years, the increasingly important environment protection issues, and the rise of the oil prices seemed to offer a definitive chance to the development of CNG as automotive fuel, but opposite the market, at least on the short term, is still preferring an oil derivate, the LPG. What’s cooking?Let me say that CNG, over the last years, has lived a season of significant development, thanks to the increasing number of CNG models put on the market by OEM, to a consequent development, even if quite gradual, of the CNG refuelling network, and thanks to the fact that the national authorities realised that the environmental benefits of NGV are important, thus they have granted subsidies for the purchase of them.Also at the level of the European policies, CNG and its renewable version (bio-methane) is more and more considered as an effective option (note 1: some examples:

For the reduction of the emissions of CO2: Regulation (CE) N° 443/2009 – Emissions of CO2 from cars: for bi-fuel gas vehicles (natural gas, bio-methane or blends), the amount to be used when calculating the average emissions discharged in the atmosphere by the models produced by the manufacture is that relevant to the gas operation.As renewable source (bio-methane): Directive 2009/28/EC no renewable sources: inclusion of bio-methane in the definition of ‘bio-fuels’ hence recognition of its contribution to meeting the target of 10% penetration of the automotive sector applications in the context of the target of 20% of coverage of energy needs with renewable energy sources by 2020.As a bridge technology towards hydrogen: Directive 2007/46/EC – certification of hydrogen fuelled vehicles: it dictates that in the technical norms for the certification, the vehicles fuelled with a blend of CNG and hydrogen are considered as hydrogen vehicles, thus filling the normative gap which did impose an ad hoc procedure for the certification of CNG/hydrogen blend fuelled vehicles, de facto impeding their development.

To answer the question, the reasons that make attracting for the customer the purchase of an LPG vehicle are quite obvious: lower cost of the system together with a more efficient refuelling station network. It has been estimated that, without incentives, whereas the LPG vehicle market could

settle around 40-50% of the LPG market in 2009, the market of the CNG vehicles might fall down in a more dramatic way, settling at 20% of the CNG vehicle market in 2009.I want to point out that designing and building an OEM CNG vehicle has a higher cost compared to the traditional vehicles, and in particular to the LPG vehicles, by about 1,500€; and that it is notorious how the CNG refuelling station network, compared to that of LPG, is less developed and less homogeneous on the territory: it is worth reminding here of that more than 90% of the CNG vehicles sales in 2009 is concentrated in 9 regions which all together, have more than 50% of the total CNG refuelling stations in operation in the country.In this context, I believe it is necessary that the political authorities focus their action in particular on creating favourable conditions for those alternative fuels which have a very high potential for development and which have widely recognized environment friendly characteristics, such as CNG, rather than allocating resources to other fuels like LPG, which are very useful as integrating energy sources, to optimise the energy framework, but have already expressed their maximum potential.

What future scenarios do you foresee in the automotive sector, and what role will CNG play?It is of paramount importance to outline that today there is not a unique solution for the diffused sustainable mobility, but some different alternatives are available. CNG ranks high among them, and offers an additional benefit in that it has a strategic role to play as link to the technology of hydrogen and it can set the basis for the development and the dissemination of an even more environmentally sustainable solution. I refer to methane produced from renewable sources, also called bio-methane. Natural gas is the one and only real alternative to crude oil today available. In addition to that, the emission from CNG vehicles are more environment friendly compared to those from the traditional vehicles and LPG vehicles (in particular lower emissions of CO

2 and of the more noxious unburned hydrocarbons). On this regard, a recent study done by Università Bocconi, has confirmed the environmental and social benefits which would be given in Italy by an hypothetic increase of the market in the period 2010-2011 with the same increase tend of the last years. The analysis done shows a potential reduction by 25% of the CO2 emissions, and a saving in terms of social costs of 15 million Euro. The study underlines that in the case of substitution of a certain amount of gasoline vehicles

INTERVIEW To MICHELE zIosI, DIRECToR - NGV sYsEM ITALIA

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for CNG vehicles, the benefits are larger than in the case of substitution of the same amount of vehicles for LPG ones.The gasoline vehicle substitution for CNG vehicles would provide a higher reduction of CO2 emissions by 40% compared to their substitution for LPG vehicles, and a higher social benefit by 17%.The theme of electric vehicles is very popular, and certainly interesting, but it is of fundamental importance not diverting our attention from those which are the solutions to disseminate a sustainable mobility: I want to remind of the fact that the internationally shared vision is predicting that the electrical vehicles will cover not more than 5% of the vehicle park by 2020. In fact, 95% will still be constituted of more and more evolved traditional engines, and alternatives such as natural gas, and second generation bio-fuels.

What are the favourable and the negative conditions for the development of NGV?The negative conditions, in my opinion, are the structural problems which have so far slackened the development of NGV. I mean the persistence in force of technical and administrative norms on CNG which are not in line with the technology innovation development of this sector, the fragmented and episodic offer of incentives for CNG vehicle purchase, the uncertainty on the duration in time of the support in terms of favourable taxation (excise duties), the lack of general principles to be applied by the regions when enforcing their plans

for development of the CNG distribution network, adopting the suitable criteria for a balanced development on the territory, favouring the areas where the refuelling infrastructure is poor, the bulky bureaucracy affecting the construction of new refuelling station, the lack of norms for the tariffs dedicated to CNG as automotive fuel.The favourable conditions are for sure the high commitment of the whole Italian industry to research and development, to manufacturing and commercialisation of more and more performing solutions, and new products; the capital investments in communication, and the commitment of the national public administration to the offering of incentives for NGV, at least, so far.What role do you assign to the various components of the transport system (vehicle and part manufacturers, public administration, energy distributors, side industry etc.) in creating the conditions for the evolution of the transport system?The integrated approach is the basis for an efficient transport system. Maybe this is the one and only certainty I can afford when outlining the development of a sustainable mobility. To ensure the CNG market growth, and to capitalise the environmental benefits of NGV, it is necessary to carry on with a coordinated action which involves the main operators of this sector (NGV industry, refuelling stations, institutions), and which entails the widening of the vehicle offer, the development of the refuelling infrastructure, and the stabilisation of the fiscal and normative framework.

At the international level, natural gas is an energy source which is as important as fuel oil, except in the automotive sector. In the very last years, the increasingly important environment protection issues, and the rise of the oil prices seemed to offer a definitive chance to the development of CNG as automotive fuel, but opposite the market, at least on the short term, is still preferring an oil derivate, the LPG. What’s cooking?Nothing new, unfortunately; the market prefers who is ready to take profit of the available opportunities, and the automotive market is almost always late, or at least this has been the case so far.Unfortunately this sector is burdened by the chronic delay in the development of the

distribution network. How many CNG cars would have been registered in 2008/2009 if the CNG refuelling stations would have been more, and better scattered on the territory, compared to the present situation?I believe the same number, or even more, than the OEM LPG vehicles which have been registered in 2009, given the interesting incentives which were available. It is a pity, but anyway we have to look ahead without complaints, and we have rather better to make our best to be more prompt in future, also because the future of automotive applications is CNG. At present I don’t see any other solution which is technically capable of ensuring the present level of mobility, to which nobody is willing to renounce.

INTERVIEW To DANTE NATALI, PREsIDENT oF FEDERMETANo


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industrial, production of power; only the automotive sector was excluded from this process. I believe it is high time we deal with it too.The other favourable condition I see, is the virtual lack of alternatives which are credible and immediately usable. I think that hydrogen and electrical power have still a long way to go.Pol icy i s the main instrument for the development of this sector, but it may become as well the main impediment, in case should prevail logics which don’t put the interest of our country above any other thing.

What role do you assign to the various components of the transport system (vehicle and part manufacturers, public administration, energy distributors, side industry etc.) in creating the conditions for the evolution of the transport system?Designating the roles is out of my competence, each one has his own role and within his scope he should do as much as possible to meet the target of a more sustainable mobility.The manufacturers and the retrofit industry are doing so, but there is a lack of clear policy coordination.In the public administration we have some very good examples (some regional administrations) as well as lack of interest (unfortunately in most part of the public administration).But I believe that I would be unfair if I would not also take into account the role of the associations such as my one; also on this side there are some mistakes and often also a lack of courage in the important decisions. A bit of self criticism is useful to stimulate ourselves to do more and better.

What future scenarios do you foresee in the automotive sector, and what role will CNG play?I foresee very good scenarios, CNG have assets which its competitors don’t get; and these are respectively:hydrogen-CNG blendsbio-methane LNG

The first one is the most immediate technologic bridge to shift (if we’ll shift) from 100% CNG to 100% hydrogen.The second one allows to fuel vehicles which do not emit additional CO

2 in the atmosphere. Biogas is in fact a truly and fully renewable energy source.The third one constitutes the solution to take CNG where it does not arrive today. With liquid natural gas it is possible to fuel heavy duty vehicles and to implement the distribution network in those areas where there are no gas pipelines. If we consider that in Italy the heavy duty vehicles consume more than 14 million tons of diesel oil, I think this is a potentially important fuel.

What are the favourable and the negative conditions for the development of NGV?The favourable conditions for the development of NGV, given the present general taxation on fuels, and the disadvantage condition we are starting from, is first of all a policy which determines a turn for this sector.As you correctly mentioned in your introduction, back in the years seventies, Italy did choose natural gas as an alternative energy source to oil.Natural gas developed in all sectors: residential,

2010: WILL IT BE THE YEAR oF NGV? NV


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The competence of public administrations on fuel distributionThe article 52 point 1 sub-point a) of the D.P.R. 24 July 1977 n. 616, officially enforced the attribution to the regions of the administrative competence on fuel distribution, even if within the general guidelines given by the government. The main measures for development, modernisation, or rationalisation of the automotive fuel distribution and sale network are thus practically exclusive competence of the regions. Over the time, a number of different measures have been taken, in one direction or another, in this regard. Initially some measures have been taken to renew and to rationalise the refuelling stations, and to reduce the total number of sale points in operation on the national territory, in line with the rest of European countries. Then, opposite, the sector has been totally liberalised, aiming at the benefit of both the new operators and customers, with the prospect of reduction of the pump price of fuels, thanks to more competition between operators, and thanks in particular to the new self-service stations built in the commercial centres and supermarkets. This new normative trend also includes provisions aimed at fostering the development of the innovative (“alternative”) fuels, also in this case by abolishing some restrictions (e.g. distances, operating time) which are considered, right or wrong, an obstacle to a full development of the distribution network. But then some other restriction has been included in norms, to ensure together with the widening of network, also a minimum level of service quality standard. Along this promising path, there has not been a lack of after-thoughts and reflexion pauses. And the creation of a solid national strategy for the fuel distribution net is still nowadays an on-going process. In fact, Stefano Saglia, under secretary of the ministry of industry, at the end of last year has declared that he wants to start a new reform of the automotive fuel distribution sector by means of a project of law considering the fact that in Italy there are too many liquid fuel refuelling stations.

Law 25 June 2008, n. 112The law 25 giugno 2008 n. 112, "Disposizioni urgenti per lo svi luppo economico, la semplificazione, la competitività, la stabilizzazione della finanza pubblica e la perequazione tributaria" (“Urgent provisions for the economic development, the simplification, the competitiveness, the stabilisation of public finances and the fiscal equalization”) converted into law n. 133 of

6 August 2008, has liberalised the construction of new automotive fuel refuelling stations. These measures have subverted in a substantial way the network rationalisation measures formerly enforced in this respect. For example, it is no longer necessary to shut down two old refuelling stations in order to be allowed to put a new one in operation. Neither is necessary to respect any restriction on the side of minimum distances to the existing service stations, when building a new one. In particular, some of the points of art. 83-bis have deeply modified the norms on automotive fuel distribution. Point 17 reads: "with the purpose to ensure the full respect of the provisions of European Community concerning protection of free competition, and to ensure the proper and regular operation of the market, the installation and operation of a refuelling station cannot be subject to the previous shut down of existing refuelling stations, neither must it be subject to any limit in terms of number, minimum distances between service stations, surface, and integrative services offered in the same service stations ".Point 20, offers the refuelling station operators the chance of increasing the maximum operation time by up to 50% of the minimum operation time. With point 21, the regions, within their capacity of planning on the territory of the fuel distribution net, can promote the improvement of the network and the dissemination of the cleaner fuels, adopting the due criteria of efficiency, adequateness and quality of the offered service. The commission "Attività Produttive" of the Council of regions and autonomous provinces, on 4 June 2008 has then released a document containing the common guidelines for regions for the renewal of the fuel distribution network.

LombardiaLombardia was among the first regions, if not the first one, to impose including alternative fuels dispensers in all the new refuelling stations to be built. And nowadays it is the only one to impose including CNG, and not a choice among CNG, LPG or hydrogen, as it is the case for the other regions. The network index which are among the targets of the region are:• 1 CNG refuelling station every 45,000 inhabitants

(for the ordinary network)• 1 CNG refuelling station every 30 km (for the

network on motorway)• 1 CNG refuelling station every 15 km (for the

network on ring-roads and by-pass)

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Criteria for the definition of the target indexes:• population density • peculiarities of the territory (basins)• car population density (demand)• comparison with other regions

Regional fuel directive of Emilia Romagna RegionAlso the region Emilia Romagna has been among the first to enforce a directive for accomplishment of the national plan outlined by the government. The deliberation of the Regional Council of Regione Emilia Romagna n. 355 of 8 May 2002, "Regional norms for the rationalization and modernization of the automotive fuel distribution network", give the directions for the rationalization and modernization of the refuelling station network. These norms have been enforced with the main aims to attain: a definite improvement of the efficiency of the network, the increase of the average fuel delivery to end customers, the increase of the services offered to customers, the reduction of the pump prices, and to ensure compliance with the regional directives on the matter of country planning and environment protection. After its enforcement, the deliberation has been modified, with the inclusion of new provisions. In fact the regional council of Regione Emilia Romagna has proposed to the legislative board to amend the "Regional norms for the rationalization and modernization of the automotive fuel distribution network", so to put them in line with the national norms enforced with the Law 25 June 2008, n. 112. The proposed amendments have been voted, accepted and ratified by means of the deliberation of the Legislative board 208/2009.Main targets are:• to stimulate the dissemination of environment

friendly systems, also in consideration of the investments of the regions for the conversion of private vehicles to CNG and LPG, made in compliance with the agreement for air quality stipulated by Regione Emilia-Romagna, provinces, capital cities, and cities with more than 50,000 inhabitants.

• to impose that all the new refuelling stations which are not built on the Apennine areas include CNG or LPG dispensers;

• to ensure a sufficient gas storage capacity of plants so to grant the customer a constant service;

• ensure a suitable service to car drivers, also to the disabled ones;

• to promote the efficiency and energy self-sufficiency of the refuelling stations, as per the regional policy concerning the use of the energy sources outlined with the deliberation n. 156/2008 of the legislative council;

• to make a further administrative simplification, also concerning the plant testing process;

• to define and to regulate the criteria of the incompatibility (annex to the DM of ministry of industry 31 October 2001);

• to designate the best areas on the territory to ensure a uniform dissemination of the fuel selling points at the regional level so to avoid territorial unbalances;

• to define the characteristics of the existing systems and of the plants to be installed in the existing refuelling stations, for the carrying out of the network development plan.

All new refuelling stations must have:• at least gasoline and diesel dispensers, and the

relevant pre-pay self-service devices and systems;• at least two multi-dispensers operating on both

sides for gasoline and diesel, and outside of the Apennines area, they must also have at least two CNG single side dispensers, or one CNG dispenser operating on both sides with a suitable compression capacity to ensure an adequate level of service, or an LPG dispenser;

• a photovoltaic power production system, or another renewable energy production system with a minimum installed power capacity of 8 kWp, or an high efficiency natural gas fuelled cogeneration system;

• if this is not technically feasible, this last requirement is considered as accomplished by means of the acquisition of power equivalent quotas of plants which are fuelled with renewable energy sources, located on the territory of the city where the refuelling station is built, or by means of connection to high efficiency cogeneration systems.

To ensure the service quality, the modification includes a requirement which set the minimum compression capacity at 450 Nm3/h. This requirement is considered too high, because it imposes “sic et simpliciter” a minimum cost for the construction of the CNG plant which could be too high, thus unacceptable by the operator, in particular in the most remote areas, where the economic pay back period may be expected to be too long. The quality of service i.e. in this case the time required for the whole refuelling operation, and the capability to cope with a high customer influx, can be ensured by means of plant solutions which to a certain extent are independent from the flow capacity of the installed compressor. For example, this can be done by means of larger capacity storage tanks, with different pressure level cascade management system, and management logic maximising the gas recovery rate from tanks. And by means of adopting a larger number of double side dispensers. As a matter of customer perception, given the same total waiting time, the part of it which elapses while the dispenser is connected to the vehicle, is more tolerable than the part of it spent in the queue. Obviously, keeping too low with the installed compressor flow capacity, is not advisable anyway. Otherwise the level of service might become poor. The customer waiting


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time might increase to the extent that this would cause dissatisfaction, with a severe detriment of the development of this sector. For example, a compressor with a flow capacity of 200 Nm3/h might be good for the start-up period of a new refuelling station, especially if it is in an area where there is a poor CNG refuelling station network, thus no market. But then, as the market builds up, this flow rate will rapidly become insufficient to cope with the normal customer influx, and the customers will be forced to long queuing.

Criteria to build the refuelling station networkSimilar to the case of the pioneer regions in this field, such as Piemonte, Lombardia and Emilia Romagna, in the regional directives for the development of the refuelling station network, the regions tend, one after the other, to enforce provisions which impose the inclusion of CNG or LPG selling points in the new refuelling stations, as a necessary condition for them being allowed going in operation (“concessione carburanti”, fuel sale permission). This is a good move for the Italian NGV sector, even if opposite the liquid fuel sector tend to see it as a undue and penalising interference in its network planning or even as a sort of boycotting of the recent refuelling station network liberalisation law. Furthermore, there is, as we have already seen, the negative aspect deriving from the introduction of the lower limit for the compressor flow capacity for the new CNG plants which Regione Emilia Romagna has set at 450 m3/h. if this limit is too high, it might frustrate as already said, the good influence of this provision. The region seems to have realised this and with a subsequent amendment has improved the situation. Now the limit of 450 m3/h, is still in application, but this flow rate refers to the optimum operation and service conditions of the plant as a whole. So this flow capacity is not necessarily all coming from the compressor, and it can be partially provided by the gas storage. Thus this allows the installation of smaller compressors, integrated by storages capable of increasing the quantity of delivered gas, in the periods in which the storage is at its maximum service pressure. The storage has another good point in that it allows reducing the number of start-stop operations of the compressor-driver system, which improves its durability and the characteristics of the electric power supply from the electric network (better average active and reactive power ratio, thus cheaper consumed energy). Furthermore, with the proper design and with the adoption of intervention logics based on storage on different cascade pressure levels, it is possible to maximise the quantity of recoverable stored gas. With this stipulation, the storage, together with other more or less innovative technical solutions, allows the minimisation of the investment cost for the construction of new refuelling stations including

CNG. And this is particularly interesting for the areas with a poor CNG network, where the pay back time is longer, due to the need for creating a market from scratch. The CNG compressor and refuelling station manufacturers nowadays offer a number of modular plant solutions which allow the operators the great advantage of the capability to timely adjust their appliance power to the progressive growth of the local market. This way, it is possible to choose a lower initial investment, by adopting modules having a flow capacity which is suitable to the initially moderate customer influx. If the initial design criterion is including this option, it is then possible to increase the maximum compressed gas flow rate by rapidly adding more modules, or by replacing the original with a larger one, when this is required by the increasing local market. The growth of the local NGV fleet is the unbreakable condition for the good outcome of building a new refuelling station. This aspect was particularly critic in the past, because the NGV fleet was composed exclusively of aftermarket vehicles, which imposed the presence or the construction of a conversion workshop, even inside the premises of the refuelling station itself. This last was almost always a dedicated CNG refuelling station, so it was expensive and demanding, also because of the need for an adequate land and logistics, i,e an area close to the gas pipeline network with the highest possible pipeline pressure; located on or as close as possible to intense traffic roads; far from buildings or densely populated areas. Today these requirements have been reduced. The tendency is not to build the dedicated CNG refuelling stations any longer. The oil companies and the large fuel distributors now believe in the NGV market, and tend to include a CNG dispenser in their existing multi-fuel refuelling stations. Or to build ex-novo multi-fuel refuelling stations which also sell CNG, also in compliance with the obligation of the regional directives. This way they take profit of the economic benefit of using the local already existing and operating infrastructures and personnel. And “dulcis in fundo”, the local CNG vehicle fleet can nowadays grow quickly, as it is no longer hinging on the aftermarket conversion. The availability on the market of OEM NGV allows a quick build-up of a local market, provided that in the area there are competent and motivated car dealers, who promote their CNG car models the proper way. And that naturally refrain form the temptation to divert on a diesel model the potential customers who ask for a CNG one. This, believe it or not, has actually happened in some cases in the recent past. Maybe the reason some car dealers did so was that they were not confident enough on their CNG after sale assistance service. On this respect, the conversion workshops will still have to play an important role in the future, if their operators will keep pace with the development of the modern gaseous fuel engine technology. The new regional

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regulations have been enforced so far by some of the regions, whereas in the other regions they are still under preparation or under examination by the respective regional council.

The rules for implementation of the fuel distribution networkOver the last decades the national strategies for the coordination, management and reorganisation of the automotive distribution infrastructure have shown a quite fickle trend. Back in the years ’60 and ‘70 there were in Italy as much as about 39.000 automotive liquid fuel refuelling stations. This was a fragmentation of the infrastructure which is today no longer acceptable for the sake of rational operation of the whole system, in terms of traffic, structure, economy and energy use. At that time the refuelling stations were built everywhere, substantially without any definite rule, and without

any consideration of the space actually available for structures and vehicles in circulation, let alone safety. Then some government interventions enforced new provisions to improve the situation.

At end of the years ‘70 a legislative intervention blocked all new concessions and at the same time determined the shut down of all refuelling stations delivering less than 100,000 litres/year, and the shut down of the refuelling stations which, being in the historical centres caused hindrance to traffic circulation. The announced target was to decrease by about 10% the number of refuelling stations by 1980 (from 39,000 to about 35,000). Then the government enforced the DPCM dell'11/09/1989 and the subsequent Dlgs MAP n. 32 of 11/02/98, which at long last officially pronounced CNG as an automotive fuel, as gasoline, diesel and LPG. Also this provision aimed at the target of the reduction of

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regiOnal fuel disTribuTiOn direcTives – siTuaTiOn as Of sepTeMber 2009

Region or autonomous province

Norma Carburanti da erogare, come minimo

Piemonte Deliberation of the regional council 35- 9132/2008, of 7 July 2008 gasoline, diesel and LPG or CNG

Lombardia L.R. 25/2008, qualification programme with DCR n° 834/2009 and procedure with D.G.R. n° 9590/2009

gasoline, diesel and CNG; possibility for CNG or LPG dedicated refuelling station

Friuli VG L.R. n° 14/2008, amended by L.R. n° 8/2009 gasoline, diesel and LPG or CNG

Sicilia D.A. 26/11/2008, D.A. 7/1/2009 and D.A. 16/11/2009 gasoline, diesel and LPG or CNG;

Pr. A. Bolzano D.P.P. n° 69/2008 e DGP 4398/08 gasoline, diesel and LPG or CNG;

Emilia Romagna Deliberation of the regional council 208/2009 Gasoline, diesel and LPG or CNG; (minimum compression capability: 450 m3/h)

Toscana L.R. n° 38/2009 of 17 July 2009 gasoline, diesel and LPG or CNG; or hydrogen

Abruzzo L.R. approved with prov. n. 19/2 of 06/10/09 at least three among: gasoline, diesel, CNG, GPL, hydrogen or its blends, and all the new low environmental impact automotive fuels on the market, electric vehicle charge public socket

Lazio L.R. under approval by regional council

Liguria L.R. and regulation approved by regional council. L.R. under approval in the Council

Veneto L.R. under approval by regional council

Puglia L.R. under approval by regional council

Marche L.R. under approval by regional council

Molise L.R. under approval by regional council

Basilicata Under examination d.d.l. (approved by 3rd Comm. cons.) adopting law 133/08, and amending regional law n.20 of 2003.

at least one low environment impact fuel

Pr. A. Trento Norm in preparation

Umbria Norm in preparation

Campania Norm in preparation

Calabria Norm in preparation

Sardegna Norm in preparation

Valle d’Aosta Norm in preparation

Sardegna Attività normativa non ancora iniziata

Valle d’Aosta Attività normativa non ancora iniziata

[fonte: elaborazione ASSOGASMETANO]


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Subsequently, in November 2009, Stefano Saglia, under secretary of the ministry of industry, with a note has announced his intention to start a new “reform of the fuel distribution system by means of a project of law” on this matter. This note followed his statement according to which in Italy there is a too wide liquid fuel distribution network compared to other European countries; (“there is an excessive fragmentation and there is the need to identify the inefficiencies”). This way he confirmed the position once expressed by the government in 1998, which has lead to the enforcement of the decree on the network of the same year.Finally (for the moment....) there has been the sub-amendment to the Comunitaria 2009 which in the opinion of the operators of this sector, “would revolutionize the whole fuel distribution system, and nobody guess who will benefit from it, given the intense reactions (negative on the text) both on the oil company and the refuelling station management side”. In fact in the second week of December 2009 a new proposal has been made of the oil market reform, with the legislative decree for the accomplishment of the directive 2009/119/CE about the oil reserves. It is a complex and articulated sub-amendment. Its text does appear rather complex in the form, and difficult to interpret (“policy language”; maybe it could have been written better). Anyway in the text of the amendment the need is confirmed for the rationalisation of the fuel distribution network, to get an improvement of the efficiency of the plants. The legislative measure contains also some novelties that could radically change operating modes of the oil market, and in particular the fuel service stations. For example, AEEG (authority for power and gas) after the guidelines given by the ministry of industry, set the conditions for the reorganisation of the automotive fuel gross market, in which also the management of the refuelling stations might have a role. It seems to be also about the introduction of a standard contract between owner and manager, approved via a decree of the ministry of industry. The text also contains some modifications of the exclusive rights of automotive fuel retail sale to end customers, involving separately the manager and the owner of the station. And this, besides gasoline, diesel and LPG, would concern also CNG. Furthermore this measure promotes the aggregation of the refuelling station operators to the end of developing their capability to buy, store and transport gas on the gross market. Here we quote the integral text of some points, leaving with the reader the correct and clear interpretation of it. At point n) CNG is explicitly mentioned.l) rationalisation of the automotive fuel distribution network, pursuing the better European methodologies to get better average efficiency of the refuelling appliances, fostering the dissemination of the most modern service modes,

the number of plants to attain a better productivity. The decree determined the blockage of new fuel delivery permissions. At the end of 1996, a new decree strengthened the target of reducing the total number of refuelling stations by means of the obligation to shut down two old and obsolete refuelling stations to get permission to open a new, more modern and efficient one, also taking into due account the localisation on the territory. Or it imposed the previous shut down of one old and obsolete refuelling station to get permission to expand and improve another existing one which was no longer adequate to cope with the need for an efficient operation. Still on this trend line was the government when enforcing the decree 32/98 (Bersani), which aimed at the shut down of at least 7/8,000 refuelling stations, chosen in agreement with the operators of this sector. The outcome of these measures was a reduction of the number of refuelling stations from about 39,000 in the middle years ‘70 to about 24,500 at the end of 2003, thus approaching the European average, even if keeping substantially higher. Then there was a reversal of the trend. A new provision issued by Pier Luigi Bersani in 2007, allowed the construction of new refuelling stations, even if with some limiting rule. Subsequently the legislative measure enforced by Claudio Scajola on the liberalisation of the fuel distribution network on August 2008 (Law n 133 of 6 August 2008 - "Conversion into law, with amendments, of the law 25 June 2008, n. 112, on urgent directions for the economic development, the simplification, the competitiveness, the stabilisation of public finance and equalization of taxation"), has resulted in the need for a removal of any obstacle to the construction of new refuelling stations, including those of CNG, in order to foster the decrease of the pump prices of fuels (in the opinion of malicious, also to foster the construction of service stations in the commercial centres and supermarkets). This legislative measure eliminated all existing encumbrance for the construction of new fuel selling points. It has eliminated both the minimum distances between liquid fuels refuelling stations (300 ÷ 3.000 m), and the minimum distances between gaseous fuel refuelling stations, i.e. CNG and LPG (5÷8 km depending on the cases and on the geographic location). And it has removed the limit on the minimum surface areas on which they can be built. In particular the CNG and LPG refuelling stations have been exempted from the respect of the limits on the operation times, even when they are located inside the multi-fuel refuelling stations, provided they have a temporary physical separation between the delivery devices of the different products. As a consequence, this has encouraged the regions to adapt their planning of the fuel distribution network accordingly. So at the end of 2009 the total number of refuelling stations went up again at nearly 30,000 units.

REGIoNAL FUEL DIsTRIBUTIoN DIRECTIVEsNV


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while keeping the diversification of the delivery offer;m) distinction between the management activity of the automotive fuel delivery appliances and the retail sale of fuels, carried out by management operators, from the owner of the appliances, who has a relation with the management operator by means of a standard type contract approved by a decree of the ministry of industry after a proposal made by the authority for power and gas, establishing the modality with which the existing contractual relationship can be adjusted to the standard type contract according to a request done by one of the involved parties;n) gradual step by step application of the separation, also by means of the introduction of possible limits and prohibitions to the activity or ownership of exclusive rights on the retail sale activity of automotive fuels to the end customers, exclusively carried out by the management operators, from the gross market activity, such as that carried out by operators directly active, or through controlled companies, controlling companies, or companies controlled by the same controlling company, in at least one of the following sectors: i. oil research and liquid and gaseous hydrocarbon production; ii. oil refinery; iii. production or commercialisation to customers different than the end customers of gasoline, oil, diesel oil for various applications, lubricants and residues, LPG and CNG;o) application of contractual conditions, for the sale to the operator of automotive fuels and of storage and transport services, which exclude the imposition of any unilateral bond aimed at limiting the freedom of supply of the operator also form different suppliers, also as partial repeal from what enforced by the law 11 February 1998, n. 32, while keeping in operation the commercial agreement freely signed by the operator also for the commercial utilisation of the trade mark as an exclusive element of the fuel delivery systems;p) promotion of the 'aggregation between operators of refuelling stations under the forms which are allowed by law, with the purpose of developing the capability to purchase on the gross market of automotive fuels and of their storage and transport services, both within and outside the organised markets;The oil sector, and the refuelling station operators, who apparently are favoured by a proposal such as this one, can hardly interpret its meaning. And so far they have not shown so much enthusiasm about it.

The coherence is not for this world. But the large number of refuelling stations in operation on our territory has anyway also a positive side, in that the average distance to be run to refuel on gasoline or diesel oil is about 3 kilometres. In the other European countries it is up to ten times as

much. Nowadays it is of paramount importance to outline “a clear legislative framework for the automotive fuel distribution network in general, and a specific one for that of CNG, which allows to set plans and strategies, without the need for them to be repeatedly revised over the time” (in italics we integrally quote the wording of the operators, which we share).

Fig 1 refuelling stations in Italy

Fig 2 refuelling stations in Europe

Fig 3 vehicles per refuelling station in some European countries


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Metano&Motori ha incontrato l’Architetto Vanni Cappellato, Presidente Torino Metano S.r.l. e Vice Presidente GTT Gruppo Torinese Trasporti: da al-cuni anni infatti a Torino è in corso di realizzazione un vasto progetto di rinnovamento del sistema dei trasporti pubblici con due obiettivi, la qualità del servizio da una parte e l’efficienza della gestione dall’altra.E’ così che presto la città sarà dotata di una linea metropolitana, di una estesa rete di tram moderni e confortevoli e di uno dei più grandi parchi di au-tobus a metano d’Europa.Già oggi GTT ha in esercizio 197 bus a gas natura-le; 100 da 12 metri di lunghezza e 97 da 18 metri. Il programma di modernizzazione si completerà nei prossimi anni sino a raggiungere i 440 bus ecologici corrispondenti a circa il 50% del totale circolante.La metanizzazione dei trasporti pubblici di Torino è iniziata con tutta la prudenza richiesta dalla necessità di maturare esperienze specifiche all’in-terno dell’azienda: pochi autobus a metano rifor-niti presso un distributore esterno già esistente. Questa presa di contatto iniziale ha consentito di verificare l’affidabilità dei mezzi, il gradimento del pubblico e del personale di vettura nonché l’eco-nomicità del sistema.I positivi risultati della prima fase hanno determi-nato il varo di un progetto di grande respiro con l’ampliamento del parco di bus a metano e la realizzazione delle apposite strutture di staziona-mento, rifornimento e manutenzione dei mezzi. Lo studio, la realizzazione del progetto nonché la gestione del sistema di rifornimento è stata affi-data a Torino Metano, società controllata all’80% da GTT e per il residuo 20% da Thecla, società di ingegneria specializzata nel settore gas per i trasporti.Il già esistente deposito autobus a sud di Torino, in località Gerbido, è stato ampliato e dotato di una stazione di compressione per il rifornimento nottur-no dei bus e diurno degli autoveicoli privati.Ben presto però è risultato evidente che le due esi-genze di rifornimento (esterna ed interna) erano inconciliabili per dimensioni e procedure.Recentemente è stata quindi realizzata una sta-zione di compressione autonoma per il deposito dei bus con 5 unità di compressione (4 in eser-cizio + 1 di riserva) con una potenza impegnata complessiva di 700 kw e un sistema di raffredda-mento del gas in grado di assicurare sino all’8% di incremento del rifornimento.Il rifornimento dei mezzi viene effettuato dalle

ore 20 alle 5 con un sistema a satellite con due pensiline da 110 metri ciascuna in grado di ospi-tare 16 bus da 18 metri contemporaneamente. Il sistema “stazione di compressione-stazione di rifornimento” è completato da una centrale di ge-stione elettronica che registra e analizza tutti i dati per fini statistici, contabili e di controllo.Parallelamente alle strutture di rifornimento si è dovuto provvedere a quelle di riparazione e ma-nutenzione. La normativa infatti prevede apposite dotazioni ai locali che ospitano veicoli a gas: im-pianto elettrico completamente isolato dall’am-biente, aerazione minima garantita e sensori auto-matici per la rilevazione di eventuali fughe. Nelle postazioni di officina per gli autobus a me-tano vengono eseguite le riparazioni per malfun-zionamenti accidentali e le manutenzioni perio-diche programmate. In particolare ogni autobus viene revisionato completamente ogni 20.000 km mentre le bombole vengono revisionate ogni tre anni e le valvole ogni sei mesi.Il progetto di metanizzazione degli autobus di Torino prevede, oltre al deposito sud di Gerbido con 200 bus a gas naturale, il deposito di corso Novara con 120 bus e un terzo deposito a Ve-naria con altri 120 bus ecologici. Naturalmente, ogni deposito avrà proprie strutture di riforni-mento e manutenzione.Il costo degli impianti, pari a circa 3,3 milioni di euro è stato finanziato con contributi pubblici, con finanziamenti dell’ICBI e con risorse interne. Per quanto riguarda i mezzi, il sovrapprezzo delle versioni a metano è stato coperto dalla regione Piemonte.L’adozione del metano, oltre ad altri vantaggi sul piano della qualità del servizio e del rispetto dell’ambiente, consente un notevole risparmio sui costi di esercizio che ad oggi (175 autobus a metano in esercizio) sono pari a 350.000 euro annui rispetto all’utilizzo del gasolio.Le indicazioni che emergono dall’esperienza ma-turata da Torino Metano in questa prima fase del progetto mettono in evidenza:

• l’accoglienza positiva da parte del pubblico dei viaggiatori che apprezzano la maggior silenziosità e l’assenza di emissioni sgradevoli dei bus a metano. Naturalmente l’introduzione degli autobus a metano è stata comunicata sia prima che dopo il varo del progetto con campagne di affissioni sui mezzi di GTT e murali in città.

• L’accogl ienza favorevole da parte del

I TRAsPoRTI PUBBLICI DI ToRINo HANNo IMBoCCATo LA sTRADA DELL’ECoLoGIA

sTUDI DI sETToREMM


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personale viaggiante e di officina che ha visto l’introduzione del metano come occasione di valorizzazione professionale. A questo proposito si sono rivelate indispensabili le attività di informazione e formazione del personale e il coinvolgimento preventivo delle strutture sindacali.

• La necessità di una attenta programmazione per adeguare le strutture ai mezzi affinché la crescita degli autobus sia accompagnata da un numero di punti di rifornimento e di postazioni di manutenzione sufficienti a garantire il servizio ma non in esubero per ovvie ragioni economiche.

• La necessità di una profonda conoscenza della normativa specifica e di un costante collaborazione preventiva con il corpo dei Vigili del Fuoco per lo studio e la realizzazione di strutture sicure ed efficienti.

• L’attenta valutazione dei vincoli che comporta la coesistenza anche se temporanea, di strutture per il rifornimento, la manutenzione e il deposito di autobus a metano e a gasolio. E’ necessario infatti prevedere spazi e procedure specifiche in armonia con le normative esistenti evitando la ridondanza di strutture e personale. ■


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NGV oN-BoARD sAFETY sYsTEMs - TPRD, PRD AND oTHER NGV oN-BoARD sAFETY DEVICEs

replacement or for periodic re-qualification test; or for maintenance on the system. The existing norms in fact prescribe emptying the cylinder before any intervention on the CNG system. And in case of interventions on the vehicle which do not involve the on board CNG system, the norms prescribe to shut off the cylinders before the vehicle entering the workshop. In most cases it is a sphere valve, and to shut it off completely it takes just 90° rotation of the handle; in some cases it is a needle valve, and to shut it off it takes more angle rotation and more time. It is often integrated with many other safety devices, collected in a single component called multi-valve.automatic valve – usually it is an electric (solenoid) needle valve, installed in a point on the high pressure part of the on board CNG system. Normally it is included in the multi-valve which comes with each CNG cylinder. But it may be also present at other locations, such as on the pressure regulator, of which it becomes a part in this case. On the modern vehicles, it is controlled by the ECU (electronic control unit) which activates it when the driver turns the start key on the dashboard, thus closing the relevant electric circuit. Any engine stop, even accidental, must make this valve to switch off. This valve in fact has the purpose of preventing gas to be present in the low pressure part of the CNG system, when the engine cannot burn it. The UN ECE regulation R110 prescribes that an automatic switch off valve is installed on each on board cylinder. In the opinion of the experts of this sector, who have criticized this particular requirement, in the case of the heavy duty vehicles it may cause a proliferation of valves and devices, which does not necessarily means more safety, and increases the cost of the system. On the heavy duty vehicles in fact, a lot of cylinders are installed; usually six or eight of them. In this case, it seems more sensible to install only one automatic valve on the manifold collecting all the cylinders, or groups of them. Even because each added element, which is not strictly necessary, is a potential source of another leakage or malfunction. It is also to be noted that the needle operation coil of the valve is consuming power (a number of Ampères) and is a source of heat; and these are two undesirable effects in the case of vehicles, even the small ones, having on board two or three cylinders, installed in a narrow and heat shielded space, from which it is not easy to dissipate the heat originated by the coils. The high power adsorption may contribute to generate problems for the battery, which on

The modern natural gas vehicles have reached a very high safety level. In the opinion of the experts who have done some comparative analysis of the different on board fuelling systems and of the liquid and gaseous fuel refuelling systems, they have the same safety level of the diesel oil vehicles. This high level of safety is partly due to the intrinsic characteristics of natural gas. It is lighter than air, (about half as much) so it do not create dangerous concentrations of combustible substances at the level of ground in case of leakages. It has a self ignition temperature which is far higher than that of the other fuels (at atmospheric pressure, 650°C for CNG, about 200-300 for gasoline and diesel oil, and about 400 for LPG), so it is more resistant to self ignition. Its combustibility concentration interval in air is between 5 and 15%. So natural gas must reach a concentration of at least 5% in air before it can burn. For diesel and gasoline, just 1% is enough, and for LPG, it takes not more than 2%; so also for this reason CNG is likely to create less danger situations. But the safety level is also due to the care taken in the system design, and to the number and variety of safety devices which are installed on the on board system, to avoid possible risks.

The on board CNG system of a NGV has some peculiar safety needs, due to the high service pressure. This imposes the adoption of a number of special devices, to ensure the maximum safety. The main safety devices, or safety correlated devices of the CNG on board systems are at present:• manual valve;• automatic valve;• check valve or non-return valve;• pressure relief valve (PRV), multiple time use;• temperature triggered pressure relief device,

(TPRD), also called fusible plug in some cases, one time use;

• excess flow valve, multiple time use;• pressure triggered pressure relief device (PRD,) also

called burst disk, one time use.Other devices can be added in future, as technology is in constant progress on this field. The most important on board safety device is probably the PRD (temperature or pressure triggered).

manual valve – it is the simplest component. It is installed on the cylinder neck and is used to isolate the cylinder in case of problems on the system, e.g. when a gas leak is present or suspected. This valve is also closed when the cylinder is to be removed for


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the modern vehicles, has a heavy job already. On the bi-fuel vehicles this valve is also installed on the gasoline pipe, to stop gasoline flow when the engine is running on CNG. The main quality and safety requirement of this device is tightness when the valve is closed. And obviously the resistance to service pressure i.e. 200 bars. Another important requirement is durability; this device opens and closes each time the engine starts and stops.check valve – it is usually a very simple device, constituted by a needle which is kept in the close position by a spring, and built in such a way that gas can flow in just one direction, against the spring force. In the modern vehicles, compliant with the ECE-ONU regulations R110 and R115, this valve is installed inside the refuelling valve, to prevent gas escaping the high pressure part of the on board system to atmosphere, when disconnecting at the end of refuelling. Another check valve is usually installed anyway also in the multi-valve of the CNG cylinder, upstream of the pipe connecting it to the on board receptacle. So, on the multi-valve there must be a second high pressure pipe, taking gas to the pressure regulator. The quality and safety requirements of the check valve are the resistance to service pressure, the gas tightness in the reverse direction, and the minimum possible chatter, i.e. the noise emission due to the oscillation of the group formed by the needle and spring, occurring at some particular service circumstances and pressure of the flowing gas. Chatter has also some influence on the durability of this device.overpressure vent valve (PRV) – also in this case the device is often constituted by a needle which is kept in its shut position on the seat by a spring. But in this case the spring is calibrated, and is loaded by a nut or a screw, in order to force the needle to the open position only when the pressure upstream of the needle exceeds the set value (safety value). In this circumstance, the pressure prevails the spring, as in the case of the check valve, and the needle opens an orifice through which the gas at an excessive pressure is vented to atmosphere, or into a blow-down pipe. In the case of the stationary plants (refuelling stations and the like) the most recent norms in force in many countries tend to prefer this second option, to avoid any release of natural gas to the atmosphere. In this case the released gas, as the gas vented from connector at the end of filling operation, can be recovered. Obviously, on the on board system this is not possible. As the pressure comes back to the normal value, the spring forces the needle back to seat in the close position, and the device is ready to work again, in case of another abnormal pressure rise. One of the weak points of this device is the reliability over the time. Usually it keeps in close position for very long periods of time. Then, when it comes in operation, it may happen that the needle seat has lost the suitable characteristics for a good tightness, and when

the needle reseat to the close position, the device starts leaking; hence replacing is necessary, even if this is defined as a “multi use device”. The quality and safety requirements of the PRV, besides not being prone to the above inconvenience, are the activation at the accurate set pressure, and the capability to vent the proper gas flow to quickly restore the safety conditions on the protected system. This kind of safety valve is installed both on the refuelling stations plants and on the on board CNG systems, for example on the pressure regulator.excess flow valve – this device is installed to prevent an excessively high flow of gas suddenly escaping the CNG cylinder, in case of rupture or disconnection of the high pressure gas pipe; which may happen for example in a serious car accident. A strong fuel gas jet escaping a cut off pipe in the middle of scraps and twisted car body sheets, in the presence of sparks or hot points, would increase the danger for the vehicle occupants and for their rescuers. This device must be installed as close as possible to the CNG cylinder. The best location is actually inside the cylinder, where the excess flow valve would be suitably protected by the rugged cylinder neck, and it could operate the proper way even in case the multi-valve has been broken by a violent impact. This is why the excess flow valve is often included in the part of the multi-valve which is screwed inside the cylinder neck. Usually this device is a pierced metal diaphragm, kept in its open position by a weak spring. In normal gas flow conditions, the holes are sufficient to allow the needed flow of gas, and the diaphragm keeps in its operating position. In case the gas flow increases too much, reaching a value which is not compatible with the engine consumption, the consequent increased pressure drop across the holes creates a push force, which prevails the spring, thus pushing the diaphragm to close the gas supply orifice. So the flow of gas to the downstream pipe, which is broken or disconnected, stops. The diaphragm will keep in the closed position as long as the downstream pressure will be lower than the upstream pressure. For this reason, if the diaphragm would completely shut off the gas flow, it would be difficult then to recover the cylinder, as the device is very often if not always inside, and the inner gas pressure will keep it firmly secured to its seat, if gas tight. It is hence most advisable that the diaphragm do not stop completely the flow of gas, but let a small stream of gas escape through a tiny by-pass, even in the shut off position. This gas leakage allows an easier restoring of the normal operative conditions of the CNG cylinder. In fact, in this case it is sufficient to connect the cylinder to a closed pipe, to have the pressure downstream of the diaphragm rise again, up to the point when upstream and downstream pressure are equal, and the spring can reseat the diaphragm. A critical


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aspect of this component, when it is installed on board of a vehicle, is the activation gas flow, i.e. the flow of gas which must trigger it. The value of this flow must be sufficiently high so as to prevent the diaphragm to shut down at the improper time, because of the gas consumption of the engine at top load. But if the maximum allowed gas flow is too high, the diaphragm could fail to shut down when needed. In the case of installation of the excess flow valve on the dispenser, this is a minor problem. The pressure losses caused by the different devices placed along the gas stream on the line (e.g. check valve, shut off valve, fittings, small diameter piping etc) limit the maximum gas flow across the excess flow valve of the dispenser even when its connector is fixed on the receptacle of an on board gas system which cylinders to be filled are completely empty, hence requiring the maximum possible flow of gas. The UN ECE regulation R 110 prescribes that this valve must activate when the pressure difference between the inlet and outlet of the valve is 650 kPa (i.e. 6.5 bar). And when the valve is shut, the residual gas flow across its bypass must not exceed 0.05 Nm3/minute with a pressure difference of 10,000 kPa (100 bar).

Pressure relief device activated by excessive temperature, or excessive pressure (TPRD - PRD) – the most important on board safety device is probably the PRD (activated by excessive temperature or pressure). The Italian norms has adopted the UN ECE regulation R 110, which imposes the installation of the PRD on the on board CNG cylinders.

Fig 1 TPRD traditional type

Fig 2 TPRD last generation type

Fig 3 PRD (rupture disk)

Fig 4 check valve

Fig 5 PRV (multiple time use)

Fig 6 manual shut off valve; see on the right side the TPRD, the most traditional type

Fig 7 multi-valve; it includes: manual shut off valve (the red handle close-up), automatic shut off valve (the black coil on the opposite side), check valve (on the left), TPRD (on the right), excess flow valve (on the bottom)

Fig 8 modern multi-valve; adopting the most advanced solutions, such as the indirect activation TPRD (on the left side, with the check valve); it also includes the PRV, visible just on the right of the yellow hand-grip of the manual shut off valve; then, counter-clockwise, there are: the multi use pressure relief valve; the excess flow valve, not visible from this view, is placed inside the threaded valve body

NGV oN-BoARD sAFETY sYsTEMs - TPRDNV


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Existing norms and documentsThe following standards, norms and documents contain some reference to TPRD, PRD and safety devices.• ISO 11439: ”Gas cylinders — High pressure

cylinders for the on-board storage of natural gas as a fuel for automotive vehicles - (A.15 bonfire)”

• ISO 15500 – 13: “Road vehicles — Compressed natural gas (CNG) fuel system components — Part 13: Pressure relief device (PRD)”

• ISO 15501: “Road vehicles — Compressed natural gas (CNG) fuel systems — Part 1: Safety requirements - subparagraphs 4.1.1 and 4.1.2.4”

• NFPA 52: “NFPA 52 Vehicular Fuel Systems Code 2006 Edition - Annex C PRD”

• ANSI/SAE “PRD1”• GRI Topical report “Design and materials issues for

PRD for NGV fuel containers” (April 1998)• UN ECE Regulation R110: Uniform provisions

concerning the approval of: o Specific components of motor vehicles

using compressed natural gas (CNG) in their propulsion system

o II. Vehicles with regard to the installation of specific components of an approved type for the use of compressed natural gas (CNG) in their propulsion system”

But some more clarification is needed, especially at level of international regulations.

Main types of PRD on the marketOperation principles (activation)The PRD can be activated in one of the following ways:• Pressure increase (PRD, burst disk, pressure

triggered): they are generally made of a metallic diaphragm intended to rupture at a predetermined pressure, to protect the cylinder from overpressures due to causes even independent from heating.

• Temperature increase (TPRD, temperature triggered) fusible plug: they are generally including a part made of a metallic alloy melting at temperatures of 120±10°C, that directly or indirectly vents the gas and allows emptying the container within a certain time.

• Temperature increase (TPRD, temperature triggered) glass bulb: a fragile glass bulb containing a special substance, is destroyed by a certain temperature increase, causing gas vent to occur through the actuator valve assembly.

• Temperature increase (TPRD, temperature triggered) LTS (linear thermo safety) detector hose: a low pressure hose made with thermoplastic polymer material is surrounding the cylinder; it’s easily melted down by fire, causing the gas to vent through the actuator valve assembly.

• Combination of devices where pressure increase or temperature increase causes gas vent

The solution of PRD activation by increase of pressure and also simultaneous increase of temperature, (adopted for example in Argentina), regardless of the activation principle, is not recommended. In general, the burst disk is not reliable in case of fire, in particular when the cylinder is only partially filled; so it may prevent the temperature triggered part to operate properly. To provide a solution to this problem anyway, some PRD of this type has been designed and manufactured, in which the part activated by excessive pressure is triggered by a pressure which is far lower than the activation pressure of the PRD pressure activated that is installed alone, or in parallel with the PRD temperature activated (i.e. the normal cases). Other operating principles may appear on the market in future.

General requirements for the design, manufacturing and installation of the TPRDThe experts have put together a set of requirements for the installation, design and manufacturing of the safety devices, to be considered at present as good technical rules. The heat originating form fire or other sources rapidly degrades the strength of the material with which type 4 cylinders are made. It also deteriorates, more slowly, the characteristics of the metal with which type 1, type 2 and type 3 cylinders are made. As the cylinder temperature rises, the gas content must be vented before the pressure rise, due to heat, overcomes the decreasing strength of the cylinder walls. That’s the very basic function of the TPRD. So the TPRD must be completely activated at a temperature not higher than 120±10°C. Above such a temperature the venting port must be completely free for the passage of the gas that must be vented. Radiant heat from fire or other sources may impinge a particular portion of the cylinder more than the rest of it. So it is important that all the external surface of the cylinder is duly protected by an appropriate number of devices, especially in the case of the longer cylinders. For this reason, the experts share the opinion that each one of the TPRD installed must not cover a field which radius is more than a maximum of 1 metre. Hence, no part of the cylinder must be at more than 1 metre from the nearest TPRD. The installation of any other safety device must not affect the proper operation of the TPRD. This is a mistake that has been done in the past, even by the good quality standards. As an example of such kind of mistake, the standard

Fig 9 breakaway device


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built in suck a way that the passengers can evacuate it quickly enough but, at least in the case of CNG buses, it would be strongly recommended to take precautions so to avoid that a fire might propagate too quickly to the whole vehicle. It would be also necessary to set rules about the materials used in the construction of buses (at least for CNG buses) to limit propagation of fire. The fire resistance of materials is particularly important for roof and sunroofs, engine, seats and seals.Fire protection of tanksAs already mentioned, the main risk for gas tanks is to be involved in a fire which heat quickly degrades the mechanical characteristics of the composite materials, rapidly leading to burst of tanks (as happened in Montbéliard in August 2005 and in Saarbrucken in May 2003). To reduce this risk it is important to protect the bus tanks from fire. The presence of ventilation openings (sunroofs or the like) on the roof of the passenger compartment, close to natural gas tanks, may stimulate a quick propagation of fire, and may cause a flame concentration on unprotected areas of the gas cylinders. When manufacturers and operators of natural gas buses make holes (like sunroofs) on the roof of vehicles in the areas adjacent to tanks, they must block the sunroofs, or better, must protect the tanks by means of materials resistant to fire. In the case of all the buses in service, the thermal insulation should be ensured, with a resistance to fire longer than ½ hour, of all existing sunroofs and similar openings. In the case of all new vehicles, a thermal insulation should be ensured between the roof of the bus and the natural gas tanks, to delay heating of said tanks in case of bus fire.Tank emptying in case of fireTo reduce the risk of explosion, it is worth considering that if the gas tanks are impinged by flames the mechanical characteristics of the composite wrapping materials that generally carry the total or the main part of the load, rapidly degrade, and the tank burst. To avoid this kind of accident, a PRD temperature activated (compulsory) and an additional pressure activated one (at the designer option), is installed on the tank. A draft norm for certification of safety devices, before the enforcement of the UN ECE regulation R 110, prescribed a tank emptying time of about 30 minutes. In the norms applied in France for example, the main risk taken in consideration was that of fusible plugs activating with too high gas flow rate, in confined or poorly ventilated areas. This fear was apparently due to the accident occurred to an LPG vehicle in Lyon. This is not a convenient approach in the situation occurred to the buses in France, where the vehicles could completely burn down in less than 30 minutes. The requirements of the regulation R 110 tend to be stricter in this respect. On this respect there is not general agreement between the NGV experts, but

ISO 15501, in part 1, point 4.1.1, relative to the excess flow valve, prescribes: “The CNG on-board fuel system may include a device inside the gas cylinder, or a functionally equivalent system, to control gas leakage in the event of a rupture in the fuel supply system. This prescription is subject to possible misinterpretation by designers, and may lead to the consequent adoption of design solutions that do not allow the independent function of the two devices. In fact, if this flow limiting device is to be put inside the cylinder, it will necessarily be upstream of the PRD, which instead must necessarily be placed outside of the cylinder; so the flow limiting device might prevent a proper and quick enough gas vent, in case of need, unless a separate canal is provided for the PRD, to connect it directly with the inside of the cylinder, which is not explicitly specified by the ISO standard. The standard must be amended in this point. In more general terms, the TPRD must be installed in such a way that no other device interferes with its proper function. The installation of the TPRD must meet the requirements of the already mentioned norms: ISO 11439; ISO 15500 part 13; ISO 15501.The cylinders should be adequately shielded from possible heat sources, like for example: engine and engine components; exhaust pipe/silencer; any sun roof and the like (through which a flame could impinge the roof mounted cylinders in case of a fire originated inside the vehicle). The due consideration should be given to the possible consequences of vehicle going into fire, to avoid flames to impinge any small portions of cylinders external walls.Fire detection and automatic fire extinctionAt present some buses have an on board fire detection system, more or less efficient. But in some cases of fires, either this system did not work, or the alarm it made was not noticed by the driver. It seems that in some cases the location on board of the fire detection device was not sufficiently close to the areas of the engine compartment where a fire might originate and develop. Some manufacturers propose some fire extinction systems with water spray that allow extinction of fire in the engine compartment. The installation is advisable, of automatic or manual fire extinction systems inside the engine compartment. It is necessary to reduce as much as possible the risk of fire ignition in the engine compartment, and extinguish fire as soon as possible, before it creep out of it. In fact, if fire develops inside the engine compartment, it is necessary to avoid fire extending to the passenger compartment and to the gas tank compartment. A protection shield can be placed between the engine compartment and the passenger compartment. Fire transmission occurs very quickly and a bus can be burned down completely in less than 20 minutes. At present there are no rules relative to fire resistance of the different components of the vehicle frame or of the on board systems. A bus is



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the large majority of them share the opinion that the gas release must always be as quick as possible.Some plants are equipped with fusible plugs (TPRD) that have a small diameter coiled duct filled with a metallic alloy melting at low temperature, aimed at avoiding the possible risk of eutectic alloy creeping outside, and have a small orifice aimed at limiting the maximum flow rate. With this orifice the emptying time of the tank is about 30 minutes, but in some accidents some doubts have arisen about this kind of device functioning properly: it seems that in some cases a part of the eutectic alloy have re-solidified, thus partially obstructing the gas duct. Meeting the requirements of the regulation R110 implies installation of more fusible plugs with larger orifices.In France, the buses which tanks have gas flow limiting devices face some risk of explosion of one or more tanks, in case the bus goes on fire. To align these buses with the requirements of the regulation R110 would imply the complete substitution of the on-board gas storage system and all the safety devices. It does not seem possible to impose this to all the buses that were made to the old French regulation. It seems more realistic to limit this operation to some types of buses that faces simultaneously a significant risk of ignition of fire in the engine compartment, and a risk of explosion of tanks due to the adopted solution for the safety system. The system device of this kind should be substituted anyway even in case of no risk of fire as described. The TPRD and PRD must be designed to vent the entire contents of the cylinder rapidly, and not reseat or allow re-pressurization. All the containers, the TPRD and the PRD, that have been subjected to fire should be removed from service and destroyed. The minimum time for activation of the TPRD, minimum flow capacity, and number and location of the TPRD can be different for each container size, and application to the vehicle. The flow of gas from PRD should be ported and vented to a location on the vehicle where it can be safely discharged with minimum likelihood of ignition or causing harm or damage. The tubing and vent system must be able to carry the flow from the PRD without restriction, and withstand the vent pressure and mechanical loading induced by the high velocity gas. LocationThe location of the TPRD and the venting system must not increase the likelihood of damage or environmentally induced degradation of the TPRD. Issues that should be considered include:• Road hazards• Maintenance accidents including tool drops and

personnel stepping on the TPRD or PRD• Moisture intrusion and collection within the TPRD

or PRD.To prevent moisture intrusion, the end of a vent tubing system should be covered with a rubber

cap or some other device, firmly secured to avoid losing it, or removing it by mistake (e.g. while washing vehicle). Activation of the TPRD should not introduce any additional hazards, such as harmful projectiles, to vehicle occupants or other people in the vicinity. Once installed on a cylinder and put in service, TPRD should not be moved to other containers, even within the same vehicle. If removed for inspection, the TPRD must return to the same cylinder. If TPRD are replaced on a cylinder, the old TPRD must be destroyed, or rendered unusable. TPRD located on a cylinder that is removed from service and destroyed, must also be destroyed.No TPRD or PRD can keep in service longer than its design life (max 20 years). The PRD pressure triggered (burst disk) shall be activated and shall vent the gas independently from the TPRD temperature triggered. Both the PRD (the pressure triggered one and the temperature triggered one) shall be fitted to the cylinder in such a way that can discharge the possible leakages in the gas-tight housing, if applicable, if that gas-tight housing fulfils the requirements set in R 110 (par 17.5.5).Design and manufacture criteriaTPRD must withstand at least two refuelling per day over the whole service life of the CNG cylinders, (max 20 years for R110 cylinders, which means 10,000 cycles at -40°C, and 10.000 cycles at 82°C). TPRD must always be used with the same cylinder. (GRI)The TPRD must be able to withstand exposure to a temperature of 82° C for a total of one year and a temperature of 57° C for a total of 20 years without significant creep or degradation. The TPRD should be designed to be used with gas complying with ISO 15403 part 1 and part 2. But in selecting materials, consideration should be given to the possible presence of small amounts of hydrogen sulphide, oxygen, CO

2, hydrogen and compressor oil, in view of possible corrosion or degradation. Suitable design measures should be taken to accommodate the presence of moisture and mitigate its effect.TPRD should be resistant to:• Ultraviolet radiation (elastomers e.g. O-rings)• Shock• Vibration• Moderately corrosive liquids• Limited abuse• It should be not easy to misuse, or abuse, or to

install it incorrectly.• The body of the PRD should not be easy to grip with a wrench anywhere other than the intended location.

It is necessary to ensure that installation instructions clearly show proper torque values that are difficult to overlook or misinterpret. Internal O-rings in TPRD and PRD should be fully constrained so that they cannot be displaced or dislodged from the O-ring

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above the minimum necessary amount increases the likelihood that this happens, which reduces the safety rate of the system. Some manufacturers manifold together two cylinders with a high pressure pipe, on which they install a single TPRD, that must protect both cylinders. This is not always advisable, because a single TPRD is not necessarily able to cover adequately both cylinders in any event. Opposite, the TPRD activation that may occur to protect one of the cylinders is causing the emptying also of the other cylinders, connected by manifold to the one that have the problem, even if they don’t face any risk themselves. The need to empty simultaneously more cylinders through the same TPRD may require an excessive length of time before the internal pressure of the tanks is lead back to a safe level. In designing a direct melting device (the simplex type of TPRD), the best compromise should be found in the dimensioning of the vent holes. Small vent holes reduce the creeping effect over time of the eutectic alloy. Big vent holes reduce the time required to empty the cylinder in an emergency situation. Another problem caused by small vent holes is that the escaping gas tends to cool down the TPRD, which may lead to solidification of the eutectic alloy, with a further reduction of the vent duct passage area, in configurations in which gas is passing through the melted alloy duct. In the opinion of experts, this kind of TPRD behaves well enough with type 1 and 2 cylinders, but is not able to vent adequately with large type 3 and 4 cylinders. The TPRD type to be preferred in this case is that in which the element that senses the temperature is not in direct contact with gas, and venting gas does not pass through the orifices emptied by the metallic melting alloy. In this case pressure and temperature inside the cylinder do not directly affect the device in normal service conditions. The small “thermal load” of the trigger mechanism allows it a quicker activation. Its greater complexity carries with it the risk of a lower reliability, so stricter certification tests are required to the prototype. For this kind of device the visual inspection could be not sufficient to determine its integrity (e.g. effects such as eutectic alloy creep are not immediately detectable).

Ice and vent caps In the colder climates, possible moisture trapped in pressure relief devices (PRD) and in PRD vent lines can eventually freeze and there is the concrete risk of it damaging these safety components. There have been some cases, where ice induced damage has caused PRD to unexpectedly activate and release the fuel tank contents. PRD are safety devices intended to avoid rupture of the CNG fuel tanks by releasing the fuel in the event of a fire involving a natural gas vehicle. PRD are typically located at one or both ends of NGV fuel tanks. On many vehicles (e.g., HD vehicles such

grooves. O-rings and other elastomers become saturated with gas under high pressures. When depressurized, the O-rings have the potential to enlarge, deform and move if they are not fully constrained. The TPRD and PRD body design must be so that the shoulder is sufficiently wide that the O-ring cannot be pinched when compressed by the cylinder port during installation. During the manufacturing, shipping and installation process, the individual rupture safety disk surfaces must be protected from possible scratch, gouge or other damage. Instructions to TPRD users should specify protecting TPRD inlets and outlets anytime they are disconnected from the container and/or vent tubing.The TPRD and PRD may be composed of a number of materials including glass, thermoplastic polymer materials, brass, eutectic alloys, stainless steel, and nickel. Measures must be taken to ensure internal compatibility of materials used in TPRD and PRD to avoid the likelihood of galvanic corrosion of dissimilar metals. The NGV environment can be corrosive. Nickel plating might be not adequate to protect plain carbon or low-alloy steel from corrosion. Free machining stainless steels achieve their easy machining characteristics most often through the presence of sulphur-based inclusions. The corrosion resistance of these steels is reduced due to the presence of non-metallic inclusions. Significant stress concentrations in the same plane as inclusion stringers can cause unanticipated failures in TPRD and PRD. Contaminants and mild corrosion may degrade the internal components, and prevent components from sliding, preventing activation. The TPRD and PRD can be subjected to significant airborne particulate contamination that has the potential to interfere with sensitive mechanisms. To avoid problems from contaminants, TPRD and PRD designs must be robust in that they do not rely on close tolerances and sliding mechanisms that are easily inhibited by particulate contamination.

Possible defectsExperience from applicationThe experience of handling millions of CNG in service since the thirties showed that very few undamaged cylinder, if anything, did ever burst due to overpressure, except in case of fire. For this reason, many experts believe that adding a pressure activated PRD to the temperature activated TPRD is not necessary. Furthermore, the experience showed that adding more TPRD/PRD beyond the minimum amount strictly necessary to ensure the safety in case of fire, has the effect of reducing the global safety and reliability rate of the system, rather than increasing it. The TPRD/PRD that are based on complex activation mechanisms have had malfunctions in service, leading to unnecessary venting of the whole gas content of the tanks, which caused danger situations. Adding TPRD/PRD



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as buses), the piping which is attached to the PRD directs the released gas to a vent port, usually near the roof. The experience has shown that moisture from rainwater and vehicle washes may enter the PRD vent systems through any accessible opening. Open vent piping outlets with missing moisture caps are the most common entry points for water, but loose fittings can also be an adequate opening. If sufficient moisture collects within a PRD and freezes, internal components may distort and cause the PRD to activate prematurely. This problem has been en-countered primarily on transit buses with roof mounted PRD vents, but the potential exists for any CNG fuel system with openings in the vent system. NGV manufacturers typically recommend routine inspection of PRD vent systems to verify the integrity of the vent lines and assure that all vent caps are in place. The recommended inspection procedures and precautions vary from vehicle to vehicle. It is necessary to consult the vehicle owner’s guide and/or the manufacturer for appropriate inspection procedures to check the PRD vent system. When lost vent caps or any other indication that there might be moisture in the PRD or vent system are detected, it is advisable to consult the vehicle manufacturer immediately for recommended actions.

BreakawayTo offer a comprehensive survey of the safety systems of the CNG plants, it is worth mentioning here also one of them, i.e. the breakaway, which as a matter of fact is not installed on the on-board CNG system of the vehicle, but on the stationary side, on the dispenser. It is anyway installed for the purpose of protecting both the dispenser and

the vehicle. Its function is to limit to the maximum possible extent the damages to dispenser and vehicle, in case the car driver (in particular at self-service stations, but not only there), starts off with its vehicle, while the connector is still engaged to the receptacle. The breakaway device is made of two parts which are connected each other in such a way as to stand gas pressure, and to safely disconnect under a reasonably low pulling force (e.g. 500 N, i.e. about 50 kg) exerted on the hose. Inside the device there also is an excess flow valve, which prevents the gas coming from the dispenser to escape outside when the two parts of the device disconnects. Among the quality requirements of this device there is the capability of proper functioning independently of the direction of the pulling force which must cause safe disconnection. In fact it is installed on the flexible hose, which can be pulled in any direction during service, as a consequence of the relative positions of the vehicle to be refuelled and the dispenser. Its ideal location is the middle point of the hose, so that the pulling force direction is in line as much as possible with the hose axis, thus minimising the bending component of the force, which is not effective for disconnection.

NotesThis article is partly based on the French document: «Rapport d’enquete technique sur les incendies d’autobus functionnant au GNV notamment les incendies survenus en aout 2005 à Montbeliard et à Nancy ». – Ministere des Transports de l’Equipement du tourisme et de la Mer – 31 Mars 2006. Also a GRI study is the source of some part of the content.Liner = the metallic inner part of composite cylinders


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❑ AEB ALTERNATIVE FUEL ELECTRoNICs

AEB Alternative Fuel Electronics has been leader in design and production of electronic devices for converting vehicles to run on LPG or CNG for 25 years. The constant care given to R&D, the exclusive use of Automotive components and state-of-the-art technological processes, assure to AEB customers the highest quality standards of the market.AEB products are completely made in Italy and are divided in: direct and sequential injection control units, feedback systems, timing advance processors, emulators, switches, sensors and indicators and all the accessories that can optimize the car’s LPG/CNG conversion.

In the occasion of 2010 NGV Rome Exhibition, AEB will present its electronic central units for direct injection vehicles conversion and, in particular the AEB3000 one.

These devices, configured with a dedicated AEB software, improve important benefits: reduction of the fuel costs and therefore savings for the end user, engine efficiency equal to normal petrol engines and therefore optimal performances of the

vehicle, and a significant reduction in pollutant emissions.

www.aeb.it

❑ AUToGAs

Autogas Italia Srl is an italian company located in Modena and has a long experience in producing CNG and LPG automotive systems.The ongoing commitment to the different international markets has allowed Autogas Italia Srl to consolidate its presence in those countries where gas is a valuable alternative fuel. The range of products is the result of the continuos research and experimentation and follows the main technical developments and international standards R 110 and 67R-01 for CNG and LPG systems, ISO 15500 specific for CNG components.All the conversion systems meet the strict antipollution Euro 4 and Euro 5 norms.The quality of products has always been for Autogas Italia Srl a starting point rather than an objective to pursue, and it is guaranteed by a strict internal system of control in which every single component is monitored through all its different stages of evolution. The ISO 9001/2008 company certification is its natural consequence but above all, the recognition of its commitment.The mobility and environment issues have become of primary importance as well as the search of good ecological solutions; Autogas Italia Srl offers state of the art ecological solutions in terms of environmental compatibility with the great advantage of low operating costs.


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❑ CENTAURo

CENTAURO S.R.L., propose the new line of LPG/CNG repair kits suitable for the most important makes of pressure reducers. Therefore we manufacture any kind of gaskets and diaphragms, flat or not, according to a drawing or a sample, giving all our technical support.

CENTAURO S.R.L.Via Euclide, nr.420041 Agrate Brianza (MI)Tel. +39 0396898062Fax. +39 0396058297Internet: www.centauro-srl.come-mail: [email protected]

❑ DREssER WAYNE

Dresser Wayne, with more than 100 years experience in the Compressed Natural Gas applications, continuous research and development, innovative leading technology, over 2200 units delivered world wide, 350 Compressor packages and 2600 dispensers production capacity per year is the natural choice for your CNG needs.Dresser Wayne has recently introduced the innovative multi-product distributor that features over traditional fuels have the CNG version also self-service.Known for combining the latest technology with exceptional customer focus and excellent partners, Dresser Wayne has become the leading distributor of integrated solutions in the field of fuel retail and business vehicles.Dresser Wayne, a company of Dresser, Inc., headquartered in Austin, Texas, has made innovation the principal instrument for renewing the look and functionality of modern service stations.

www.dresserwayne.com


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❑ EMMEGAs

EMMEGAS SpA is an Italian ISO 9001 manufacturer with consolidated experience into the automotive alternative fuel solutions (Lpg & Cng Conversion Kit) founded in 1993 by Mr. Medardo Landi.Simultaneously to the enlargement of the range and progressive growth, the company developed high standard quality Sequential Injection and 1st Generation products that can be supplied with an interesting price/quality ratio. Our Lpg & Cng products have been homologated respectively ECE 67R-01 and ECE 110R-00, the Cng regulators got the ISO15500 conformity declaration and our LPG and CNG kits are EURO 4/Euro 5 approved.

www.emmegas.net

❑ FoRNoVoGAs

FORNOVO GAS S.R.L. claims 40 years of experience in CNG automotive sector. ISO 9001:2000 certified, the company is specialized in CNG transport, in manufacturing and worldwide export of CNG compressors, dispensers and all the accessories for the CNG stations.

FORNOVO GAS S.R.L. propose complete solutions for Mother and Daughter Stations, Pipeline Cars and Buses Stations, Biogas stations, and compressors for process.The Company is basing as the main mission the total customer satisfaction.

Furthermore the Company is offering:• Technical consultancy• Telephone support• Technical training on place and on Fornovogas facilities.

All products are CE certified.

www.fornovogas.it


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❑ G.I.&E.

G.I.&E. S.p.A. was born in 1974 as a little company of electrical equipment. In 2002 it acquired the Nuovo Pignone plant in Porto Recanati (MC) and nowadays it employs about 350 people. The development in the Oil & Gas field allowed the Company to began one of the international leader for the manufacturing of gas turbine hot parts and reciprocating compressors for pipelines and NGV refuelling stations, granting a maintenance service. In the refuelling field the G.I.&E. range of products spreads from the supply of the compression modules to the turn-key installation of complete refuelling stations for natural gas, with a discharge capacity from 120 to 1800 SCMH.G.I.&E. has recently developed the module GREENGAS which is a vertical and reciprocating compressor with two full load cylinders. It was designed to match the energy efficiency with low costs of manufacturing and maintenance. The GREENGAS can be driven by a gas engine connected with hydraulic transmission to set the engine in a safe area. Furthermore this solution allows the stand alone configuration, useful where the electric power is absent or not guaranteed.

www.gie.it

❑ IDRo MECCANICA

The Company Idro Meccanica, founded in 1966, appears on the market as the first private CNG compressor manufacturer in Italy. Following to its opening, the first patented hydrostatic CNG compressor flooded the local market: this has enabled the consequent development of the company in the first place, that soon started selling its compressors abroad.Several unsuccessful endeavourings of imitating Idro Meccanica rugged, non-lube compressors have confirmed the efficiency our patented hydrostatic compressor. Idro Meccanica has sold its own-made compressors the world over and is market leader in countries with most stringent quality requirements. Thanks to its hydrostatic transmission, Idro Meccanica compressors can provide not only the three-(two-) bank fast-fill system, but also the following more efficient fill systems:- Direct fast-fill with no need for storage of any kind- Storage-assisted Booster fast-fill- Quick-&-Easy slow / fast-fill

Since 1996 Idro Meccanica also produces hydrogen compressors for filling stations and other applications.

www.idromeccanica.it


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❑ LANDI RENzo

Landi Renzo S.p.A is today a world leader, with a worldwide market share exceeding 30% in the field of components and alternative fuel systems to LPG and CNG as motor fuel.

Founded in 1954 in Reggio Emilia, between 1999 and 2010 represented 10 foreign companies in Poland, Holland, Brazil, China, Pakistan, Iran, Romania, Venezuela, India, USA.On June 26, 2007 Landi Renzo S.p.A. debuted at the Star segment of the Italian Stock Exchange, recorded in 2008 +43.6% (best title of the Stock Exchange), against an All Share index result equal to -48%.In 2008 the company acquired Lovato Gas, third worldwide player. With reference to the Italian market in 2009, more than 50% of the LPG

equipment directly installed from OEM’s is supplied by Landi Renzo, while in the after-market share and, in combination LPG and CNG, by more than 43%. Landi Renzo S.p.A. now works with major global automakers: Fiat, Mini, Alfa Romeo and Toyota are the latest agreements that complement a customer base comprising, among others, brands such as Volkswagen, Opel, Renault, PSA.

www.landi.it

❑ METATRoN

Founded in 1998 and located in Bologna, Metatron is leader in the manufacturing of CNG automotive components and systems for OEM applications and is certified according to ISO/TS 16949-2002.

CNG pressure regulators are Metatron core products along with AFCM (Alternative Fuel Engine Control Modules), fuel rails, sensors, hoses and accessories.All based on the piston concept – the most reliable and easy-maintenance technology, thanks to its insensitivity to oil and chemical contaminants contained in natural gas - Metatron single and double stage CNG regulators comply with the highest quality certifications and performance standards.Thousands of hours of testing and continuous research and development, make of Metatron products the most reliable choice for different customers’ needs.With hundreds of thousands CNG systems installed on the OEM market, Metatron is a proud supplier of its products on all FIAT Natural Power and IVECO/IRISBUS CNG vehicles.

www.metatron.it


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❑ RTI

RTI has always represented a point of reference for firms in its market due to its know-how, professionalism and sales abilities and that is not just a simple parts distributor but a flexible customer service structure. RTI staff works with customers in constant synergy and collaboration. These factors have become strengths of RTI. Our success is the result of our way of working and thirty years of constant focus on market needs. Focusing on the technical and support needs that arose on a daily basis in the reference market, RTI now staffs 30 employees and posts over 20 million Euro in sales.RTI is a reference in NGV market thanks to the complete sales range that includes single and double ferrule compression fittings with relatives adapters, Manifolds, a wide range of Instrumentation Valves and complementary products including tubing, air distribution and condensing pots and Instruments protection systems. In this range RHPS, International leader in pressure regulators engineering and production, play an important role due to NGV dedicated products as “backpressure” reducers spring controlled “springloaded” or remot pilot controlled “domeloaded” mainly used in high capacity gas and process liquids pressure applications. The range also includes low pressure reducers for direct mounting on storage tanks “tankblanketing”.

www.rti-tec.com

❑ VANzETTI ENGINEERING s.R.L. AND PoLARGAs s.R.L.

Aiming to increase and extend CNG refuelling network, Vanzetti Engineering and Polargas developed innovative LNG (Liquefied Natural Gas) technologies of distribution and vehicle refuelling.

Specifically, thanks to an efficient logistic network, Polargas delivers by road tanks Liquefied Natural Gas even to areas not connected to gas pipeline, helping to spread natural gas refuelling network.Vanzetti Engineering designs and builds vehicle LNG / LCNG refuelling stations.

Vanzetti Engineering LCNG stations convert liquefied to compressed natural gas allowing thus to refuel vehicles and fleets with CNG. These stations are also conceived for the next LNG refuelling of Heavy Duty Vehicles already equipped with cryogenic tank on board.

The first public LCNG refuelling station has already been opened in Villafalletto (CN), close to Vanzetti Engineering headquarters.

POLARGAS S.r.l.Via Avv. Giovanni Agnelli 1012033 Moretta (CN)[email protected]

VANZETTI ENGINEERING S.r.l.Via Avv. Giovanni Agnelli 1012033 Moretta (CN)[email protected]


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GARBAGE CoLLECTIoN. TURNING A PRoBLEM

INTo oPPoRTUNITY. THANks To THE ALLIsoN’s

AUToMATIC GEAR TURIN AND MILAN: TWo ExEMPLARY

CAsEs oF INNoVATIoN IN GARBAGE CoLLECTIoN

and stop operations are necessary. Additionally, the hydraulic slow down device integrated in the drive system proves to be a substantial help for operators in the trips with sharp slopes. The Allison’s automatic drives can be successfully installed on garbage collector trucks and on the garbage can washers, as well as on any other vehicle. The vehicles change, but the results don’t: more efficiency, less dead times, maximum reliability and driveability. Also in Milan, where the problems deriving from the dimension of the urban area are even bigger than those, yet serious, of Turin, Allison is present in massive way, and it helps the utility to get constant improvement of its service standard. Sergio Galimberti, president of AMSA, explains: “Nowadays Azienda Milanese Servizi Ambientali is a leader firm which manages the whole garbage process cycle, from cleaning to collection, and disposal. Over the last years we have invested substantial resources to be able to get today innovative and advanced technologies, means and plants. The choice we have done of vehicles, which are today 1,300 – mostly IVECO and SCANIA – is the most trustworthy evidence of this. The adoption of the Allison’s devices has allowed us to attain further important improvements in terms of comfort and safety. All our operators welcome in a very positive way the automatic gears: less stress while driving, more attention to the road conditions. In the large cities the garbage collection must often face problems coming from narrow and crowded streets, narrow space for manoeuvring, and sometimes the need to cross difficult ground. Thanks to the electronics adopted to control our fully automatic gears, we can ensure the operator a really and completely progressive control of the vehicle at low speed, whereas with the traditional gears and clutches, the control of the vehicle may be complex. In general, the vehicles adopting our gears run their trip in a time which is shorter by 10% compared to other vehicles. And this, with maintenance costs which are extremely lower, and nearly no vehicle break-down time”. Of course, all this results in concrete benefits also for the drivers of the vehicles, that are less stressed, less tired, and get more safety and fluidity of the driving and operations, and a decrease of the absence due to illness. It’s easy to realise how much this reflects on the efficiency and viability of the offered service; as well as it’s easy to assess the positive effects of all this on the budget of the public body and on the quality of the service offered to the population.

Garbage is one of the most serious problems in our cities and towns: it’s intrusive, annoying, and unavoidable. That’s a problem which management represents an important cost item in the budget of any city, not only in Italy. The most effective solution is of course to reduce and mitigate the problem just at its origin: consuming better, in a more sensible way, using preferably products having less cumbersome packing and which are as much recyclable as possible. These are changes that require long times to be accomplished. In the meanwhile we need to face in an effective, rational and productive way the management of the present situation. This is the case of Milan and Turin, where more than 3 million people live and work, and where important events such as the 2006 winter Olympic game in Turin, or the next Expo 2015 in Milan have made and will make the management of garbage a complex and big problem. The technologic features of the means used for the management of garbage, such as the automatic dive system, might appear as a minor aspect, but instead it is an important part of the solution to this problem. Both in Turin and in Milan, the Allison’s automatic gear definitely contributes in mitigating the problem of garbage collection and in reaching high levels of quality of the offered service. The city of Turin is committed to developing of the door to door garbage collection

system. Here there are more than 150 vehicles equipped with the Allison’s Automatic Transmission drive, of series 2500, 3000 andm AT they are: 16 Mercedes Econic, 92 Fresia Metrocab, 38 Iveco and 9 sweepers Sicas 4000. In particular, AMIAT has privileged the low floor solution (typical both of Econic and Fresia) which allows more rapid and safer rising and lowering operations and which, combined with the All ison’s automatic drive, ensures a high m a n o e u v r a b i l i t y and comfort, where c o n t i n u o u s s t a r t



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