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USE OF ALTERNATIVE FUELS;
INDUSTRY PERSPECTIVE
Presented at Session on :
Green Transport
K. K. Gandhi
Executive Director (Technical)
Society of Indian Automobile Manufacturers
Green Transport
Urban Mobility India ConferenceNovember 23-28, 2014
14%3% 3%
Passenger Vehicles
(2,503,685)
Three Wheelers
(479,634)
Commercial Vehicles
(632,738)
Industry market segmentation
51%
Segmentation: By Volume Segmentation: By Value
SIAM
80%
Two Wheelers
(14,805,481)
2
19%2%
28%
Passenger Vehicles Commercial Vehicles
Three Wheelers Two Wheelers
Source: SIAM
Emissions/Safety Regulations Progression in India
1996 2000 2005 2010 2014 20171992
EURO1
EURO2EURO3
EURO4EURO5
EURO6b
BS1
BS2BS3
BS4
Major cities
Emission
BS4 OBDII
2013
2020 2022 2024 2026
EURO6c
BS1BS2
BS3Nationwide
FE Regulation 1
FE Regulation 2
Nationwide for
M1 Vehicles
BS4 OBDII BS5
Fuel Consumption
Safety
Full FrontalOffset Crash
Side Impact
BS6
Fuel Specifications Improvement
Fuel and Emission improvement have gone hand in hand thru series of Emission legislations in
India
Emission Limit Progression in India – CV’s
0.00
0.10
0.20
0.30
0.40
1.02.0
3.55.0
7.08.0
PM
g/k
Wh
NOx g/kWh
Emission Norms Nox Vs PM
BS 1
BS 2
BS 3
BS 4
0.00
0.20
0.40
0.60
0.80
1.00
1.20
1.01.5
2.14.0
4.5
HC
g/
kW
h
Emission Norms CO Vs HC
BS 1BS 2
BS 3
BS 4
In last decade PM emission of Trucks have been reduced by 94%.
CO
4.5
HC
1.1
NOx
8.0
PM
3.6
CO
1.5
HC
0.46
NOx
3.5
PM
0.02
% Reduction from BS-I to BS-IV
NOx – 56 %
PM – 94 %
CO – 67 %
HC – 58 %
4.5CO g/kWh
Progression - Mass Emission Standards – 2&3W
90%
Emission Standards for 2&3 Wheelers have been India specific, with
• Indian Driving Cycle
• Norms derived for Indian conditions
• DF of 1.2 is applicable from year 2000.
90~96% reduction of emissions achieved since 1991
800
1000
1200
, mg
/km
THC+NOX Gasoline
THC+NOX Diesel
Emission reduction of Light duty Vehicles
120
140
160
180
200
PM
, m
g/k
m
PM-Diesel
PM-Diesel
0
200
400
600
BS-1 BS-2 BS-3 BS-4
TH
C+
No
x, m
g/k
m
Emission Norm
SIAM
0
20
40
60
80
100
BS-1 BS-2 BS-3 BS-4P
M,
mg
/km
Emission Norm
> 84~86% Reduction of emissions of PM and THC + Nox achieved since 2000
S/W group 1
Vehicle Emissions
S/W group 2
Auto exhaust
S/W group 3
S/W group 4
Logistics
Chairman
Auto Fuel Policy 2025 Committee
Member
Status of Auto Fuel Policy 2025
S/W group 3
Refinery
Expected Release of Auto Fuel Policy 2025 (2014 end)
Final Report Submitted to
Minister of Petroleum for
approval.
Uploaded for stake
holders comments
(July 2014 )(May 2014 )
2 /14
Bharat Stage IV Emission Norms Extension
2010 : 13 cities(Delhi NCR, Mumbai, Chennai, Kolkata, Bangalore, Hyderabad, including Secunderabad, Agra, Pune,
Ahmedabad, Surat, Kanpur, Lucknow & Sholapur).
2014 : Extended to 20 more cities(Puducherry, Mathura, Vapi, Jamnagar, Ankaleshwar, Hisar, Bharatpur, Daman, Diu,
Silvassa, Unnao, Rae Barielly, Aligarh, Karnal, Valsad, Yamuna Nagar, Kurukshetra,
Nizamabad, Medak & Mehboobnagar)
2015 : Northern India,
Except Eastern UP & Madhya Pradesh
2016 : Southern India
Some regions in Tamil Nadu & Kerala
may not get covered.
2017 :Rest of the country
Important Alternative Fuels in India at Present
Benefit
s
Issues
• Clean burning, •Lower tendency for smog formation•Negligible sulphur/toxic HC content
• Volumetric efficiency less • Dispensing Infrastructure• Heavier than air
LPG
Ethanol
CNG• Clean burning• Abundant availability• Negligible sulfur/toxic HC content
• Less volumetric efficiency leading to power loss• Infrastructure for filling fuel
10
• Lower emission • Easier implementation
• Flammability• Material compatibility and durability • Storage and handling
• Reduces CO2 emissions • Can be used in conventional
diesel engines • Fewer particulate emissions
of CO and sulfur dioxide
• Increase in NOx emissions
• Cold weather concerns
Important Alternative Fuels in India in the Future
Benefits Issues
Biogas• Clean burning• Abundant availability• Negligible sulfur / toxic HC content
• Less volumetric efficiency leading to power loss• Infrastructure for filling fuel
• Low minimum ignition energy• Better combustion efficiency • Lower fuel consumption• Lower HC, CO and CO2 emissions
• Safety considerations higher• Reduction in knock resistance characteristics +
HCNG
11
• Reduces Air Pollution• Carbon less Fuel• Higher Energy Content on Weight Basis• Higher Octane Rating
• Need of Infrastructure & resources for development, suitability & evaluation of such vehicles.• Hydrogen and Fuel Cell Safety
H2 Fuel
DME• Very low NOx emissions • Next to zero emissions of particulate matter
• MPFI Combustion is relatively sensitive to operating conditions• High HC, CO emissions • At high loads, knocking & noise is present
Need to develop multiple options
• IC Engine Optimization
• Weight and Friction reduction
• Gasoline
• Diesel
• CNG
• Hybrids and Evs
No single option is
either an absolute or
12
• Hybrids and Evs
• LPG
• Biofuels
• Hydrogen
12
either an absolute or
complete solution for
India
Alternative Fuels Available in India
CNG : Mostly methane stored at a pressure
of 200 bar – Distributed by GAIL/IGL/MGL
Auto LPG : Mixture of Propane and Butane
stored at pressure of 10 bar – Distributed by
HPCL/BPCL/RIL HPCL/BPCL/RIL
Ethanol: Government has recently notified to use of
10 % blend in Gasoline
• Govt. of India has issued draft
Notification for use of Ethanol as
ED 95% for CI engine & E 85% for SI engine
Technology availability with all major OEMs, some launched others waiting
Tata Motors Toyota
Tata Motors
Toyota
Product technology exists
Maruti Suzuki
Maruti Suzuki
Tata Motors
General Motors Tata Motors
Maruti Suzuki
Technology availability with all major OEMs, some launched others waiting
Product technology exists
Bajaj Auto
Bajaj Auto
Bajaj Auto
TVS Motors
PIAGGIO
PIAGGIO
Technology availability with all major OEMs, some launched others waiting
Eicher Eicher Tata Motors
Tata MotorsTata MotorsMahindra
Product technology exists
MahindraAshok Leyland
Eicher Eicher Eicher
Ashok Leyland
Tata Motors
Gas Utilization Policy
• The large gap between demand and available supplies prompted the government to develop a Gas Utilization Policy and to go back to administrative control over prices and over volumes to be allocated to end-consumers.
• Therefore, in 2008, the government introduced new guidelines called the Gas Utilization Policy, which effectively took away gas producers' rights to sell the gas they discover on the open market.
• These guidelines were applicable for five years and be reviewed afterwards.
Gas Utilization Policy (2)
• Currently, the rules of the General Policy for the gas market imply that gas will be allocated according to sectoral priorities set up by the government.
• This does not imply that the gas is “reserved”: if • This does not imply that the gas is “reserved”: if one customer is not in a position to take the gas, the next one on the list becomes eligible.
• As per reports, the Government will give city gas projects selling CNG to automobiles and piped cooking gas to households’ top-most priority for receipt of domestically produced gas.
Sectorial Snapshot
• CGD infrastructure is available in 46 cities in India
• Delhi, Mumbai, Ahmedabad, Surat and Pune are some major cities covered by CGD infrastructure.
• India had 925 CNG stations at the end of March 2014
• Gujarat has the maximum number of stations: 326, followed by Delhi NCR with 295 stations
• Total numbers of Piped Natural Gas Consumers are 24.6 million while CNG serves a vehicle population of 1.97 million vehicles.
• Average sale of CNG in India is 6.5 MMSCMD.
CNG Infrastructure as on March 2014
Plan to add 52 more cities by 2022
Delhi
Noida
Greater Noida
Ghaziabad
Delhi NCR
Ahmedabad
Gujarat
Guragaon
Faridabad
Sonepat
Panipat
Haryana
Kota
Rajasthan
Amritsar
Punjab
Kanpur
Bareilly
Agra
Meerut
Lucknow
Mathura
Shahjahanpur
Uttar Pradesh
Ahmedabad
Anand
Ankleshwar
Bharuch
Banaskantha
Bhavnagar
Daman
Gandhinagar
Kheda
Mehsana
Morbi
Navsari
Panchmahal
Patan
Rajkot
Sabarkantha
Silvassa
Surat
Surendranag
ar
Vadodara
Valsad
Mumbai
Pune
Thane
Maharashtra
Ernakulam
Kerala
Shahjahanpur
Agartala
Tripura
Raigarh
Chattisgarh
Vijaywada
Hyderabad
Kakinada
Rajahmundry
Rangareddy
Nalgonda
Khammam
Andhra Pradesh
Indore
Gwalior
Dewas
Ujjain
Guna
Madhya Pradesh
Daman
Dadar
& Nagar-
Haveli
Daman & Diu
Existing CNG infrastructure
Upcoming CNG infrastructure
Map not on scale
Natural gas pipelines in India (as on December 2013)
Nangal
Ludhiana
New Delhi
Bareilly
Jagdishpur
PhoolpurKota
Assam regional P/LDadri
PatnaBarauni
Hisar
Srinagar
Jammu
Jodhpur
Bhilwara B
F
P
S
U
J
KChainsa
H
Auraiya
Lakwa
Natural gas infrastructure in India (as in Dec 2013)
Existing pipelines
A HVJ- Hazira-Vijaipur-Jagdishpur (GAIL)
B GREP-GAIL
C DUPL/DPPL–Dahej-Uran-Panvel (GAIL)
D East-West PL (RGTIL)
E VKPL– Vijaipur Kota (GAIL)
F Dadri Nangal (GAIL)
G Dabhol Bangalore (GAIL)
H Dadri-Panipat (GAIL)
I Hazira- Ankleshwara (GSPC)
J Gujarat RegionalNetwork (GSPC)
K AssamRegionalNetwork (AOC)
Map labeling
VijaipurMehsana
Tripura regional P/LKuchh Bhuj
JamnagarSurat
Dahej
Hazira
Dabhol
Bangalore
Kakinada
UranMumbai
Kochi
Kottanad
Mangalore
Kolkata
Haldia
Durgapur
Paradip
Srikakulam
Nagapattinam
Ennore
Shahdol
GangavaramMallavaram
Pipavav
Mundra
A
C
D
E
G
Q
T
R
W
Y
X
VJ
L
Under construction gas pipelines
Planned LNG terminals
Existing gas pipelines
Proposed gas pipelines
Operational LNG terminals
Planned FSRU
N
I
OCNG infrastructure
Dhamra
Gas-based Petrochemical plants
Gas processing plants
Gandhar
Nagothane
Jaigarh
Chhara
Vaghodia
M
Digha
Chittorgarh L TripuraRegionalNetwork (GAIL)
M Mumbai RegionalNetwork (GAIL)
N KakinadaRegionalNetwork (GAIL)
O Cauvery Basin Network (GAIL)
Under Construction pipelines
P Chainsa-Jhajjhar-Hisar (GAIL)
Q Kochi-Kottanad-Mangalore-Bangalore (GAIL)
R Surat-Paradip (GAIL)
S Mehsana-Bhatinda-Srinagar (GSPC)
T Mallapuram-Bhilwara (GSPC)
U Jagdishpur-Haldia (GAIL)
V Shahdol- Phoolpur (RGPL)
Proposed pipelines
W Durgapur-Kolkata
X Kakinada-Srikakulam
Y EnnoreNagapattinum
Vehicle Population Running on CNG
The vehicles have grown at a CAGR of 30.8 % during 2002 to 2013.
18,23,927
700
800
900
1,000
14,00,000
16,00,000
18,00,000
20,00,000
No
. o
f V
eh
icle
s
94,671
3,75,591
8,74,091
10,37,320
-
100
200
300
400
500
600
-
2,00,000
4,00,000
6,00,000
8,00,000
10,00,000
12,00,000
2002 2007 2011 2012 2013
No
. o
f C
NG
Sta
tio
ns
No
. o
f V
eh
icle
s
Cars LCV/HCV Autos Buses CNG infrastructure
Key Highlights for CNG Infrastructure during
Q1 (Apr 14-Jun 14)
• The total number of CNG stations in the country added in Q1 2014-15 were
8 as compared to 18 in Q4 2013-14.
• CNG consumption during Q1 FY 2014-15 for around 1.7 million
• IGL had the largest market share with 45% of total gas sales volume
followed by Gujarat Gas Company with 10% market share.
Growth in CNG infrastructure
Global Ranking based on number of CNG vehicles
Country wise, CNG vehicle parc
2.86 2.85
1.90
1.692
3
3
4
Mil
lio
ns
1.69 1.65
1.00
0.78
0.39 0.35 0.30
-
1
1
2
2
Source: IANGV and Industry estimates, 2011
Evolution of Gaseous Fuel Kit Technology
Throttle body Injection
Direct Injection
Sequential Injection
BS-V
BS-IV
BS-III
1998-2003
Venturi System
Gas Air Valve
BS-I
BS-II
2003-2005 2005-2010 2010-2015 2015-2020
INDIAN SCENARIO
• Indian Government permitted use of LPG for automotivepurposes in August 2001.
• Amendment to Motor Vehicles Act, 1988, SMPV rules, LPGControl Order etc. permitted the use of LPG as auto fuel
• Auto LPG was permitted to be marketed by Govt. OilCompanies as well as parallel marketers by importing/ importCompanies as well as parallel marketers by importing/ importsubstitution.
• IS: 14861 standard was drafted for Specifications of Auto LPG
• The overall no of ALDS in the country ie. Of Govt oilmarketing companies and parallel marketers in the markettoday is close to 1100 spread over 300 cities with an annualsales of about 320 TMT.
AUTOGAS CONSUMPTION AND
VEHICLE FLEET – INDIA
PRESENT SITUATION
• Stagnant market with low consumption
• Increase in both OPEX and CAPEX costs
• Vulnerability to Foreign exchange variations & seasonalinternational price fluctuations
• Stand alone ALDS – no longer a viable businesspropositionproposition
• Price intervention by government distorting fuel choice-present decontrol may help
• Substitutes like CNG : driven by low pricing whichhopefully may not last
• Lack of enforcing fuel quality standards affectingindustry
• LPG conversions on the wane
PRESENT SITUATION……
• Flat/ negative growth leading to low / nilinvestment on new stations/ facilities.
• Govt. appears to be focused more on CNG asautomotive green fuel and ALPG yet to get itsrightful place.rightful place.
• Untapped potential of rural areas, cannot berealized due to existing cost structure anduncertainty on future potential.
• Sales which have shown signs of revival post6 cylinder cap on domestic LPG now fallen torecord lows on doubling of cap to 12 cylinders.
Challenges Today for Alternative Fuels in India
• Inadequate distribution infrastructure
• Technology up gradation for kits/Fuel systems
• Harmonization of regulations
• Development of vehicle I&M programs• Development of vehicle I&M programs
• Promotion of Safety Consciousness
• Stricter enforcement on the field
• Elimination of Spurious Kits
• Stringent environmental regulations
• Fire Safety
SIAM - Members
Thank you……[email protected]@siam.in