CNG/LNG/CRNG/LRNG as alternative

fuels in heavy duty transportation - a

techno-economic assessment

Dejene A. Hagos

16-11-17

Global development-NGVs

• Market drivers:

– urban air pollution

– energy independence

– volatile oil prices

– make use of indigenous

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ASIA-PACIFIC EUROPE NORTH AMERICA LATIN AMERICA AFRICA

• 83% world population live in

areas where the air quality is

above the WHO guidelines

• In 2013, 5.5 million people

died of air pollution – India

and China account for 55 %

Source: IHME-Institute for health metrics and evaluation

Source: NGV Global

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Italy Germany Bulgaria Sweden

NGVs development in EU-28, 2016

Source: NGV Global & CNG Europe

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Light Vehicles Buses Trucks Number of NGVs per filling station

Global Status – LNG in maritime

Fig. Global development of LNG fueled fleet, excluding LNG carriers

• Norway is at the front line, owning more

than 59% of worldwide operational LNG

ships. The NOx fund which provides a

financial incentive is main driver!

• As of August 2015, globally, about 70

ships were in operation; mostly regional

ferries (38%) and platform supply vessels

(27%).

• 80 ships are under construction (expected

to be ready by 2018).

• Globally, main driver - strict limit on NOx

and sulfur content of marine fuels (0.1%),

as of January1st 2015 in ECAs; used to be

1%

• Outside ECAs, the current 3.5% sulfur

limit will be reduced to 0.5% by January

1st, 2020

• More than 59% of existing ports (North

American, European, and Asian ports) already

have LNG supply infrastructure or have

planned for it. Source: Lloyd's Register

CNG/LNG filling stations

Source: NGVA Europe(LNG Blue Corridors project)

In this talk:

• Potential fuel supply pathways for well-to-tank (WTT) and well-

to-wheel (WTW) evaluations

• WTW energy, GHG, and regulated (air pollutant) emissions

evaluation

• Breakeven vehicle added cost- including sensitivity for price

gap and driving distance

Selected WTT pathways (1)

Selected WTT pathways (2)Pathway acronym Final fuel Pathway description

VRA CNG

Danish NG mix, distributed through transmission and distribution pipes to grid-connected

households/industries. The home-filling facility, called vehicle refuelling appliance (VRA), is assumed to be

supplied with a low-pressure grid (4 bar).

CNGMF

CNGMTCNG

Danish NG mix, distributed through transmission and distribution pipes to grid-connected filling stations. The

station could be either a fast-fill (CNGMF) or time-fill (CNGMT) station connected with a low-pressure grid.

CNGD CNGThe same process description as CNGMF pathway, but it represents daughter stations. CNG supplied to the

station is assumed to be filled at mother station and transported with truck/CNG trailer.

LNG LNGRemote LNG production, LNG sea transport to north-western Europe import terminals, distribution by

truck/LNG trailer to skid-based LNG filling stations.

L-CNG CNG/LNGThe same as LNG but at filling stations both LNG and CNG are available. Also, includes LNG

vaporisation/compression to CNG at skid-based L-CNG.

LNG-STS LNGRemote LNG production, LNG sea transport to north western Europe import terminals, distributed by LNG

bunkering vessel to bunkering facility at ports (storage tank); ship-to-storage (STS).

LNG-TTS LNGThe same process description as LNG-STS, but LNG assumed to be distributed by truck/LNG trailer to

bunkering facility at ports (storage tank); truck-to-storage (TTS).

CRNGD-manure

CRNGD-wasteCRNG

Raw biogas production from manure (CRNGD-manure) and municipal organic waste (CRNGD-waste),

upgrading and compression to 200 bar, and truck/CNG trailer distribution to fast-fill CNG filling station.

CRNGP-manure

CRNGP-wasteCRNG

The same process description as (CRNGD-manure) and municipal organic waste (CRNGD-waste), but the gas

is directly injected into the low-pressure grid (4 bar) through plastic pipes.

LRNG-waste LRNGRaw biogas production from waste, upgrading, liquefaction, and local distribution by truck/LNG trailer to

LNG filling stations.

LRNG-manure LRNGRaw biogas production from manure, upgrading, liquefaction, and local distribution by truck/LNG trailer to

LNG filling stations.

TTW technologies

• For HDVs and passenger vessels application:

1. Direct injection compression ignition (DICI): reference vehicle

2. Port injection spark ignition (PISI): 100% CNG/LNG dedicated.

3. Port injection dual fuel (PIDF): 40-60% diesel substitution

(diesel and CNG/LNG mixed at the injection port).

4. High pressure direct injection (HPDI): 90-95% diesel

substitution (high pressure LNG directly injected into the

cylinder head).

Engine cycle thermal efficiency: 35% for PISI, 43% for DICI, PIDF, and

HPDI engines.

Type approved and real-world

emissions• HDV

– Type approved emission (Euro VI) for conventional HD vehicles

– Chassis dynamometer measured data for HD gas vehicles (Source:

Swedish gas center)

• Passenger vessel

– MARPOL Annex VI NOx emission (Tier III,2 g/kWh) and Sulfur

limit (0.1%) for conventional vessels in emission control areas

(ECAs), i.e. 0.5% as of 2020 in open sea.

– On-board measured data in ECAs (On Norwegian LNG vessels) (source:

SINTEF Ocean (former MARINTEK)-Norwegian marine technology

research institute)

Assumed regulated emissions in HDVs (g/kWhout)

PISI PIDF HPDI

CH4 0.27(0.13%) 6.53 (2.2%) 0.84 (0.48%)

NOx 0.48 5.79 0.54

PM 0.006 0.006 0.0001

NMHC 0.06 0.67 0.0019

CO 1.87 0.03 0.0049

Assumed regulated emissions in LNG Vessels(g/kWhout)

PISI PIDF HPDI

CH4 4.1(1.9%) 6.9(2.37%) 0.693(0.4%)

NOx 0.9 1.9 12

PM 0.04 0.01 0.01

NMHC 0.03 0.4 0.5

Methodology• WTW energy and emissions evaluation

Where, Credits refers to the primary energy and GHGs emission savings associated with digestate, only for the biogas

pathways. The value of α is 1 (one) for fossil-fuel based pathways and 0 (zero) for renewable (biogas)-based pathways.

WTT energy and GHG emissions

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Fuel conditioning & filling at filling/bunkering stations

Fuel transportation and distribution

Feedstock conversion to fuel

Feedstock transportation

Feedstock extraction&treatment

Total GHGs emission-CO2eq

Impact avoiding

Impact inducingImpact reducing

WTW energy and GHG emissions (1)

• Heavy duty vehicles,

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WTT TTW GHGs

WTW energy and GHG emissions (2)

• Passenger vessels,

• PISI &PIDF…Impact inducing by 25%

• HPDI….Impact reducing by 7-9%

• On average, a 1% methane slip would

result in 8.5%, 4.7%, and 8% increase in

net GHG emissions, in PISI, PIDF, and

HPDI LNG vessels, respectively.

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Methane slip

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LNG:

LRNG:

• Impact avoiding in PISI & HPDI!

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WTT TTW GHGs

WTW regulated (air pollutant)

emissions

• On-board combustion is the main

source, small contribution from

WTT!

• PISI & PIDF meet MARPOL NOx

limit!

0500

1.0001.5002.0002.5003.0003.5004.000

Passenger vesssel

g/km

CO NMHC NOX PM SOX

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HDV-breakeven vehicle added cost

-8000 12000 32000 52000 72000 92000 112000 132000 152000 172000 192000

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Break-even vehicle added cost (€)

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0 €/L 0.34 €/L 0.41 €/L 0.48 €/L 0.55 €/L 0.61 €/L 0.67 €/L 0.73 €/L

The added cost for HD gas vehicles is reported to

be between 10,600-16,450 €

• Current diesel price gap,

0.42 €/L for LNG, and zero

for CNG

1 kg CNG =1.37 L diesel

Diesel price gap= diesel(€/L)-CNG(€/kg)/1.37

• Negative break-even added

cost indicates a net loss

Diesel price gap

• Diesel price 1.17 €/L

• LNG price 1.03 €/kg

• CNG price 1.6 €/kg

• Discount rate 6%

• Vehicle economic life 7 years

Thank you!