Natural Gas & Biomethane. The alternative to oil derived fuels CNG and L-CNG filling stations infrastructure

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1 Natural Gas & Biomethane. The alternative to oil derived fuels CNG and L-CNG filling stations infrastructure CARS 21. Working Group 1 Brussels, 28th April 2011 Manuel Lage General Manager CARS 21, WG-1. Brussels, April

2 1,34 million CNG Vehicles in Europe total. NGVs World Market growth to mid 2010 World: 65 M NGVs in 2020! Source: Worldwide NGVs (.000) Europe total EU-27/EFTA Rest of Europe Estimations years 15% annual growth ,7 M NGVs Europe: 6% growth (end 2010 compared with 2009) 6 years 26% annual growth M NGVs years, assuming 18% annual growth M NGVs (9% market share) CARS 21, WG-1. Brussels, April

3 Nearly 1 million NG/biomethane Vehicles & filling stations in the EU -> filling stations in Europe-wide -> filling stations in the EU (including EFTA countries) -> only 30 L-CNG stations across Europe (incl. Turkey) picture: Bohlen & Doyen CNG station with compressor connected to the pipeline CNG dispenser, Halle/Belgium picture: DATS 24 picture: Fordonsgas L-CNG station with CNG and LNG dispenser. LNG stored in cryogenic tank CARS 21, WG-1. Brussels, April

4 Refuelling Stations L-CNG Lleida - Spain -L-CNG stations are a reality in some parts of Europe - Several LBM projects CARS 21, WG-1. Brussels, April

5 LNG supply to Europe More and more LNG terminals in Europe (two new terminals in Norway and Sweden) CARS 21, WG-1. Brussels, April

6 Few well developed markets for Methane refuelling in the EU No harmonised Methane infrastructure across Europe. Rudimentary developed Methane infrastructure from North to South Very few stations in countries like France and Spain (mainly public urban fleets of CNG buses and garbage collection trucks) -> homgeneous access to stations & gas networks required! Main Bottleneck: High investments costs (approx for public stations and for depot stations for e.g. urban or commercial fleets). Same investments for L-CNG stations, lower maintenance costs. picture: GasHighWay Investments made by the European industry of 1,5 billion already! Twice as much needed at least to guarantee adequate refuelling conditions: EU Infrastructure Fund for Methane CARS 21, WG-1. Brussels, April

7 Methane. A reality and mature technology Minimum infrastructure needs LDV/HDV 1. In cities (LDV/HDV): - Methane (CNG) should be promoted as one of the main alternative fuels in HDVs in urban transport -> European cities should aim for at least 50% Methane share in their public fleets. Methane should be offered in at least 10% of all public filling stations (private customers). 2. On medium/long distances (HDV): - Methane (LNG) is the most promissing alternative way for heavy goods vehicles on medium on long distances. LNG refuelling needed at least every 400 km. (LNG Blue Corridors) 3. Alongside Motorways (LDV): - 25% of filling stations along motorways, at least every 150 km Methane refuelling needed (private & commercial customers) pictures: selection of current OEM offers CARS 21, WG-1. Brussels, April

8 Refuse Trucks & Urban buses A European CNG Success Story In Europe, the number of heavy urban vehicles, buses and garbage collection trucks, using CNG/biomethane is growing, but the high infrastructure investment costs are slowing down the development CNG Urban buses in Europe (+Turkey, Russia) CARS 21, WG-1. Brussels, April Netherlands Portugal Greece Spain Sweden Germany Turkey France Italy Russia

9 LNG trucks for long distance haulage Diesel vs CNG & LNG. Autonomy equivalence 1 litre Diesel oil 200 bar CNG 5 litre -162 O C LNG 1,8 litre Two engine technologies are available for heavy engines: - Dedicated, using 100% natural gas (Daimler and Iveco) - Dual fuel, using diesel injection for ignition and natural gas as the main fuel (left: Volvo FE 340, CNG dual fuel equipped D7F engine) LNG opened the way for the medium and long distance road transport CARS 21, WG-1. Brussels, April

10 What does the COMM really want? Looking beyond 2020 Methane has a high potential in medium and longer term but infrastructure would need to be built up to facilitate the market take-up of vehicles. (...) Inevitably, however, the public authorities decision on infrastructure, taxation and possible incentives will have a powerful influence. COMM reaction on 13th April 2011: highest tax increase of ~ 400 % for NG vs oil derived fuels (petrol, diesel, LPG) *now possible to keep current minimum tax levels until 2023 (short term!). Market share aspect is not reflected. Also infrastructure investments not considered. This approach of punishing NG, the cleanest available alternative fuel, is not sustainable, nor in line with the 2011 WP on transport. CARS 21, WG-1. Brussels, April

11 Examples of incentives in practice Iowa Senate passed bill to promote stations set up Refundable tax credit effective Jan. 1, 2012, to assist businesses and individuals who want to install compressed natural gas fuelling stations. The amount of the tax credit is 30 percent of the cost of purchasing and of installing the facility. It is worth mentioning that the President of the United States, Barack Obama, led the way in order to implement CNG in transport when recently emphasised as part of his energy policy- the potential of natural gas, launched the Green Fleet Partnership and also encouraged the NAT GAS Act of 2011, which was introduced in the U.S. House of Representatives. Other incentives CARS 21, WG-1. Brussels, April

12 Infrastructure for Future Transport Fuels 4. Questions With regards to alternative fuel infrastructure and the possible measures: Q1: What are the needs for roll-out of new refuelling infrastructure and the particular needs for existing infrastructure? Q2: What can be said of the different business models envisaged behind alternative infrastructure roll-out? Q3: Do you agree that there is need to establish multiple infrastructures and harmonised on the EU level? Q4: Which approach (voluntary, incentives, regulatory) do you consider most appropriate? Q5: Which of the approaches (1)-(4) for reference points of infrastructure build-up do you consider most appropriate? Q6: What should be the role of public authorities and private bodies in infrastructure roll-out Q7: What should be the extent and timing of the infrastructure roll-out for the different alternative fuels? The role of R&D and demonstration projects Q8: Which lessons can be drawn from past and present demonstration and R&D projects of the different fuel and vehicle technologies? Q9: How can the impact of the new European electromobility demonstration project be optimised? Q10: How to make sure that all relevant stakeholders are following and implement the outcome of the projects? CARS 21, WG-1. Brussels, April

13 CNG/LNG Infrastructure Associated Costs (doc NGVA Europe 15 Oct to DG Move) Figures given in this document should be taken as average figures from different EU countries. CNG Fuelling Station: this type of infrastructure can be fed from the existing natural gas grid. In this case, it would be necessary to install a compressor with the capacity of reaching a final pressure of 200 bars, and the dispensers. The total cost of this kind of facility would be around This average figure would be representative for an installation with a compression capacity of m3/h. CNG/LNG Fuelling Station: this type of infrastructure capable of supplying both, liquid and compressed natural gas, has to be fed with liquefied natural gas via HD transport tankers. It would be necessary to install a stationary LNG tanker to accumulate and feed the installation, a transfer pump to convert LNG into CNG, and the dispensers. The cost of the stationary tanker and the transfer pump is similar to the cost of a compressor. The total cost of this kind of facility would also be around Additional information on costs: Difference between gasoline and CNG version of a LD vehicle: depending on vehicle size/engine complexity. Difference between diesel oil and CNG version of a HD vehicle: plus 13 to 25% of CNG compared to Diesel version, depending on vehicle type. CARS 21, WG-1. Brussels, April

14 NGVA Europe Secretariat Address: Avenida de Aragón Madrid, Spain Brussels Liaison Office: Avenue de Cortenbergh 172, Box Brussels, Belgium Tel: Fax: info@ngvaeurope.eu CARS 21, WG-1. Brussels, April

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