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Edinburgh. June 2011
1
Market potential for the use of LNG & L-CNG Gas Infrastructure Europe - Annual Conference Edinburgh, 23-24th June 2011 Jaime del Álamo Technical Manager
Edinburgh. June 2011
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• Natural Gas. General aspects
• Existing and foreseen NGV park
• Why Liquefied Natural Gas?
• LNG availability in Europe. Synergies with other transport modes
• Technical developments/needs
• Legislative developments/needs
• Conclusions
Index
Edinburgh. June 2011
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Abstract: Natural Gas is an energy product that mainly consists of methane (CH4). It’s originated from the decomposition of organic matter under many layers of sediment deposits.
Characteristics:
• Abundant (recent findings on shale gas)
• Reliable and affordable (known related
technology, already existing infrastructure, etc)
• Allows a clean combustion
• Serves for many different applications (domestic, electricity generation, vehicle fuel)
Natural Gas. General aspects
Edinburgh. June 2011
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Environmental behaviour: due to its molecular advantage (75% carbon in weight, compared to 86,5% from gasoline and diesel) CO2 related emissions are particularly favourable. PM and NOx are also reduced, especially when comparing to Diesel engines
Best available technology
Introduction of biomethane
Reduction of oil dependence
Same chemical composition than NG no blending limitation
Natural Gas. General aspects
Edinburgh. June 2011
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Europe: 6% growth between 2009 - 2010
1 M NGVs in EU
2800 filling stations (EU+EFTA)
1,34 M NGVs in Europe
Existing and foreseen NGV park
Edinburgh. June 2011
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When talking about NG ability to be used for different transport applications, the most critical aspect to consider is the energy density.
Note: liquefied natural gas needs a temperature of -162 ºC to maintain its state
Why Liquefied Natural Gas?
Edinburgh. June 2011
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Diesel oil
1 litre
CNG 5 litre
LNG 1,8 litre
The next figure represents in a very graphic way the energy/volume equivalence between diesel, CNG and LNG
200 bar
-162 ºC LNG opens the way for NG to the long distance road transportation
LNG on-board tanks present holding times ranging between 5-10 days with the vehicle parked and the tank capacity at 90%. In fact SAE J 2343 calls for a minimum 5 days holding time.
Why Liquefied Natural Gas?
Edinburgh. June 2011
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Main fuel alternatives per
vehicle category
CNG
Gasoline/Diesel/LPG
E-Hybrids/(Full electric)
(CNG)-LNG
Gasoline/Diesel/LPG
E-Hybrids
LNG
Kerosene/Diesel
LNG
Electric
*Note: whilst liquid biofuels have clear
limits with regard to blending capability, biomethane can be
used at any blending ratio due to having the same chemical
composition than NG
Why Liquefied Natural Gas?
Edinburgh. June 2011
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LNG availability in Europe. Synergies
There is already a good number of LNG terminals along Europe. This panoramic is quickly changing due to new projects appearing
LNG offers the possibility of bringing NG as a vehicle fuel where there is no grid access.
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LNG availability in Europe. Synergies
It should be taken into account that LNG could feasibly be of use for maritime, and also for Heavy Duty long distance road transportation
Liquefaction terminals: 21 in operation 47 planned/being built
Regasification terminals: 62 in operation 127 planned/being built
World Total
A LNG ferry could consume as much fuel as 20.000 LD cars
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LNG availability in Europe. Synergies
The L-CNG station concept has proven to be very effective when linking the big infrastructures at port terminals with inland availability.
LNG terminals built to supply LNG to bunkering barges servicing LNG powered ships can be the base for supply of LNG to inland L-CNG refuelling stations. With an operating range of 500 km or more for LNG fuelled trucks there is no need of huge investments in order to build a satisfactory LNG refuelling network. Strategically well chosen sites at truck stops along the major European highways would open the market opportunities.
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More and more we are experiencing the great momentum that LNG is taking in the maritime sector.
2015
2015
2015
Emission Control Areas: two sets of emissions and fuel quality requirements were defined by MARPOL Annex VI. These areas can be designated for SOx and PM, or NOx, or all three types of emissions.
LNG availability in Europe. Synergies
Edinburgh. June 2011
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Thanks to the strong push in Europe for less polluting vehicles (GHG, local pollutants and noise), for the reduction of oil dependence and because of the security of energy supply, we are experiencing an increased interest in NGV technology
Reasonable good offer of CNG LDVs engine downsizing, turbochargers, dedicated catalysts… Really low emitting vehicles
Increasing offer of CNG/LNG HDVs dedicated CNG/LNG for urban and medium distance transportation; dedicated LNG/Dual fuel for long distance
There is a substantial gap in NG powertrain development. OEMs spent huge quantities of money for achieving EURO 6 / VI, and seem to have “forgotten” about NGVs
Technical developments/needs
Edinburgh. June 2011
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Recently we are experiencing an increasing interest from OEMs. These are just two examples of recent developments in the Heavy Duty side:
Volvo has launched the FM Methane-Diesel Dual – Fuel Truck with up to 75% substitution of diesel fuel by NG. They’ll produce 100 units for three main markets: The Netherlands, U.K. and Sweden. They expect sales to take-off in 6-8 countries during the next 2 years.
IVECO already has a 270 hp LNG Stralis. The 330 hp will be ready for 2012, and they’re working via CRF on the 450 hp for 2014-2015.
Technical developments/needs
Edinburgh. June 2011
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NGVA Europe is directly involved in the technical field:
• UNECE: GRPE, GFV, EFV, DF-TF, LNG-TF
• CEN: TC 326, PC 408
• EC: MVEG
• ISO: TC 193, TC 22/SC 25, PC 252
• NGVA Europe TC
Legislation for Compressed Ignition Dual Fuel engines using NG
Legislation for LNG components
Legislation for Spark Ignited engines using NG
Legislation for CNG components
Biomethane fuel quality specification
Lack on LNG quality designation. Minimum methane number needed, since it describes the combustion behaviour / anti-knock properties
Legislative developments/needs
Edinburgh. June 2011
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Taxation has demonstrated to be a point of outmost importance, especially for the entrance into the market of new alternatives.
The European Commission has stressed in many occasions the need to reduce oil dependence and increase security of energy supply
Why submit a proposal for a huge increase to minimum level of taxation for NG by 400% to a fuel that reduces oil dependence, is much more widespread over the territory, and opens the possibility of introduction of an alternative fuel that has proven to be more efficient when reducing GHG emissions than other liquid biofuels
Legislative developments/needs
Edinburgh. June 2011
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Conclusions
LNG makes the use of NG a feasible option for Heavy Duty transportation
Technology for LNG vehicles and infrastructure is ready, and has proven its economic feasibility. Some aspects related with gas quality must be addressed
Natural Gas is a clean, abundant, versatile fuel that opens the door to one of the most interesting renewable fuels: biomethane
Some legislative developments permitting the correct introduction of LNG technology into the EU market are under way. At the moment the market is pushing mainly with national legislation
There is a need for favourable taxation of this emerging option
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“It is a matter of when, not if, LNG will be a commonly selected fuel source” – Christopher J. Wiernicki, American Bureau of Shipping, CEO
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www.ngvaeurope.eu