"Czas na gaz!"-Time For Gas No 56/2013

AS DRIVE G L A R U T A N 200 ES MERCEDES B FUEL VEHICL S U O E S A G R FO

AY PAVE THE W S N IO T A L U G & RE STANDARDS MENT (MEPS) PEAN PARLIA O R EU IN ) (DVFG SSOCIATION A G P L N A M GER H TERENOW YC B Ó R P IE C K I AC W TR A

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NARODOWY FUNDUSZ OCHRONY ŚRODOWISKA I GOSPODARKI WODNEJ PRZEZNACZY

no: 56 I-II 2013

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72 mln złotych na autobusy hybrydowe zasilane CNG

CNG market info

Delegation of German LPG Association (DVFG) present information to Members of European Parliament (MEPs)

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Plans and predictions of the metering equipment supplier industry for 2013

Stanowisko promujące gaz ziemny dla aut w ‘Miasteczku Ekologicznym na PolEko 2012

Natural Gas Vehicle Infrastructure Market Fact Pack USA - Coca Cola Case Study

Mercedes-Benz Econic CNG / LNG

Mercedes B 200 Natural Gas Drive

Femitec i AC w trakcie prób terenowych

WYDAWCA (EDITOR)

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Standards & Regulations Pave the Way for Gaseous Fuel Vehicles

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Niemiecka delegacja Stowarzyszenia Gazu Płynnego (DVFG) przedstawia swoje stanowisko członkom Parlamentu Europejskiego

72 MLN ZŁOTYCH NA AUTOBUSY HYBRYDOWE ZASILANE CNG

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OLSCY OPERATORZY KOMUNIKACJI MIEJSKIEJ MOGĄ STARAĆ SIĘ O POZYSKANIE ŚRODKÓW NA ZAKUP AUTOBUSÓW HYBRYDOWYCH ZASILANYCH CNG. DZIĘKI PROGRAMOWI GAZELA, KTÓRY JEST REALIZOWANY PRZEZ NARODOWY FUNDUSZ OCHRONY ŚRODOWISKA, ZAJEZDNIE MOGĄ STARAĆ SIĘ NAWET O 100% DOFINANSOWANIE DO ZAKUPU TAKIEGO POJAZDU. MINIMALNA KWOTA, O JAKĄ MOGĄ WNIOSKOWAĆ GMINY TO 8 MLN ZŁOTYCH. PROGRAM BĘDZIE REALIZOWANY W LATACH 2013-2014.

Program GAZELA realizowany jest dzięki pozyskaniu środków finansowych ze sprzedaży certyfikatów emisji dwutlenku węgla dla rządu Hiszpanii. Pozyskane w ten sposób środki zostały przeznaczone do Narodowego Funduszu Ochrony Środowiska i Gospodarki Wodnej, który przeprowadzi konkurs celem wyłonienia beneficjentów.

O środki mogą starać się gminne zakłady komunikacji miejskiej lub prywatni operatorzy wykonujący zadania dla gmin.

Dlaczego Narodowy Fundusz Ochrony Środowiska i Gospodarki Wodnej zdecydował się na tak innowacyjne i niespotykane w Polsce rozwiązanie pozostaje zagadką.

Dziwi fakt, że zostały wykluczone pozostałe rozwiązania – zarówno samo CNG, jak i autobusy zasilane LNG. Cieszy natomiast fakt, że całość puli została przeznaczona na zakup wyłącznie nowych pojazdów, wyłącznie zasilanych metanem.

Według nieoficjalnych informacji firma Solbus Łączna pula środków przeznaczonych na pro- zamierza oprotestować przyjęte zasady przygram GAZELA to 80 mln złotych. Na finansowanie dzielania dotacji na zakup pojazdów z programu zakupu autobusów zostanie przeznaczone 90% GAZELA. środków budżetu, czyli 72 mln złotych. Na rozwiązania infrastrukturalne zostanie przeznaczone Program Gazela to efekt wytężonych prac Napozostałe 10% - 8 mln złotych. Kwota ta będzie rodowego Funduszu Ochrony Środowiska i Gomogła być przeznaczona m.in. na postawienie lub spodarki Wodnej. Przed ustaleniem ostateczrozbudowę stacji CNG. nych form finansowania pracownicy Funduszu wielokrotnie konsultowali się z instytutami naAutobusy hybrydowe CNG to bardzo innowa- ukowo-badawczymi (PIMOT), organizacjami pocyjne rozwiązanie, niezwykle rzadko spotykane zarządowymi (Stowarzyszenie NGV Polska), jak w normalnej eksploatacji. Dotychczas w Unii Euro- i producentami autobusów (Solaris, Solbus). pejskiej takie pojazdy wdrożono tylko w Madrycie Przedstawiciele Stowarzyszenia NGV Polska – (Hiszpania) i Malmo (Szwecja). Żaden z polskich Bartłomiej Kamiński oraz Karol Wieczorek – brali producentów nie posiada w ofercie takiego pojaz- aktywny udział podczas konsultacji społecznych, du. Z nieoficjalnych informacji wynika, że Solaris jakie miały miejsce 28 listopada 2012 roku, rozmozastanawia się nad takim rozwiązaniem. Przewidy- wach dwustronnych, jak i konferencji prasowej, wany koszt zakupu jednego autobusu hybrydowe- która odbyła się 19 grudnia 2012 roku w centrali go to ok. 1 600 000 zł. Dla porównania – autobus Funduszu.

CNG marki MAN o długości 18 metrów (przegubowy) kosztuje 1 300 000 zł.

NFOŚiGW, Stowarzyszenie NGV Polska

jlmlubricants.com

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Lancia presented the new Ypsilon Ecochic Methane model – equipped with the 80HP 0.9 TwinAir Turbo bi-fuel engine with low fuel consumption (3.1 kg/100 km in the combined type-approval cycle) when running on CNG. The bi-fuel (methane and petrol) range exceeds 1,300 km over the extra-urban cycle. The 2 fuel systems are reciprocally independent: in normal conditions, the engine runs on methane and is always only started on petrol, switching automatically and immediately to the other system.

The engine only switches to petrol if the gas is about to run out. It is nevertheless always possible to switch from methane to petrol and back again as desired, by pressing a button on the dashboard. Furthermore, two methane tanks – containing about 12 kg, which corresponds to 72 litres at a pressure of 200 bar - are arranged under the floor to keep the luggage volume virtually unchanged (202 litres).

The new model is available with the Silver and Gold trim levels – list prices are EUR 16,500 (USD 21,700) and EUR 17,500 (USD 23,000) respectively. The Lancia’s bi-fuel system is factory fitted, qualifying it for Lancia contractual warranty and, in some regions of Italy, exemption from road tax throughout the car’s lifetime.

Across Italy, natural gas vehicle registrations increased 43% compared to the previous year in a market that saw a 20% decline for the same period. Italy has more than 900 natural gas refueling points in Italy.

Fiat-Lancia press release

Audi celebrated its synthetic methane (e-gas) vehicle fuel plant, which is under construction in Werlte, Germany. Audi says that it is the world’s first industrial plant for generating e-gas from

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CO2 and renewable electricity. Its end product will be hydrogen and synthetic Audi e-gas. E-gas production will begin in the spring.

The e-gas initiative is part of Audi’s strategy of bringing cleaner, carbon-neutral fuel to internal combustion engines. The Werlte plant will generate enough CO2-neutral e-gas to power 1,500 new Audi A3 Sportback TCNG vehicles 15,000 kilometers (9,320 miles) each year. This compact 5-door hatchback is scheduled to arrive at dealerships in late 2013.

Audi VW is launching the CNG-powered Eco Up!, which the company calls “the world’s most fuelefficient natural gas passenger car.” The little city car burns 2.9 kilograms of CNG to go 100 km (62 miles) and emits 79 grams of CO2/1 km. That is roughly equivalent to 56 US miles per gallon.

The only natural gas passenger vehicle available for sale in the US, the 2012 Honda Civic Natural Gas, gets 31 mpg (combined). The Eco Up!, though, is not destined for sale here. Instead, VW is launching the car in Europe, where there is talk of making fuel for natural gas vehicles from biomass sources, such as renewable biomethane.

VW Press Release

Iveco contracted to deliver 115 Daily Natural Power light commercial vehicles to TNT Express Italy by this year. NGVs will be used in the Rome area as well as other parts of Central Italy.

This model is equipped with a 100 kW, 3.0L, in-line 4-cylinder Fiat Powertrain Technologies (FPT) Industrial CNG engine with three-way catalytic converter, using a stoichiometric combustion regime that results in exhaust emissions well below the European EEV limits. The system

can detect the composition of the gas used and is able to adapt the actual air/fuel ratio accordingly, in order to maintain low emissions without sacrificing performance. The “Recovery Mode” option makes it possible to switch the power source to gas, allowing drivers to continue their journey in the event that the methane supply runs out.

The supply of these vehicles will take place in several stages.

More than 12,000 natural gas-powered Iveco vehicles are currently in circulation, used by both private businesses and public organizations, 5,000 of which are Daily models, 2,000 are medium- and heavy-duty range and 5,000 are buses.

Russian energy giant Gazprom says the spread of vehicles powered by CNG is a major component in its national gasification programme.

A special entity will be set up to consolidate Gazprom Group’s assets for production and sales of compressed natural gas.

In a statement Gazprom outlined plans to boost Russia’s fleet of NGVs. Its board of directors had firmed up the role NGVs and their filling stations were to play in expanding the gas network.

“Schedules for gasification programs will contain mandatory sections on NGV fuel use and the appropriate infrastructure development,” the statement said. The latter would include acquisition of land for filling stations, and conversion of vehicles to CNG use.

There are 69 regions taking part in the gasification programme, and 37 of these are advanced in adopting NGVs, the company said.

Currently Russia’s NGV fleet amounts to some 86,000 units. Demand for CNG demand in 2010 was 345 million cubic meters. There are 243 CNG filling stations operating in 59 Russian regions, with 208 owned by Gazprom.

Gas as a more widespread fuel for transport in Belarus was discussed at a meeting between the country’s prime minister and Gazprom chairman Alexei Miller.

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The two parties signed a comprehensive gas supply agreement last November, running till the end of 2014. Belarusian leader Alexander Lukashenko praised the deal, which he said had removed worries for his nation. “I am very pleased that we no longer have to start a new year without an agreement on volumes or natural gas prices. I think we don’t see acute problems like that any more,” he said, quoted by the Belarusian Telegraph Agency.

In a statement, Gazprom said that intergovernmental agreements between Russia and Belarus had given a powerful impetus to economic development in the latter.

“Consumers in Belarus get gas at comfortable prices and have an additional advantage for manufacturing competitive products,” Gazprom said.

The Russian giant now owns Beltransgaz, the national gas infrastructure and transport company.

An expansion of gas-powered vehicles was also discussed at the meeting in the Belarus capital, Minsk.

The European Business Congress (EBC) Presiding Committee has approved a project to expand NGV use in Europe. Spearheaded by the Blue Corridor Project, which supported the sixth Blue Corridor NGV Rally in September 2012, the project is aimed at converting transport systems in Organization for Security and Co-operation (OSCE) countries to NGV fuel.

This project will include the expansion of CNG filling station networks in Europe.

The EBC is a non-governmental organization made up of 125 members from 23 OSCE states (as at May 2011), with the goal of supporting the development of economic co-operation between and in OSCE-countries, promoting economic development in OSCE-countries, and promoting a sustainable dialogue between politics and private businesses. The 27th meeting of the EBC Presiding Committee, which was hosted by Gazprom Management Committee Chairman Alexey Miller in Berlin, stressed the necessity of increasing joint efforts to develop the NGV market and enhance Europe’s NGV infrastructure.

The EBC Presiding Committee also announced that during the next EBC General Meeting in May, the main topic of discussion for the conference will be “Development of LNG and its Impact on European Gas Markets”. EBC members N.V. Nederlandse Gasunie and Royal Boskalis Westminster N.V. will host the event. More information on the conference available from here.

Blue Corridor Project is sponsored by Russia’s Gazprom and Germany’s E.ON Ruhrgas.

Westport Innovations Inc. the global leader in natural gas engines, has announced that it will expand its product offerings with the introduction

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of CNG-powered versions of the Ford F-450 and F-550 Super Duty trucks in mid-2013. The new product additions will complement the already proven Westport WiNG™ System powered Ford F-250 and F-350 trucks.

“The timing is right. Our CNG bifuel systems for Ford F-250 and F-350 trucks have been very well received and as a result, our customers are making increasing requests for customized options and natural gas trucks with higher gross weights,” said John Lapetz, Vice President, North America Vehicle Programs, Westport LD. Westport continues to be the market leader in helping to drive down the cost of natural gas vehicles. The Westport WiNG™ System is already priced at an industry-leading $9,500, making natural gas vehicles (NGVs) more affordable and accessible for U.S. truck fleets. The new natural gas powered Ford F-450 and F-550 Super Duty truck models will be offered at an equally competitive price, saving fleets between 25 and 40 percent in fuel costs with positive payback demonstrated in two years. The new models will be available exclusively through Westport’s authorized Ford dealerships giving customers the fully integrated OEM ownership experience they have come to expect with Westport.

The MP48 DF is here: our new dual fuel DieselGas control unit of AEB company.

Thanks to the new MP48 DF ECU the dual fuel Diesel/CNG and Diesel/GPL engines have finally come true: a small revolution in the alternative fuel conversion world.

The dual fuel conversion reduces the diesel consumption in cars and light commercial vehicles integrating fuel with CNG/LPG: this reduces polluting emissions (especially particulates) and brings great benefits to the environment and to the owner’s wallet.

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Technical specifications: Operating temperature: -40÷105°C; Current absorption with the actuators disabled: Imax=0.5A; Current absorption in standby mode: Istandby <5uA; Actuators managed: - up to 2 gas injectors with the following characteristics: Imax=6, Vbatt,max=16V; 2 power outputs for gas solenoid valves; *Pmax=25W, Imax=2A (power and maximum current for each output with two outputs enabled), *Pmax=50W, Imax=4A (power and maximum current with just one output enabled)]; Sensors managed: Gas pressure sensor: 463504000; MAP sensor: AEB031; Water temperature sensor: 4K7; Gas Level sensor: AEB level sensor, 0-90Ohm standard sensor, not standard inverted sensor; Oxygen Sensor: Linear (Lambda sensor); Management of AEB119B type switch.

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NIEMIECKA DELEGACJA

DELEGATION OF GERMAN

LPG ASSOCIATION (DVFG) PRESENT INFORMATION TO MEMBERS OF EUROPEAN PARLIAMENT (MEPS):

STOWARZYSZENIA GAZU PŁYNNEGO (DVFG) PRZEDSTAWIA SWOJE STANOWISKO CZŁONKOM PARLAMENTU EUROPEJSKIEGO:

ENVIRONMENTALLY FRIENDLY LPG SHOULD REMAIN PREFERENTIALLY TAXED.

PRZYJAZNY DLA ŚRODOWISKA LPG POWINIEN POZOSTAĆ OBJĘTY PREFERENCYJNYM PODATKIEM.

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URRENTLY, THERE IS A DEBATE IN THE TECHNICAL COMMITTEES OF THE EUROPEAN PARLIAMENT, THE GERMAN MINISTRY OF TRANSPORT AND MINISTRY OF FINANCE ON THE CONTINUATION OF THE TAX INCENTIVES FOR LPG BEYOND 2018. IN ORDER TO PROVIDE THE POLITICAL LEVEL WITH THE NECESSARY AMOUNT OF RELEVANT INFORMATION, A DELEGATION OF THE GERMAN LPG ASSOCIATION WENT TO BRUSSELS AND HANDED TO THE MEMBER OF THE COMMITTEE ON THE ENVIRONMENT, THE MEP PETER LIESE, THE RESULTS OF CONDUCTED WELL-TO-WHEEL STUDY FROM THE UNIVERSITY OF APPLIED SCIENCES OF THE SAARLAND (HTW).

While the current common approach takes into account only emissions arising solely as a result of direct operation of the vehicle (tank-towheel), the HTW study considered in addition the costs of obtaining energy, ie from the source up to the mobility on the road (well-to-wheel).

And here LPG in comparison with other energy sources achieves favorable scores, because up to 15 percent less CO2 and significantly less nitrogen oxides as well as particulate matter is released to the atmosphere during the use of LPG than in case of conventional fuels. Prof.

Dr.-Eng. Thomas Heinze pointed out, that thanks to vehicles running on LPG, we prevent emissions of up to 300,000 tonnes of CO2 per year while in Germany as well as throughout Europe there is a nationwide network of LPG filling stations.

Markus Eder, a board member of the German LPG Association called for, in view of the positive contribution of LPG to achieve the ambitious climate protection goals, more predictable policy from the German Government, and suggested an extension of the tax reduction for this energy source until 2025. Additional incentives in the form of tax reductions would, in his opinion, encourage more and more car drivers to supply their cars with alternative LPG fuel.

Furthermore, Markus Eder clarified that LPG is suitable immediately and without further investment to contribute positively to the climate balance: „After all, there are far above 500,000 environmentally oriented LPG drivers in Germany and more than four million in Europe who agree to the fact that the emissions relating to the road traffic are reduced.”

Wolfgang Kröger

Dr. Klaus-R. Fresh, Technical Director of German LPG Association DVFG, Markus Eder, Managing Director of German LPG Association , Dr. Peter Liese MEP, Prof. Dr.-Eng. Thomas Heinze from the Saarland University of Applied Sciences discussed at the presentation of the study the benefits of the alternative fuel LPG. Dr Klaus-R. Fresh, Dyrektor Techniczny Niemieckiego Stowarzyszenia Gazu Płynnego DVFG, Markus Eder, Dyrektor Naczelny Niemieckiego Stowarzyszenia Gazu Płynnego, Dr Peter Liese – deputowany do Parlamentu Europejskiego, Prof. dr inż. Thomas Heinze z Uniwersytetu Nauk Stosowanych w Saarland prezentujący badania dotyczące zalet alternatywnego paliwa LPG.

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KTUALNIE ODBYWA SIĘ DEBATA CZŁONKÓW KOMISJI TECHNICZNEJ PARLAMENTU EUROPEJSKIEGO, NIEMIECKIEGO MINISTERSTWA TRANSPORTU I FINANSÓW NA TEMAT KONTYNUACJI ULG PODATKOWYCH DLA LPG PO ROKU 2018. W CELU ZAPEWNIENIA NIEZBĘDNEJ ILOŚCI ISTOTNYCH INFORMACJI DLA SZCZEBLA POLITYCZNEGO, DELEGACJA STOWARZYSZENIA GAZU PŁYNNEGO Z NIEMIEC UDAŁA SIĘ DO BRUKSELI, PRZEKAZUJĄC CZŁONKOWI KOMISJI OCHRONY ŚRODOWISKA, DEPUTOWANEMU DO PARLAMENTU EUROPEJSKIEGO, PETEROWI LIESE WYNIKI BADAŃ „WELL-TO-WHEEL” PRZEPROWADZONYCH NA UNIWERSYTECIE NAUK STOSOWANYCH W SAARLAND (HTW).

Podczas gdy obecnie popularne podejście skupia się na emisji spalin powstałej jedynie w wyniku bezpośredniej eksploatacji pojazdów (tank-to-weel), to badania przeprowadzone w HTW biorą dodatkowo pod uwagę koszty uzyskania energii, tj. uwzględniają źródło jej powstania oraz jej wykorzystanie podczas poruszania się po drogach (well-to-wheel). Badania te wykazały, że LPG w porównaniu z innymi źródłami energii uzyskuje korzystne wyniki, uwalniając do atmosfery o 15 procent mniej CO2 i znacznie mniej tlenku azotu oraz cząstek stałych w porównaniu z paliwami konwencjonalnymi. Prof. dr inż. Thomas Heinze zwrócił uwagę na to, że dzięki pojazdom napędzanym LPG, jesteśmy w stanie ograniczyć emisję CO2 o 300 000 ton rocznie, tym bardziej, że zarówno w Niemczech jak i w całej Europie istnieje rozbudowana sieć stacji LPG.

tego źródła energii aż do 2025 roku. Dodatkowo, bodźce w postaci ulg podatkowych mogą, jego zdaniem, coraz bardziej zachęcać kierowców do instalowania w samochodach alternatywnego źródła zasilania paliwem w postaci instalacji gazowej LPG.

Markus Eder, członek zarządu Niemieckiego Stowarzyszenia LPG domaga się, zważywszy na pozytywny wkład LPG w uzyskanie ambitnych celów dotyczących ochrony klimatu, bardziej przewidywalnej polityki Rządu Niemieckiego oraz sugeruje rozszerzenie ulg podatkowych dla

Wolfgang Kröger

Ponadto, Markus Eder wyjaśnił, że LPG jako źródło zasilania już istniejące i nie wymagające dalszych inwestycji, jest odpowiednie do osiągnięcia pozytywnego wpływu na równowagę klimatyczną: „Jak by nie patrzeć, w Niemczech jest ponad 500 000 dbających o ochronę środowiska kierowców, korzystających z LPG i ponad cztery miliony kierowców w Europie świadomych tego, że emisja spalin w ruchu drogowym powinna zostać zredukowana”.

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PLANS AND PREDICTIONS OF THE METERING EQUIPMENT SUPPLIER INDUSTRY FOR 2013

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HE EQUIPMENT SUPPLIERS FOR THE GAS SECTOR (LPG, CNG AND LNG AS WELL) SAY THERE WILL BE EITHER A “SIGNIFICANT INCREASE” OR AN “INCREASE” IN MERGERS AND ACQUISITIONS (M&A) ACTIVITIES OVER THE NEXT 12 MONTHS IN EUROPE. EVEN GLOBALLY, M&A ACTIVITY IS EXPECTED TO INCREASE AS A RESULT OF HIGH GROWTH IN EMERGING MARKETS, AND AS PART OF THEIR EFFORTS TO EXPAND THEIR GEOGRAPHIC REACH AND INCREASE PROFITS. THE NEED TO DEVELOP NEW, EFFICIENT TECHNOLOGY SOLUTIONS AS A LONG-TERM PRIORITY FOR COMPANIES IS ALSO EXPECTED TO DRIVE M&A ACTIVITY IN THE GLOBAL GAS AND OIL INDUSTRY.

TABLE 1

$ per million BTU

TABLE 2

18

8%

16

7%

14

6%

12

5%

10

4%

8

3%

6 4

2%

2

1%

0

United States

Europe

Asia

The research analysis show that upstream gas companies consider that “new product development”, “machinery and equipment purchase”, and “IT infrastructure development” will record a significant increase in capital expenditure over the next 12 months.

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procent rise in the global natural gas demand

0%

2011

2010

2000-2008

As Oil & Gas Monitor forum shows, on the other hand, the natural gas is a relatively land locked commodity. Pipelines can be constructed within large land masses such as North America or Europe in order to move the gas, but it is much harder to ship across oceans. This leads to the disparity in natural gas prices around the world. As of this writing, natural gas is $2.85 per million BTU’s (MMBTU) in the United States, about $13.00 per MMBTU in Europe and about $16.00 per MMBTU in Asia (see table 1). Liquefied natural gas (LNG) is beginning to resolve some of the problem. However, Liquefaction facilities, LNG tankers, and regasification facilities are very expensive and have not reached a large enough number of installations to bring natural gas into a world market.

This result reflected significant growth in developing Asia and most other non-OECD regions combined with a 9% decline in Europe, where demand was even lower than in 2009. The economic slowdown, higher gas prices, and milder-than-usual weather all contributed to weak European demand. Taking all these date into consideration, the gas demand in Europe is expected to remain relatively stable in 2013 vs. 2012.

But longer term, energy experts believe European gas demand will rise.

Because of “its green properties” and highly efficient application technologies, natural gas will remain the fuel of choice and will continue to make a growing contribution to energy supply at least in the EU27.

Natural gas can play an important role as a bridging fuel to a sustainable energy future over the coming decades. Natural gas consumption in EU member states is expected to increase from 438 mtoe in 2005 to 625 mtoe in 2030, which is an increase of 43%. The share of natural gas in the European primary energy demand will rise from 24% in 2005 to 30% in 2030 (18% in 1990). At 60% of the total demand increase, most of the growth will come from power generation (see table 3).

In order to launch a series of predictions for the next year, we have to look behind and see that in 2011 the global natural gas demand expanded only 2.0%, a modest rise after the 7.5% gain in 2010 and the average of 2.8% in 2000 - 2008, according to the IEA (see table 2).

Drawing the conclusions, as the demand will grow, in the years to come the European suppliers market for the gas sector will renew itself, the energy industry needs to leverage more of the technological innovation that have taken place over the last decade. The next generation cont. on p.12 ►

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of the gas industry will need major investment in technology and capability, so the requests for modern industrial equipment will also grow. â&#x20AC;&#x153;Many of the technologies and the related know-how need to be put to good use all over Europe and especially in the emerging countries. There will be a more visible mix allowing the efficient integration of technology, ideas,

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financial and human capital.â&#x20AC;?, consider the representatives of the Syscom 18 Company, system integrator providing complete solutions and complex installations for the gas and oil industry.

Source: syscom.ro

EU27 Natural Gas demand outlook by sector

TABLE 3

600 500

MTOE

400

123

300 200 100

118

175

209

226

239

137

145

150

156

187

191

193

194

2015

2020

2025

2030

181

158 128 180

0 2005

2010

Residential

Industry

Power Generation

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STANOWISKO PROMUJĄCE GAZ ZIEMNY DLA AUT W ‘MIASTECZKU EKOLOGICZNYM

NA POLEKO 2012

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ODCZAS TARGÓW OCHRONY ŚRODOWISKA ‘POLEKO 2012’ STOWARZYSZENIE NGV POLSKA ZAPREZENTOWAŁO WSPÓLNIE Z PARTNERAMI PERSPEKTYWĘ WYKORZYSTANIA GAZU ZIEMNEGO JAKO PALIWA W MOTORYZACJI. SPECJALNIE ZORGANIZOWANA WYSTAWA MIAŁA MIEJSCE W ‚MIASTECZKU EKOLOGICZNYM’. ZOSTAŁO TAM WYSTAWIONYCH 5 POJAZDÓW ZASILANYCH CNG - FIAT DUCATO NATURAL POWER, MERCEDES SPRINTER NGT ORAZ GAMA POJAZDÓW KOMUNALNYCH MARKI IVECO - DAILY, EUROCARGO ORAZ STRALIS. NA OSOBY ZAINTERESOWANE POSTAWIENIEM WŁASNEGO KOMPRESORA CNG CZEKALI PRZEDSTAWICIELE PRODUCENTA URZĄDZEŃ BRC FUELMAKER.

PolEko 2012, największe w Polsce Międzynarodowe Targi Ochrony Środowiska, to spotkanie całej branży zajmującej się utrzymaniem czystości oraz wykorzystania ekologicznych i nowoczesnych technologii w polskiej gospodarce. Przez cały czas trwania targów (20 - 23 listopada 2012) przybyli gości mogli obejrzeć wystawę technologii CNG na ‘Miasteczku Ekologicznym’, która została zorganizowana przez Stowarzyszenie NGV Polska.

FIATA DUCATO NATURAL POWER - POJAZD DOSTAWCZY Z FABRYCZNĄ INSTALACJĄ CNG Fiat Ducato Natural Power to obecnie najpopularniejszy pojazd w swojej klasie zasilany gazem ziemnym. Bazuje on na sprawdzonej technologii Natural Power, sygnowanej przez grupę Fiata. Dzięki temu pojazd ten pozwala na niezwykle oszczędną i ekologiczną jazdę w każdych warunkach. Obecnie jest to najczęściej sprzedawane auto dostawcze na CNG w Polsce.

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Na PolEko 2012 został przedstawiony egzemplarz w zabudowie typu furgon, o podwyższonym dachu i największej długości (wersja h2l4).

Wystawcą pojazdu wspólnie z Fiat Professional Polska był POL-CAR Poznań – grupa dealerska zajmująca się sprzedażą pojazdów grupy Fiat w Wielkopolsce. Obecnie firma koncentruje się m.in. na wdrażaniu użytkowych aut marki Fiat Professional z fabryczną instalacją zasilania CNG rodziny Natural Power. W tym celu do dyspozycji klientów został oddany demonstracyjny Fiat Doblo Natural Power, cechujący się bardzo oszczędną i ekologiczną eksploatacją.

MERCEDES SPRINTER NGT - POJAZD DOSTAWCZY Z FABRYCZNĄ INSTALACJĄ CNG Mercedes Sprinter NGT to ekologiczny i oszczędny pojazd dostawczy zasilany gazem ziemnym (CNG). Doskonale sprawdza się w środowisku miejskim, jak i na dłuższych trasach.

Dzięki fabrycznej instalacji zasilania metanem właściciel może pokonać do 400 kilometrów na gazie, jednocześnie ciesząc się bardzo oszczędną jazdą. Swoich atutów Sprinter NGT dowiódł w prestiżowym Rajdzie Blue Corridor 2012.

W czasie PolEko 2012 Sprintera NGT (o podwyższonym dachu i najdłuższym nadwoziu) wystawiła firma MB-Poznań, autoryzowany dealer użytkowych pojazdów marki Mercedes-Benz. W swojej ofercie firma posiada ekologiczne i oszczędne pojazdy zasilane sprężonym gazem ziemnym – dostawcze auto Sprinter NGT oraz ciągnik siodłowy Econic NGT. Oba gazowe modele znajdują się w parku demonstracyjnym pojazdów dealera. W 2012 roku MB-Poznań aktywnie włączyło się w organizację prestiżowego rajdu pojazdów na CNG - Blue Corridor 2012.

KOMPRESORY CNG OD BRC FUELMAKER - INSTALACJE UMOŻLIWIAJĄCE ZATANKOWANIE POJAZDU NA GAZ ZIEMNY PRZY SWOIM GARAŻU LUB PRZEDSIĘBIORSTWIE Kompresory gazowe marki BRC FuelMaker pozwalają na tankowania paliwa do pojazdów bezpośrednio przy domu lub firmie. Dzięki temu osoby eksploatujące pojazd na CNG mogą cieszyć się znakomitą dostępnością ekologicznego i taniego metanu. W ofercie firmy kompresorCNG.pl, która jest wyłącznym dystrybutorem BRC FuelMaker w Polsce, znajdują

cont. on p.16 ►

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się kompleksowe rozwiązania dla każdego klienta. Na wystawie zostały przedstawione 2 urządzenia – Phil FuelMaker o wydajności 1,5m3/h (dedykowany do tankowania 1 auta) oraz model FMQ 2,5 o wydajności 4,3 m3/h (dedykowany dla małej floty pojazdów).

GAMA POJAZDÓW KOMUNALNYCH NA CNG OD IVECO Oprócz stoiska Stowarzyszenia NGV Polska, w ‘Miasteczku ekologicznym’ znajdowała się również wystawa całej gamy pojazdów usług komunalnych marki Iveco, zasilana sprężonym metanem. Były to pojazdy: ■ Iveco Daily Natural Power (w zabudowie typu hakowiec), ■ Iveco Eurocargo CNG (również w zabudowie hakowca), ■ Iveco Stralis CNG (w zabudowie śmieciarki, który miał swoją premierę na polskim rynku).

PRZEDSTAWIENIE ZALET I KORZYŚCI CNG PRZEZ PRZEMYSŁOWY INSTYTUT MOTORYZACJI Tradycyjnie w czasie ‘Forum Czystej Energii’, będącym integralną częścią targów, swoją prezentację na temat metanu w transporcie wygłosił przedstawiciel Przemysłowego Instytutu Motoryzacji. Pani Barbara Smerkowska

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w referacie ‘Rynek biogazu i CNG jako paliwa w Europie’, przedstawiła podstawowe argumenty stojące za wykorzystaniem gazu ziemnego w motoryzacji oraz sytuację rynkową w naszym kraju oraz innych państwach Unii Europejskiej.

Równie interesującym wystąpieniem był referat na temat ‘Pierwszy polsko-szwedzki projekt wykorzystania odpadów komunalnych po zmianie ustawy odpadowej (bioenergia + system zbiórki odpadów)’, autorstwa pani dr Magdaleny Rogulskiej.

ORGANIZATOR ‘STREFY CNG’ ORAZ PATRONI MEDIALNI Koordynatorem ‘Strefy CNG’ na ‘Miasteczku Ekologicznym’ w czasie PolEko 2012 było Stowarzyszenie Użytkowników Pojazdów Zasilanych Gazem Ziemnym NGV Polska. Jest to organizacja pozarządowa, której celem jest promowanie wykorzystania metanu do zasilania pojazdów w Polsce. Stowarzyszenie zostało założone w 2001 roku przez grupę specjalistów rynku CNG oraz kluczowe instytucje zajmujące się promowaniem ekologicznego i bezpiecznego transportu (m.in. Przemysłowy Instytut Motoryzacji).

Strategicznym partnerem ‘Strefy CNG’ oraz głównym patronem medialnym był Portal cng. auto.pl, założony przez grupę entuzjastów wykorzystania gazu ziemnego do napędzania

pojazdów. Głównym celem działalności Portalu jest promocja ekologicznego i bezpiecznego paliwa CNG w Polsce. Działając od 2007 roku na rynku CNG, Portal skupia się na propagowaniu wykorzystania metanu w transporcie, wdrażaniu nowych rozwiązań technicznych (m.in. LNG i bioCNG) oraz pomocy użytkownikom aut na gaz ziemny.

Ponadto ‘Strefa CNG’ na PolEko 2012 została objęta patronatem medialnym czasopisma transportowego ‘FLOTA’ oraz magazynu branży autogazu ‘Czas na Gaz’.

PODSUMOWANIE Międzynarodowe Targi PolEko 2012 były znakomitą okazją do promocji wykorzystania metanu do zasilania pojazdów, przede wszystkim dedykowanych dla usług komunalnych. Dzięki zaangażowaniu organizatorów targów oraz dostawców technologii CNG, odwiedzający mieli niepowtarzalną okazję do zapoznania się z korzyściami ekologicznymi i ekonomicznymi z wykorzystania gazu ziemnego w motoryzacji. Stanowisko promujące CNG w ‘Miasteczku Ekologicznym’ na PolEko 2012 należy uznać za duży sukces, który już niebawem powinien zaprocentować większą ilością pojazdów zasilanych gazem ziemnym na naszych drogach. Źródło: cng.auto.pl

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NATURAL GAS VEHICLE INFRASTRUCTURE MARKET FACT PACK USA - COCA COLA CASE STUDY NGV INFRASTRUCTURE REPORT: INDUSTRY LEADERS’ THOUGHTS INTERVIEW WITH… STEVE SALTZGIVER

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TEVE SALTZGIVER IS FLEET OPERATIONS DIRECTOR FOR COCA COLA REFRESHMENTS NORTH AMERICA. PREVIOUSLY, SALTZGIVER SERVED AS FLEET DIRECTOR FOR THE STATE OF GEORGIA, OVERSEEING A FLEET OF 20,000 ASSETS. HE SERVED AS A FLEET MANAGEMENT CONSULTANT WITH MERCURY ASSOCIATES, THE LARGEST FLEET MANAGEMENT CONSULTANCY IN THE US. BEFORE THAT, SALTZGIVER FLEET DIRECTOR FOR UTAH’S FLEET OF 10,000-PLUS ASSETS FOR 12 YEARS. HE HOLDS A BACHELOR OF SCIENCE DEGREE IN BUSINESS MANAGEMENT, A MASTERS IN ORGANIZATIONAL MANAGEMENT, AND VARIOUS FLEET AND MANAGEMENT CERTIFICATIONS. DRIVERS What are the motivations for investing in natural gas infrastructure and vehicles?

Steve Saltzgiver: We have about 50,000 assets in the US and Canada. Of that, we have about 25,000 assets on the roead. We’ve looked at various alternative fuels in the last few years. We are the largest user of Class 7 hybrid trucks in the world, and we also use some fully-electric technology, a few propane vans, and hydrogen fuel cells on our forklifts.

We are also delving into natural gas. We currently have about a dozen trucks in various markets, including 10 NGVs in our main hub in California and two more Elmsford, New York. Two of those are LNG. The rest are CNG. We use the trucks primarily in our long-haul business. Most of our fleet is for delivery business, which is really stop-and-go short-haul. We’ve not been able to find the numbers to get natural gas in that arena.

We have a project underway now to see if we can roll out more trucks. We’re in the calculation phase at the moment to see what the return on investment, and the internal rate of return, is. We have gathered the learning that we feel we need now to move to scale. We’ve now got a full team looking at the numbers to see how we can deploy this.

The biggest attraction is the fuel cost, obviously.

It’s half of what you pay for a diesel gallon here. But there are some other attractive things too. You can get a little lower maintenance. You can get rid of some particular filters, some diesel emission

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fluids. It’s a little cleaner as well, with injectors and things like that.

But cost isn’t the only issue. As a company, we have a big carbon emissions reduction goal.

We want to reduce our emissions 15 percent by 2020 (from a 2007 baseline). We may end up paying a little more to use this technology, but that’s a greater good. On the other hand, we still have to run a business, and watch the bottom line. So, we are looking at every option that we can.

Theoretically, we could convert 10,000 of our assets to natural gas if there was a good solution.

We have 7,000 Direct Store Delivery Class 7 tractors and 3,000 over-the-road tractors. We also have another 3,000 one-ton vans that we could consider converting. Overall, it’s potentially 13,000 assets. But it’s likely we would be combining other types of alternative fuels as well.

CHALLENGES What are your main challenges?

Steve Saltzgiver: The biggest challenges are the incremental cost to deploy it, and the infrastructure. Everything else can be overcome. The incremental cost is between $40,000 and $60,000 right now. So, you if buy a $100,000 tractor, you spend about $150,000 on the natural gas version. It’s a big mark-up. You can make it back on the fuel savings if the life of the vehicle is 10 years.

But, typically, we like to see a return in three years.

So, at the moment, it’s a seven-year gap.

We have been successful in leveraging government grants. In the last few years, we’ve gotten something in the region of $15-20 million. That offsets the bulk of the incremental cost. But those grants are only located in key regions, like California and New York. They are not everywhere.

We need more opportunities in the middle of the country, and in Canada.

With infrastructure, the challenge is natural gas changes the way we do refueling.

We do a lot of ‘wet-hosing’ with diesel. We have a truck come on-site and fuel our trucks. When it comes to natural gas, that’s a barrier to overcome, because we now have to take the trucks o_-site, or build something on-site. We’ve got to look at the numbers for that.

With our 3,000 long-haul transport trucks, we found there is more of an opportunity, because

they can go o_-site, and fuel at a commercial location. It’s not an onerous burden on our drivers, because they are already doing their own refueling with diesel anyway. With the other trucks, there are more barriers to deal with.

Other challenges? We face a lot of regulation in the United States. We do most of our maintenance. So, we are having to retrofit our shops to make sure they are in compliance with the National Fire Protection Act. They have to be vented properly, and have spark protection. That’s another cost.

ADVICE What advice would you offer other fleet operators?

Steve Saltzgiver: I don’t know if I have enough experience to give advice. But I think fleet managers need to look at it, because it’s a future fuel and it does present some advantages for maintenance. In the long-run, we think it will provide a more reliable truck. There is a big opportunity, but we have to be able to deal with that incremental cost. If you run a lot of miles, it’s an easy return on investment. But that’s not the case for everyone. Most transport trucks run 100,000 miles a year, but ours run only about half that.

LOOKING FORWARD How do you see things shaping up in the next 2-5 years? What needs to happen to develop the market further?

Steve Saltzgiver: By 2014, I would say we would have expanded quite a bit more than we are now. We are really looking at this hot and heavy, and we think natural gas has a lot of opportunity for us. We’ll be working with OEMs to try and leverage that incremental cost down, by building more in volume. We have even discussed maybe building our fueling locations for our Class 8 trucks, maybe by co-locating something with a company like Clean Energy.

There are possibilities with the smaller vehicles as well. We already have 10 one-ton natural gas vans in the Vancouver area, primarily servicing fountain drink machines and coolers. We think that sort of truck could be a good opportunity as well.

Source: FC Business Intelligence

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MERCEDES-BENZ ECONIC CNG/LNG UNCOMPROMISINGLY ENVIRONMENTALLY-FRIENDLY – QUIETLY AND WITH LOW EMISSIONS THROUGH THE CITY

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UNICIPAL APPLICATIONS, WASTE COLLECTION AND SHORT-RADIUS DISTRIBUTION – AS AN ENVIRONMENTALLY-FRIENDLY, LOW-FLOOR TRANSPORT VEHICLE FOR USE IN THE CITY, THE ECONIC FROM MERCEDES-BENZ SPECIAL TRUCKS IS A TRUE ALL-ROUNDER. IN PRODUCTION SINCE 1998 AND CONTINUALLY DEVELOPED, THE ECONIC IS UNMATCHED IN ITS FIELDS OF OPERATION, THANKS TO ITS LOW-LEVEL ENTRY CONCEPT.

The Econic is also being used more and more in heavy-duty short-radius distribution in and around cities. The success story of the Econic is reflected in its sales turnover: with a total of more than 10,000 Econic vehicle sales, the truck has become a true sensation in European metropolitan areas.

The Econic’s environmentally-friendly drive system represents a further plus point. Output ranges from 175 kW (238 hp) to 240 kW (326 hp) thanks to compact turbodiesel engines featuring BlueTec technology which also fulfil the EEV emissions standard. Power transmission is by means of an automatic transmission with torque converter.

LOW-FLOOR CAB: SEE WELL AND BE WELL SEEN The most noticeable feature of the Econic is its generously glazed lowfloor cab with an extremely low entrance and a flat floor. It enables fast and safe entry and exit of the vehicle, not to mention great visibility, which in turn also means added safety for drivers and their surroundings.

The fact that the driver is at eye level with pedestrians also makes the vehicle more acceptable in inner-city traffic.

ECONIC NGT WITH GAS-POWERED DRIVE: QUIET AND WITH LOW EMISSIONS The usage scope of the Econic predestines the truck for the implementation of particularly environmentally-friendly alternative drive systems.

The Econic CNG with natural gas drive has established itself comprehensively. The supercharged in-line six-cylinder M 906 LAG engine has a displacement of 6.9 l and impresses with its 205 kW (279 hp) output. If biogas

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is used, the Econic can even be operated CO2-neutrally. The gas-powered Econic has no particulate emissions. Equally advantageous is the low level of noise generated by the gas drive system. Accordingly, deliveries in heavily populated areas are no problem, even at night or on weekends.

ECONIC NGT WITH LIQUEFIED NATURAL GAS (LNG): HIGH RANGE A third type of gas is gaining in importance: LNG. Natural gas reserves are available in many regions of the world and global resources will last for a good many years yet. However, as a result of lacking connections to the international pipeline network in some countries, liquefied gas can only be transported at sea. The liquefied stage of natural gas can be reached by cooling the gas to temperatures below -160°C at atmospheric pressure in the port of loading – CNG becomes LNG. Liquefied natural gas is transported in specialist tankers. For further transport at the port of destination, for example in pipelines to the consumer, the transition from -160°C to ambient temperature causes the substance to return to its gaseous state – LNG becomes CNG again. However, further transport of the gas in its liquefied state from the port of destination to the consumer or filling station occurs either by rail or truck. In the last five years, the capacity for LNG has increased drastically in the producer countries, as too have the transport capacity and the number of LNG terminals.

Advantages of LNG: its volume is much less than that of gaseous natural gas. Thus in comparison with CNG, trucks like the Econic LNG can travel great distances on what is essentially a manageable tank size. The range is comparable to diesel vehicles. The Econic LNG uses multi-walled stainless steel isolation tanks. A cooling system is not necessary as the liquefied gas is stored in a state of thermodynamic equilibrium.

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WIDE RANGE: CHASSIS VARIANTS AND TRACTOR UNITS The Econic is available both as a chassis variant with two, three or four axles, and as a two-axle tractor unit. The three-axle chassis variants are available in numerous axle configurations – steering leading or steering trailing axles; 6x4 with two driven rear axles – the Econic caters for all requirements. As part of the Econic’s standard equipment, full air suspension with electronic level control system is also available.

Particularly pleasing is the increase in the number of Econic vehicles being used in short-radius distribution applications. The truck combines great manoeuvrability with the transport capabilities of a heavy truck, as well as the ergonomics of a low-floor vehicle with the road-friendliness of full air suspension. Add to that the advantages of a drive system with low emissions. The Econic with its quiet and clean CNG/LNG drive is optimal for city logistics as well as in zones where access restrictions apply around the clock as well as on weekends.

A two-axle tractor unit Econic 1828 LS NGT with both a CNG and an LNG tank demonstrates the possible variants for CNG and for LNG whilst at the same time putting on show the extensive programme of environmentallyfriendly Mercedes-Benz Econic vehicles. The supercharged M 906 LAG puts out 205 kW (279 hp) and has a maximum torque of 1000 Nm – ideal for heavy-duty short-radius distribution. Four CNG tanks with a volume of 80 l or two LNG tanks of 445 l ensure great ranges from 300 to 800 km.

Source: Mercedes-Benz

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SAVING THE ENVIRONMENT AND YOUR WALLET:

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ITH 16% LESS CO2 EMISSIONS, SIGNIFICANTLY CLEANER EXHAUST GASES THAN PETROL OR DIESEL FUEL AND AROUND 50% LOWER FUEL COSTS THAN A COMPARABLE PETROL MODEL, THE NEW MERCEDES B 200 NATURAL GAS DRIVE FEATURING, AS ITS NAME SUGGESTS, A NATURAL GAS DRIVE, HAS A LOT TO RECOMMEND IT.

The B 200 Natural Gas Drive is the first B-Class model to make use of the „ENERGY SPACE” modular body concept: a partial double floor beneath the rear seat bench creates space to accommodate one large and two smaller natural gas containers, holding a total of 125 litres of natural gas (corresponding to approx. 21 kg). Thanks to this intelligent packaging method, the 5-seater model is able to retain the generously proportioned luggage compartment for which it is known.

In natural gas mode, consumption of the 115 kW (156 hp) B 200 Natural Gas Drive is just 4.2 kg/100 km - corresponding to CO2 emissions of 115 g/ km.

As a result, emissions are around 16% lower than those of the B 200 BlueEFFICIENCY with petrol engine, which offers equal performance.

The new model belongs to efficiency class A and meets the EURO 6 emissions standard, which is not due to come into effect for all petrolengined vehicles until 1st September 2014. But the model not only spares the environment – it is also good on the wallet: converting the consumption of the B 200 Natural Gas Drive into the energy equivalent of petrol, the price per kilometre comes out at around 50% lower than the fuel costs of driving a petrol model.

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Performance is also on a similarly dynamic level: the B 200 Natural Gas Drive can reach speeds of up to 200 km/h, and accelerates from 0 to 100 km/h in 9.1 seconds. The B 200 Natural Gas Drive works according to the monovalent+ principle. This means that its engine is basically operated using gas. For emergencies, there is a small 12 -litre petrol tank on board. In the event that the gas tank should ever run dry, the vehicle switches over automatically, and imperceptibly, to petrol operation. And because drivers are not able to select petrol mode themselves, the B 200 Natural Gas Drive is taxed more favourably as a natural gas vehicle. The range in natural gas mode is around 500 kilometres.

The trip computer menu in the instrument cluster has been extended in the case of the B 200 Natural Gas Drive: the respective operating mode is displayed. In addition, a fill level indicator and remaining range are included for petrol mode. In gas mode, the driver has access to all of the regular trip computer functions.

Visually, the B 200 Natural Gas Drive also differs from other B-Class models in terms of a few details. Its main characteristics include the distinctive front bumper with strip-form LED daytime driving lights.

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Vehicles fitted with natural gas drive are not only particularly environmentally friendly, they are also sustainable. This is because in addition to mineral natural gas, they can also be operated using biogas.

Even synthetically produced gas can be used: this is produced using â&#x20AC;&#x17E;excessâ&#x20AC;? energy from solar power plants or wind farms, and in the future could help to resolve the storage problems encountered with alternative power generation. In this respect, overall the B 200 Natural Gas Drive can be considered to be emission-free.

The B 200 Natural Gas Drive was celebrating its world premiere at the Paris Motor Show and is optionally available with manual transmission as well as the 7G-DCT dual clutch transmission. It is due to arrive in dealerships at the beginning of this year.

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With the B 200 Natural Gas Drive, Mercedes-Benz is adding a particularly economical and ecological variant to the new B-Class family.

Since its market launch in November 2011, the B-Class has enjoyed outstanding popularity among customers: by the end of June, more than 70,000 units had been sold worldwide.

Mercedes-Benz Press Information

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FEMITEC i AC

W TRAKCIE PRÓB TERENOWYCH: PO POLSCE PODRÓŻUJE

Opracowany wspólnie przez AC i Femitec układ sterowania diesel-gaz jest obecnie sprawdzany w trakcie prób terenowych.

Wdrażanie „zielonej” technologii: kiedy przełącznik świeci na zielono, instalacja gazowa oszczędza kosztowny olej napędowy.

W zbiorniku na gaz do mieszanego spalania pomyślano o wszystkim, nawet o podgrzewaczu zbiornika na chłodne zimowe dni.

Peter Feldgebel sprawdza plan instalacji gazowej oraz stopień mieszania, w którym olej napędowy jest zastępowany przez gaz za pomocą układu sterowania wtryskiem.

DZIESIĘĆ VANÓW Z SILNIKIEM DIESLA ZE SPALANIEM W TRYBIE MIESZANYM

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ENY BENZYNY I OLEJU NAPĘDOWEGO NIEPRZERWANIE OSIĄGAJĄ NOWE POZIOMY CENOWE. ZGODNIE Z BIEŻĄCYM RAPORTEM ADAC, WRZESIEŃ BYŁ JAK DO TEJ PORY NAJKOSZTOWNIEJSZYM MIESIĄCEM, JEŻELI CHODZI O TANKOWANIE. ŚREDNIA CENA LITRA OLEJU NAPĘDOWEGO WE WRZEŚNIU WYNOSIŁA 1,54 EURO A SUPER E10 1,67 EURO. WKRÓTCE MOŻEMY SIĘ WIĘC DOCZEKAĆ WŁOSKIEGO SCENARIUSZA, JAKO ŻE PO DRUGIEJ STRONIE ALP KIEROWCY JUŻ OD DŁUŻSZEGO CZASU PŁACĄ OKOŁO 2 EURO ZA LITR BENZYNY, PODCZAS GDY LITR LPG KOSZTUJE MNIEJ NIŻ POŁOWĘ TEJ SUMY. WYSOKIE CENY PALIW W NATURALNY SPOSÓB WYWIERAŁY PRESJĘ NA WIELKOŚĆ MARŻ FIRM TRANSPORTOWYCH, PRZEMYSŁ LOGISTYCZNY NIEMAL TRZESZCZY POD NAPOREM KOSZTÓW, ZWŁASZCZA SPORA LICZBA FIRM, KTÓRA PODPISAŁA DŁUGOTERMINOWE KONTRAKTY W CZASIE, GDY OLEJ NAPĘDOWY BYŁ DUŻO TAŃSZY. W ZWIĄZKU Z TYM, ABY MÓC POKRYWAĆ KOSZTY EKSPLOATACJI, WSKAZANE JEST POSZUKIWANIE KORZYSTNYCH ALTERNATYW. WCIĄŻ NAJTAŃSZYM ROZWIĄZANIEM JEST ZASTĄPIENIE CZĘŚCI OLEJU NAPĘDOWEGO GAZEM. WŁAŚNIE W TYM MIEJSCU ROZPOCZYNA SIĘ TECHNICZNY POSTĘP POLSKIEGO PRODUCENTA INSTALACJI GAZOWYCH AC, W KOOPERACJI Z NIEMIECKIM IMPORTEREM FEMITEC Z MANNHEIM I OBECNIE DZIAŁAJĄ ONI PEŁNĄ PARĄ.

Przełomowy krok naprzód został wykonany już wcześniej tego roku, kiedy to opracowano system będący jeszcze nadal w fazie rozwoju. Punkt wtrysku LPG został zastąpiony przez w pełni sekwencyjny wtrysk gazu do poszczególnych cylindrów. Peter Feldgebel z Femitec, nadzorujący ten projekt w Niemczech powiedział: „To pozwoliło nam na dawkowanie odpowiedniej ilości LPG, czyli na precyzyjne zastąpienie oleju napędowego i dokładniejsze dopasowanie dawki do odpowiednich warunków w czasie jazdy”. Tym sposobem układy sterowania mieszanego trybu spalania oleju napędowego, swoim działaniem będą bardziej przypominały zwykłe układy sterowania LPG. WYMIANA NA POZIOMIE 50 PROCENT Od czasu prezentacji na Międzynarodowych Targach GasShow w Warszawie, wiosną 2012 roku, opracowane zostały już cztery aktualizacje oprogramowania przeznaczone dla układu sterowania. Zgodnie z oświadczeniem AC, 50% oleju napędowego może zostać trwale zastąpione LPG, co zaowocuje oszczędnościami w wysokości około 20% w porównaniu do eksploatacji z użyciem samego oleju napędowego.

W celu nabycia dalszego doświadczenia w tym stosunkowo nowym obszarze zastosowania, w chwili obecnej flota 10 vanów, wykorzystywana przez firmy transportowe w codziennym użytkowaniu, pokonuje niezliczone kilometry na polskich drogach. Wszystko to po to, aby zdobyć doświadczenie podczas pracy z różnym obciążeniem, co pomoże w przyszłym opracowywaniu układów sterowania. Peter Feldebel: „Jak dotąd, pojazdy jeżdżą bez żadnych problemów, w chwili obecnej wymagana jest jedynie ich precyzyjna regulacja”.

Dane dotyczące zużycia i emisji spalin zbierane w Polsce zostaną uwzględnione w pracach trwających nad projektem i w przyszłości doprowadzą do poprawy zużycia paliwa. W tym celu, niebawem zostaną zaplanowane odpowiednie testy w laboratorium emisji spalin, aby określić czy opracowywana

technologia, bez wprowadzania dalszych zmian, otrzymałaby aprobatę legislatora. Wdrożenie tej technologii w Niemczech prawdopodobnie spotkałoby się ze sporymi problemami, ale już za granicą, w sąsiedniej Belgii, zagadnienie to przedstawia się zupełnie inaczej.

ZAPOTRZEBOWANIE WE WSCHODNIEJ EUROPIE Ostatnie targi Automechanika, gdzie AC wraz z Femitec pojawili się razem jako jeden wystawca, potwierdziły, że rozwiązanie w postaci mieszanego trybu spalania w silniku wysokoprężnym zyskało niespodziewane zainteresowanie. W międzyczasie przeprowadzono rozmowy handlowe, po których Peter Felgebel mógł przedstawić pozytywne wnioski: „Zapotrzebowanie na te instalacje jest większe niż się spodziewałem, zwłaszcza, że AC w Białymstosku jest w stanie wyzwolić więcej możliwości produkcyjnej, aby obsłużyć zapotrzebowania tak szybko jak to możliwe”.

MOŻLIWE JEST UZYSKANIE 65% W tym samym czasie Femitec w Mannheim również pracuje nad dalszym rozwojem technologii.

Pojazd testowy MAN TGA 430 robi znaczne postępy. Zgodnie z tym, co mówi Peter Gebel, już do 65% oleju napędowego może zostać zastąpione przez LPG. Powoduje to zwiększenie oszczędności do 25,3%. Wątpliwe jest jednak to, aby w najbliższej przyszłości na niemieckich drogach stosowane

były instalacje tego typu. Od czasu, kiedy Niemcy są jedynym europejskim krajem ratyfikującym ECE R 115 a organizacje rzeczoznawców wietrzą interes w pomiarach spalin, nie powinniśmy mieć nadziei na spory postęp w procesie legalizacji. „W chwili obecnej bardziej skupiamy się na sprzedaży zagranicznej, aby w krótkim okresie czasu uzyskać zwrot inwestycji.”

Kia Carnival z silnikiem wysokoprężnym o pojemności 2,9 litra jest właśnie stosowana jako dodatkowy pojazd testowy, również dostosowany do eksploatacji w trybie mieszanym. Może to pozwolić na rozszerzenie działalności w siedzibie głównej AC w Białymstoku, pomagając w nabieraniu dodatkowego doświadczenia z użyciem tej nowej technologii. Niewykluczona jest również możliwość wykonywania późniejszych pomiarów spalin.

Zagadnienie związane z technologią mieszanego spalania będzie kontynuowane, tak, aby w przyszłości mogło odgrywać ważną rolę w gamie produktów firmy AC. Zarówno w Polsce jak i w wielu innych krajach Europy Wschodniej przy rosnących cenach oleju napędowego, rośnie zapotrzebowanie na rozwiązania zmierzające do obniżenia kosztów eksploatacji. Ponieważ w Polsce można sobie wyobrazić sytuację w której LPG będzie wykorzystywane w sektorze transportowym, możemy spodziewać się, że wkrótce zostaną odkryte i wdrożone dojrzałe rozwiązania.

Wolfgang Kröger

Inter national

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FEMITEC & AC IN THE FIELD TRIAL: TEN VANS WITH DIESEL MIXED OPERATION TRAVELING IN POLAND

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HE PRICES OF PETROL AND DIESEL OIL CLIMB UP CONSTANTLY TO THE NEW HIGH LEVELS. SEPTEMBER WAS THE MOST EXPENSIVE MONTH FOR REFUELING EVER, ACCORDING TO THE CURRENT ADAC REPORT. AVERAGE COST OF A LITER OF DIESEL OIL IN SEPTEMBER WAS 1.54 EUROS AND A LITER OF SUPER E 10 1.67 EUROS. SO SOON WE MAY REACH ITALIAN SCENARIO, BECAUSE ON THE OTHER SIDE OF THE ALPS THE DRIVERS HAVE BEEN PAYING FOR A LONG TIME NEAR 2 EUROS FOR ONE LITER GASOLINE, WHILE LPG COSTS LESS THAN HALF. THE HIGH FUEL PRICES PUSH NATURALLY PRESSURE ON THE MARGINS OF THE TRANSPORTATION COMPANIES, THE LOGISTICS INDUSTRY IS ALMOST GROANING UNDER THE PRESSURE OF THE COSTS, ESPECIALLY SINCE MANY COMPANIES HAVE SIGNED LONG-TERM CONTRACTS AT A TIME WHEN DIESEL OIL WAS MUCH CHEAPER. IN ORDER TO BE ABLE TO COVER THE COSTS, IT IS ADVISABLE TO LOOK FOR ALTERNATIVES. THE CHEAPEST SOLUTION IS STILL TO REPLACE A PORTION OF DIESEL OIL WITH GAS. PRECISELY AT THIS POINT STARTED A TECHNICAL PROGRESS OF THE POLISH GAS SYSTEM MANUFACTURER AC TOGETHER WITH HIS GERMAN IMPORTER FEMITEC FROM MANNHEIM AND CURRENTLY THEY ARE PROCEEDING AT FULL SPEED.

The diesel-gas-control device, which AC and Femitec have jointly developed is being proven currently in a field test.

The decisive step forward was made earlier this year, as in the system that currently is still under development, the injection point for LPG was replaced by fully sequential, cylinder-selective injection of gas. Peter Feldgebel from Femitec, who oversees the project from Germany, said: “This has allowed us to dose the appropriate amount of LPG, which is to replace the diesel fuel, more accurately and match it more precisely to the respective driving conditions”. Thereby the control units for diesel mixed operation will, in their way of working, be more similar to the normal LPG control units.

50 PERCENT SUBSTITUTION RATE Since its presentation at the LPG show in Warsaw in the spring of 2012, there have been already developed four software updates specifically for the control unit. According to AC statement, 50% of diesel oil can be now permanently replaced with LPG and it will result in savings of around 20% compared to pure diesel operation.

In order to gain further experience in this relatively new area of application, currently a fleet of 10 vans passes countless kilometers on the Polish roads, in the daily use by the trucking companies, in order to gather experience in various load conditions and by this means will help in the further development of the control units.

Peter Feldebel: „So far, the vehicles run without problems, now the fine tuning is required.”

The data regarding the consumption and emissions collected in Poland shall now be included in the ongoing project and effectuate a further improvement in consumption. For this purpose, the appropriate tests in emission laboratories will be arranged shortly to determine if this technology, without further modifications, would get the blessing of the legislator. In Germany, it is likely to be associated with considerable difficulties, but even across the border, by our neighbors in Belgium, the issue looks quite different.

DEMAND IN EASTERN EUROPE The last Automechanika, at which both AC and Femitec appeared together as one exhibitor, already confirmed that the issue of diesel mixed

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operation gained a never-expected demand.

Meanwhile, the trade contacts are effected and Peter Feldgebel could draw a positive conclusion: „The demand for the systems is larger than expected, not least because AC in Bialystok release more free capacity to service the requests as soon as possible.”

POSSIBLE UP TO 65 PERCENT In Mannheim, Femitec develops the technology in parallel. The test vehicle, a MAN TGA 430 is currently making good progress. Up to 65% of diesel oil can be now replaced by LPG, according to statements of Femitec-manager Peter Gebel.

This makes a saving of up to 25.3 percent. However, it is doubtful if those systems would be used on German roads in the near future. Since Germany is the only European country that ratified the ECE R 115 and expert organizations sniff the big deal with the exhaust gas measurements, we should not hope for a lot of movement in the approval processes. „We are currently focusing more on sales abroad in order to achieve a shortterm return on investment.”

Kia Carnival with a 2.9-liter diesel is being used now as an additional test vehicle, which is also converted to the mixed operation. This can be an addition to the activities at the AC head office in Bialystok, helping gather more experience with the new technology. Also later exhaust gas measurements are not excluded.

The topic of mixed operation will continue to play a significant role in the AC product portfolio. Especially in Poland as well as in many other Eastern European countries with the rising prices of diesel oil, the demand for solutions that are adapted to lower the costs is rising. And since LPG in Poland in the transport sector is not impossible to imagine, you can expect that soon mature solutions will be found.

Wolfgang Kröger

Inter national

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GAS FOR BOATS,

THE ALTERNATIVE FOR WATER-SKIING

THE CLUBS, WHICH CONVERT THEIR BOATS, SAVE FIVE-DIGIT EURO AMOUNTS Gaz do łodzi motorowych alternatywą dla narciarstwa wodnego Kluby, które przystosowują swoje łodzie do zasilania LPG zyskują pięciocyfrową oszczędność w euro.

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ATER SKIING IN GERMANY COULD BE MUCH MORE WIDESPREAD, IF THERE WERE MORE CLUBS OFFERING WATER SKIING. BUT MOSTLY THE COSTS DISCOURAGE MANY PEOPLE FROM BEING ACTIVE IN THE WATER SKI CLUB. THE COST COMPRISES NOT ONLY THE ONE-TIME PURCHASE OF A SUITABLE BOAT, BUT RATHER THE MAINTENANCE OF THE ABSOLUTELY NECESSARY SPORTS EQUIPMENT. SKI BOATS NEED UP TO 40 LITERS OF FUEL PER HOUR IN ORDER TO ATTAIN MAXIMUM PULLING FORCE. AND EXACTLY AT THESE PRICES THE WATER SKIING FOR MOST SPORTS FANS WITH TODAY’S HIGH GAS PRICES IS UNATTAINABLE. HOWEVER, A SOLUTION WAS FOUND BY THE WSC MAINASCHAFF AS THEY CONVERTED TWO BOATS TO LPG, WHICH SHOULD RATHER BE NAMED BOAT GAS IN THIS CASE. THE LPG SUPPLIER PROGAS PROVIDED TO THIS PURPOSE AN APPROPRIATE WATER FILLING STATION AND ENSURED THAT THE COST-CONSCIOUS AND PASSIONATE BOATERS CAN CONTINUE THEIR SPORTS ACTIVITY.

The calculation made by the association chairman Ralf Nebel is relatively simple: a ski boat needs up to 40 liters of gasoline per hour, while the boats are used in the sports mode a minimum of 150 hours per year. That makes 6000 liters of 1.70 euros gasoline per boat per year, and it gives 10,200 Euro in total. After replacement of gasoline by LPG, which costs

not more than 70 cents, the financial expenditure for the same number of hours amounts only to 4,200 euros. This means additional 6,000 euros per boat remaining on the club account. Ralf Nebel, the first Chairman of WSC Mainaschaff: „We can hardly detect an increased consumption of LPG in comparison with gasoline.

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But even if we were to consume 10 percent more, the conversion would still be more than worth”.

SMALL MOBILE GAS STATION In order to exercise the hobby in the club in an organized way, the club offers an area on the outskirts of Mainaschaff together with clubhouse, a boat harbor with jetty for 28 sport boats and a club-owned ski boat. Since this one was converted to LPG in 2006, then it was followed in 2007 by the club’s LPG filling station for boats.

It was the first gas station on the Main at all.

It contains 2,500 liters of liquid gas and was set up by Progas. However, there had been a problem with it. Ralf Nebel: „As the club grounds are located on the raft channel of the former sluice Mainaschaff in the flood plain of the river Main, the station must be dismantled in the high-risk winter months. Thanks to the active support of club members, we have mastered this hurdle. When the club members are on the site, even the strangers can refuel their boats on the boat filling station paying an extra, small fee. There are a few boats already on the Main, which moor regularly and refuel.”

The club boat, a Ski Nautique of Correct Craft, has a 5.8-liter engine, which was retrofitted with an IMPCO Gas System by German importer Fuel Systems Solutions and works on the

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venturi principle. The tank, which according to the statutory requirements is housed in a socalled locker, has a gross capacity of 80 liters of LPG, so its net value amounts to just over 60 liters. And because it works so well with gas, the gasoline tank was removed. Since the conversion, the boat has done well over 700 hours of operation with low-cost gas, and this fact brings the treasurer of the club a smile to his face.

NO ENGINE PROBLEMS Here, the engine life is not an issue. „So far there has been no damage for six years, the engine starts right away.” One must certainly believe in it, as another club member has now also been decided to have his boat converted.

The filling process in Mainaschaff is not a problem, but LPG drivers must get used to it. Once the boat is moored at the pier in front of the gas station, it must first be properly tied. Then it is absolutely necessary that the particular boot is earthed by an additional power cable to prevent sparks from static electricity during refueling.

Only then can the tanks be filled.

Although the club, thanks to the use of LPG in boat operation, saves considerable sums that can be invested in sport and youth develop-

ment, the business model with gas for boats hasn’t yet spread to the other clubs. The Chairman regrets that in times of high fuel prices and empty cashboxes, many organizations must face the challenge. „What is missing? The adequate PR work, after that the liquid gas will certainly be more widespread on the water”, points out Ralf Nebel.

Moreover, the companies offering the conversion build too expensive systems. „Venturi is completely sufficient, as you can see.” He reminds himself, that there were the ever higher demands of the club, but ultimately always ended in failure.

PERFORMANCE AS GASOLINE ENGINE In addition, the club provides AutoGas Journal with more insight into its sporting activity.

To do so the gas boats are made clear. As promised, they started right away. „As we no longer ride with gasoline, the engine is tuned exclusively to LPG,” says Ralf Nebel. Then it goes out of the small sluice canal that protects the boats against bobbing at the dock caused by the waves of the big push on the Main. Approximately 500 meters downstream the club members were able to install a buoy field, which would always be used for training, while no freighter passes. „The wake of the carriers would throw the water skier rushing at a speed of 80 to 120 km immediately out of the skis.” cont. on p.32 ►

Water skiing is environmentally friendly and cost-effective when the water ski boat is on the way with gas instead of gasoline.

Narciarstwo wodne jest przyjazne dla środowiska i proekologiczne, jeśli stosowane do tego sportu łodzie napędzane są gazem zamiast benzyną.

The boat filling station in Mainaschaff is dismantled in the winter months. Here Landirenzo importer Udo Szamatulski is informed about construction of a gas station by the club chairman Ralf Nebel.

Stacja paliw dla łodzi w Mainaschaff jest demontowana na okres zimy.

Na zdjęciu widać jak Ralf Nebel objaśnia konstrukcję stacji paliw LPG importerowi Landirenzo Udo Szamatulskiemu.

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After a few laps on the Main the one thing is certain: the gas-powered boats are not worse than the gasoline engines in terms of reliability, but also in the performance of anything. Only at the filling station, they offer considerable cost advantages. Therefore we hope that in future more waterskiing clubs will decide for environmentally friendly, low-cost LPG.

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However, at present there are few boat filling stations in Germany, by the Baltic Sea and North Sea and also in Berlin area and on Bodensee.

We only hope that many clubs and institutions follow the example of the MSC Mainaschaff thus playing a trick on the high fuel prices and global warming.

The engine of the water skiing boat has already saved more than 700 hours with boat gas.

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Where there’s a will, there will be found a way to build a boat gas filling station, as you can see.

Even if it must be dismantled every year from October to April like in Mainaschaff.

Wolfgang Kröger

Refueling of the boat is environmentally friendly, because gas unlike the gasoline does not mix with water and does not contaminate it.

Silnik w łodzi stosowanej do narciarstwa wodnego właśnie zaoszczędził więcej niż 700 godzin pracy pracując z zastosowaniem zasilania gazowego.

Tankowanie łodzi LPG jest przyjazne dla środowiska, ponieważ gaz w przeciwieństwie do benzyny nie miesza się z wodą i w ten sposób nie zanieczyszcza jej.

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ARCIARSTWO WODNE W NIEMCZECH MOGŁOBY BYĆ ZNACZNIE BARDZIEJ ROZPOWSZECHNIONE, GDYBY WIĘCEJ KLUBÓW OFEROWAŁO JAZDĘ NA NARTACH WODNYCH. JEDNAK TO WŁAŚNIE KOSZTY UPRAWIANIA TEGO SPORTU ZNIECHĘCAJĄ LUDZI DO AKTYWNEGO SPĘDZANIA CZASU W KLUBACH NARCIARSTWA WODNEGO. KOSZTY TE TO NIE TYLKO JEDNORAZOWY ZAKUP ODPOWIEDNIEJ ŁODZI ALE RACZEJ EKSPLOATACJA CAŁKOWICIE NIEZBĘDNEGO WYPOSAŻENIA SPORTOWEGO. ŁODZIE WYKORZYSTYWANE W NARCIARSTWIE WODNYM SPALAJĄ DO 40 LITRÓW PALIWA NA GODZINĘ, ABY OSIĄGNĄĆ MAKSYMALNĄ SIŁĘ UCIĄGU. DLATEGO PRZY TAK WYSOKIM ZUŻYCIU PALIWA NARCIARSTWO WODNE DLA WIĘKSZOŚCI FANÓW TEGO SPORTU JEST NIEOSIĄGALNE PRZY DZISIEJSZYCH WYSOKICH CENACH PALIWA. KLUB WSC MAINASCHAFF ZNALAZŁ JEDNAK ROZWIĄZANIE, PRZYSTOSOWUJĄC DWIE ŁODZIE DO ZASILANIA LPG, KTÓRY W TYM PRZYPADKU POWINIEN ZOSTAĆ NAZWANY RACZEJ GAZEM DO ŁODZI MOTOROWYCH. DOSTAWCA LPG PROGAS ZAPEWNIŁ W TYM CELU ODPOWIEDNIĄ WODNĄ STACJĘ PALIW I UMOŻLIWIŁ ŚWIADOMYM KOSZTÓW PASJONATOM NARCIARSTWA WODNEGO DALSZE UPRAWIANIE TEGO SPORTU.

Obliczenia dokonane przez przewodniczącego klubu Ralfa Nebela są stosunkowo proste: łódź do narciarstwa wodnego zużywa do 40 litrów benzyny na godzinę a łodzie te w trybie sportowym stosowane są minimum 150 godzin w ciągu roku. To daje 6000 litrów benzyny na łódź w ciągu roku, a uwzględniając cenę benzyny 1,70 euro za litr, otrzymujemy 10 200 euro.

Po zastąpieniu benzyny przez LPG, którego cena wynosi nie więcej niż 70 centów za litr, wydatki przy tej samej ilości godzin wynoszą jedynie 4200 euro. Oznacza to, że dodatkowe 6000 euro na każdą łódź pozostaje na koncie klubu. Ralf Nebel, pierwszy przewodniczący klubu WSC Mainschaff: ”Prawie wcale nie odczuliśmy zwiększonego zużycia LPG w porównaniu do zużycia benzyny.”

Jednak nawet gdyby zużycie było o 10 procent wyższe to i tak przestawienie na LPG byłoby warte swojej ceny.

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MAŁA MOBILNA STACJA PALIW Aby uprawiać swoje hobby w sposób zorganizowany, klub oferuje tereny na przedmieściach Mainschaff wraz z klubowym budynkiem, portem dla łodzi z przystanią dla 28 łodzi sportowych oraz będącą w posiadaniu klubu łódź do narciarstwa wodnego. Po przystosowaniu tej łodzi na zasilanie LPG w roku 2006, kolejnym krokiem było utworzenie stacji LPG. Była to pierwsza stacja paliwowa LPG na całej rzece Men. Została ona zbudowana przez Progas i wyposażona w zbiornik o pojemności 2500 litrów gazu płynnego. Wiązał się z tym jednak pewien problem, mówi Ralf Nebel: „Ponieważ tereny klubu znajdują się na kanale spławnym dawnej tamy w Mainaschaff oraz na terenach zalewowych rzeki Men, zatem w związku z istniejącym ryzykiem stacja musi być demontowana na okres zimy. Dzięki aktywnemu wsparciu członków klubu poradziliśmy sobie z tym problemem.” Jeżeli członkowie klubu są na miejscu, wówczas nawet osoby nie należące do klubu mogą zatankować swoje łodzie uiszczając niewielką dodatkową opłatę.

„Na rzece Men jest obecnie parę łodzi, które regularnie cumują, aby zatankować.” Łódź klubowa Ski Nautique firmy Correct Craft wyposażona jest w silnik o pojemności 5,8 litra, w którym zamontowano instalację gazową IMPCO przez niemieckiego importera Fuel Systems Solutions i pracuje w oparciu o zwężkę Venturiego. Zbiornik LPG, który zgodnie z przepisami został umieszczony w tzw. „schowku”, ma 80 litrów pojemności brutto, zatem jego pojemność netto wynosi powyżej 60 litrów. Ponieważ łódź zasilana gazem pracuje prawidłowo, zbiornik benzyny został usunięty. Od czasu zastosowania LPG, łódź doskonale sprawowała się podczas 700 godzin eksploatacji na tanim paliwie, co spowodowało szeroki uśmiech na twarzy skarbnika klubu.

BEZPROBLEMOWA PRACA SILNIKA Trwałość silnika nie jest tutaj kwestią sporną.

“Jak dotąd, przez sześć lat nie było żadnej awarii a silnik uruchamiał się od razu.” Musi być to informacja sprawdzona, skoro inny członek klubu

właśnie zdecydował się na przerobienie swojej łodzi.

Proces tankowania w Mainaschaff nie stanowi problemu, jednak pływający na łodziach z napędem LPG muszą się do niego przyzwyczaić.

Jak tylko łódź zostaje zacumowana przy pomoście na wprost stacji paliw, musi być właściwie przywiązana. Następnie absolutnie konieczne jest uziemienie danej łodzi dodatkowym przewodem elektrycznym, aby zapobiec iskrzeniu wywołanemu elektrycznością statyczną podczas tankowania. Dopiero wówczas można rozpocząć tankowanie.

Mimo tego, że klub, dzięki stosowaniu LPG podczas eksploatacji łodzi oszczędza znaczne sumy, które później mogą zostać zainwestowane w sport i rozwój młodzieży, to model biznesowy polegający na stosowaniu gazu do napędu łodzi jeszcze nie rozprzestrzenił się na inne kluby. Przewodniczący ubolewa, że w czasach wysokich cen paliw i pustej kasy, wiele organizacji musi borykać się z takimi problemami. „Czego tu brakuje? Odpowiedniego działania promocyjnego, po którym gaz płynny z pewnością byłby znacznie bardziej rozpowszechniony na wodzie”, zauważa Ralf Nebel. „Ponadto, firmy oferujące zasilanie gazowe montują zbyt drogie systemy LPG. Jak można

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zauważyć, zastosowanie zwężki Venturiego jest w zupełności wystarczające”. Przypomina on sobie, że wszak swego czasu było większe zapotrzebowanie wśród klubów, to jednak ostatecznie zawsze kończyło się to niepowodzeniem.

OSIĄGI JAK W SILNIKU BENZYNOWYM Dodatkowo, klub zapewnił pismu AutoGas Journal wgląd w swoją działalność sportową.

Przedstawiono również informacje na temat obydwu łodzi. Zgodnie z obietnicą wystartowano od razu. “Ponieważ już nie będziemy poruszać się na benzynie, silnik został skonfigurowany jedynie na spalanie LPG.” powiedział Ralf Nebel.

Następie łódź popłynęła przez mały kanał śluzowy chroniący łodzie przed silnymi falami rzeki Men, które mogłyby powodować zbyt duże kołysanie się łodzi w porcie. W odległości około 500 metrów w dół rzeki członkowie klubu mogli już zaznaczyć pewną przestrzeń bojami, która będzie używana jako miejsce do treningów w czasie, kiedy nie będą tamtędy przepływały barki i inne statki transportowe. „Kilwater takiego statku mógłby przy prędkości od 80 do 120 km/h wyrzucić narciarza wodnego z nart”.

Po paru okrążeniach na rzece Men jedna rzecz wydaje się być pewna: łodzie napędzane gazem nie są gorsze od tych napędzanych benzyną,

nie tylko pod kątem niezawodności, ale i pod każdym innym względem. Jedyna różnica to taka, że przy stacji paliw wyraźnie pokazują swoją dobrą stronę, związaną z kosztem paliwa.

Dlatego mamy nadzieję, że w przyszłości coraz więcej klubów narciarstwa wodnego będzie decydować się na przyjazne dla środowiska i obarczone niskimi kosztami eksploatacji zasilanie LPG. Niemniej jednak, w chwili obecnej jest tylko kilka stacji paliw dla łodzi w Niemczech: w rejonie Morza Bałtyckiego i Morza Północnego a także w okolicy Berlina i Bodensee. Możemy mieć jedynie nadzieję, że wiele klubów i instytucji podąży za przykładem MSC Mainaschaff płatając w ten sposób figla wysokim cenom paliw i globalnemu ociepleniu.

Jak można zauważyć, kiedy tylko jest chęć, to można znaleźć drogę to zbudowania stacji paliw LPG dla łodzi, nawet jeśli musi ona być demontowana każdego roku na okres od października do kwietnia, tak jak to ma miejsce w Mainaschaff.

Wolfgang Kröger

Inter national

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STANDARDS & REGULATIONS PAVE THE WAY FOR GASEOUS FUEL VEHICLES

A

NYONE SELLING ALMOST ANYTHING INTO ANY MARKET KNOWS THAT SOMEWHERE AT THE LOCAL, NATIONAL OR INTERNATIONAL LEVEL 1 STANDARDS AND REGULATIONS WILL AFFECT YOUR BUSINESS. A LOT OF INDUSTRIES DON’T LIKE REGULATIONS, OFTEN BECAUSE THEY ARE DESIGNED TO ENFORCE SPECIFIC SAFETY, ENVIRONMENTAL AND TESTING REQUIREMENTS THAT INDUSTRY SAYS RAISES THE COST OF THE PRODUCTS TO CONSUMERS.

But the gaseous fuel vehicle industries – natural gas and LPG – are unusual in that they usually favor the development of new regulations (based on accepted standards and ‘best practices’) so that equipment can be certified as safe and reliable. When new technologies are being brought into existing markets it is ‘normal’ that proper standards and/or regulations must be developed so that products can be sold to consumers who expect and demand quality, reliability, and safety.

FOUNDATION FOR NEW TECHNOLOGIES IN NEW MARKETS Standards and regulations are the foundation for new technologies. Without them products can’t go to market. When brought to the international level, harmonization of standards and regulations is critical so that manufacturers have to make only one version of the equipment for all markets rather than have to conform products to the requirements of every national market.

This promotes better economics for consumers and higher profits for the manufacturers. It also ensures a degree of safety and reliability that is critical to new technologies in developing markets.

Natural gas vehicles (NGVs) and liquefied petroleum gas vehicles (LPG-Vs) are regulated by a complex network of international and national standards and regulations. Amongst the most important are those at the United Nations: Regulation 115 that covers emissions and performance of NGVs and LPG-Vs; Regulation 110

1 2

applying to components of NGVs and their installation; and the companion for LPG-Vs, Regulation 67. (See Figure 1). These regulations normally adopt standards that are created within the International Standards Organization, based in Geneva, Switzerland or other national standards as might be appropriate. The standards, which cover virtually every aspect of a vehicle, are developed by industry stakeholders who work in a lengthy process to create consensusbased standards governing most aspects of every piece of equipment on the vehicle. Other organizations also deal with associated issues such as fuel quality and metering at the fuel pump,

of amendments to UNECE Regulation 49 to allow for type approval of Euro VI dual-fuel engines that soon can be marketed on a world-wide basis. Volvo has been working with Westport and with Clean Air Power to offer two different types of dual-fuel natural gas engines on certain trucks.

Work continues at the HDDF TF on certification procedures for Euro V heavy duty dual-fuel engines, which should be complete in 2013. The task force now is considering how to handle dual-fuel retrofit engines for HDVs. At some future time work likely will begin on light duty dualfuel, which is a relatively new contribution to the range of gas engines available today.

WHAT’S NEW FOR GASEOUS FUEL VEHICLES Behind the scenes there are many NGV and LPG stakeholders often working to develop standards and regulations at the European and international levels.

VEHICLES & EMISSIONS Heavy duty dual-fuel engines The Heavy Duty Dual-Fuel Task Force (HDDF TF) is a small group of gaseous fuel stakeholders being led by Volvo and TNO to create United Nations regulations for compression ignition engines that can run on a combination of diesel-natural gas or diesel-LPG. The task force works within the Informal Group on Gaseous Fuelled Vehicles2 (GFV) that is within the Group of Experts on Pollution and Energy (GRPE) at the UN in Geneva. In 2011, after a year and a half of work, the HDDF TF concluded its first set

New Regulations for LNG Vehicles As a result of the new dual-fuel regulations there was a need to create regulations for liquefied natural gas vehicles (mainly will be heavy duty). Westport, working with Volvo, uses LNG in their dual-fuel engines. But there are no international regulations (or standards) covering vehicles driving on LNG. Again, in the leadership chain of the United Nations the GFV informal group of industry stakeholders created an LNG Task Force (LNG TF), including NGV Global and NGVA Europe, that have developed amendments to UN ECE Regulation 110. The amendments were submitted to the UN Group of Experts on General Safety (GRSG) in September 2012 but were not adopted due to some open questions that needed to be addressed. The LNG Task Force has been re-working the amendments, which will be presented again in April 2013 and, hopefully, will be adopted. This will

Standards are non-binding ‘models’ that often are adopted as ‘codes’ or ‘regulations’, which are legally binding in different government jurisdictions.

The GFV secretariats are provided by NGV Global (Jeffrey Seisler) and AEGPL (Salvatore Piccolo).

34

cont. on p.36 ►

Inter national

pave the way for LNG trucks to be converted (or made by OEMs) and marketed under a single regulatory framework on a worldwide basis.

European emissions of total hydrocarbons At the end of 2010 the European Commission’s Directorate General for Enterprise and Industry introduced a series of amendments that included one specific issue related to NGVs that would align the hydrocarbon (HC) requirements of the Light Duty Regulation 715/2007 with the non-methane hydrocarbon (NMHC) requirements contained in the Heavy Duty Regulation 595/2009. This is extremely important to the NGV industry in particular, since NGVs emit very low ozone-forming hydrocarbons that produce smog. But when the methane emissions are included vehicles frequently exceed the total hydrocarbon emission limits. This means that retrofits (and OEMs) will have to install special methane catalysts that can cost €200-€500.

The NGV industry has worked hard for many years to get rid of the total hydrocarbon emission limits and replaced by an NMHC, as has been done in the United States in 1990 and shortly thereafter in Japan. Without changes to eliminate a THC in favor of an NMHC the NGV retrofit industry stands to suffer enormously as it tries to convert new Euro 6 cars and keep within the THC emissions limits. After more than a year of debate it appears that the resolution of this issue may come through the UN in Regulation 115 and not in Europe. But if there is no settlement on this challenging and complicated issue the problems with the European THC regulations could put many of the NGV retrofitters out of business.

FUEL QUALITY Quality, or composition, of gaseous fuels, particularly natural gas is a very contentious issue.

The fact that ‘natural’ gas is, in fact, a naturally occurring substance means that its composition varies widely. As a vehicle fuel, however, the vehicle manufacturers would like to have a relatively narrow range of gas composition to ensure their NGVs perform well. From the gas supplier’s perspective delivering gas within very narrow limits is virtually impossible because: 1) the range of gas, while predominantly methane, is a broad mix of other substances including pentane, ethane, propane, butane, and inert hydrocarbons; and 2) the gas industry cannot segment its pipeline customers – such as CNG fuelling stations apart from other customers – to provide specific types of gases.

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Nevertheless, the European Commission has mandated the Committee on European Normalization to tackle gas composition in a number of ways. Directive 2003/55/EC mandated CEN to create a standard for natural gas as a fuel in general for all markets (being handled by CEN Technical Committee TC234). The Biofuel Directive of 2008 mandated CEN to create a standard for renewable biomethane (CEN TC408). Meanwhile, CEN TC19 is developing standards for liquid and gaseous alternative fuels for automobiles, although the gaseous fuels are far down on their priority list. There already is a European Norm for LPG (not specified as an automotive fuel) in EN 589.

Because fuel injectors in vehicles are much more sensitive to fuel composition than stoves, water heaters or furnaces, gas composition and its energy content (Wobbe index), octane rating (methane number), water content, and sulphur content (to comply with liquid automobile fuels) become extremely contentious and very complex. Work at CEN continues but resolution between what vehicle manufacturers would like to have and what natural gas companies can provide still must be resolved. The entry of liquefied natural gas (LNG) will be yet another issue that further complicates gas quality debates.

Although LNG is nearly 100% methane, its composition, temperature and pressures vary as it is transported so further discussions and debates among fuel quality experts are far from over.

FUEL STATIONS Standards covering requirements for Automotive LPG filling systems (EN 13760:2003) and Petrol filling stations (EN 13617-x series) are published in the Official Journal of the European Union under Directive 94/9/EC. But for NGVs there are no European or international standards for natural gas fuelling stations, be they compressed natural gas (CNG), LNG, or biomethane.

The draft standard prEN 13638 on “NGV filling stations” (Natural Gas (CNG) Vehicle Filling Stations) was developed in TC326 within the Committee of European Normalization (CEN) starting in 1998. But by September 2006 the standard was not completed and ISO took over the work on CNG stations and small, vehicular refuelling appliances (VRAs). Work also began on LNG fuelling stations since their expansion in the marketplace has motivated a further need for standards for LNG systems. The completion of the ISO fuelling station standards for CNG and VRAs (prEN 13945), which are now at the final Draft International Stage (DIS), are critical

to the expansion of the NGV fuel infrastructure.

Today different countries frequently use standards borrowed from other countries but that now may be out-of-date. The ISO fuelling station standards will be landmark breakthrough, serving as a model for national (or regional) code and regulations that will help grow the NGV fuel infrastructure. ISO standards also will help station manufacturers, installers, and customers have increased confidence in the safety and reliability of natural gas delivered for automotive applications.

The ISO standard for LNG stations (now as Committee Draft 16924) will become, when it is completed, the third in a triad of NGV fuelling station standards that will open new opportunities for NGV markets.

LOTS MORE TO BE DONE MARINE APPLICATIONS There is enormous potential for LPG and LNG to be used as a marine fuel, for both oceangoing vessels and inland shipping. Changes in regulations by the United Nations International Maritime Organization (IMO) for reduced sulphur content in fuel and reduced NOx emissions is motivating the shipping industry to look seriously at the gaseous and cryogenic fuels. Global fuel sulphur limits will drop from 3.5% in 2012 to 0.5% in 2015. Fuel quality restrictions are more stringent inside Environmental Control Areas (ECAs) that are designated in the Baltic and North Seas and on both coasts of the United States. The most economical replacements for diesel bunker fuel likely will be LNG and LPG. But standards and regulations have to be created for bunkering these fuels, transferring fuel between ships and from shore to ship, fuelling on inland waterways, not to mention the certification of engines, fuel storage systems, and safety on board ships if the market is to grow to its potential.

RAILWAY APPLICATIONS Locomotives operating on gaseous fuels are only in the ‘proof of concept’ and early development stages but diesel locomotives are another potential market for clean fuel alternatives to these high polluting vehicles that use very low quality diesel fuel. Here again a full suite of standards and regulations will be required to see this market grow.

cont. on p.38 ►

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FIGURE 1: UNITED NATIONS STRUCTURE FOR GASEOUS FUEL VEHICLE REGULATIONS

United Nations Economic Commission for Europe (UN / ECE)

Uniform provisions concerning the approval of: 1. LPG retrofit systems 2. CNG retrofit systems

The Group of Experts on Pollution and Energy (GRPE) Regulation 115

UN Structure for Gaseous Fuel Vehicle Regulations

Inland Transport Committee

Working Party 29

World Forum for Harmonization of Vehicle Regulations

Informal Group Gaseous Fuelled Vehicles

Clean Fuels Consulting is hosting its fifth in the series of Critical Issues Workshops, this one on â&#x20AC;&#x2DC;Poli-techs: Creating a Standards & Regulatory Roadmap for Gaseous Fuels. The workshop is designed to gather expert speakers to address a knowledgeable audience of gaseous fuel stakeholders (natural gas and LPG), from equipment manufacturers and suppliers, government policy makers, regulators and others who are interested or involved in developing and sustaining the markets for natural gas and LPG vehicles.

38

Regulation 110 Regulation 67

Specific components of CNG systems and their installation on vehicles (R67 is corollary for LPG)

HDDF TF LNG TF

UNDERSTANDING MORE ABOUT GASEOUS FUEL STANDARDS & REGULATIONS

Group of Experts on General Safety (GRSG)

The goal is to leave the workshop with a firm idea of the key standards and regulatory issues facing the gaseous fuel vehicle industry entrepreneurs and government regulators. This includes: the current regulatory state-of-play; the existing gaps; and the immediate pathway to fill the gaps, thereby facilitating market expansion of natural gas and LPG vehicles as clean alternatives to petrol and diesel.

Dr. Jeffrey M. Seisler is the CEO of Clean Fuels Consulting located in Brussels. On behalf of NGV Global he is the co-secretary of the Informal Group on Gaseous Fuelled Vehicles, the co-secretariat of the LNG Task Force, and assists and contributes to the work of the Heavy Duty Dual-fuel Task Force.

Dr. Jeffrey M. Seisler For more information please visit: www.poli-techs.eu

MEDIA PARTNER

PA L IW

FU EL

PR I C E S

Country

LPG 1L

CNG [Euro/ 1Nm³]

Euro-super 98 1L

Euro-super 95 1L

Diesel 1L

Miasto/ City

Austria

€ 0.790

€ 1.015

€ 1.672

€ 1.390

€ 1.381

Belgium

€ 0.739

€ 0.930

€ 1.292

€ 1.636

Bulgaria

€ 0.695

€ 0.721

€ 1.350

-

-

Czech Republic

€ 0.667

Denmark

LPG MIN

LPG MAX

PLN

EURO

PLN

EURO

Białystok

2,65

0,65

2,74

0,67

€ 1.492

Bydgoszcz

2,63

0,65

2,78

0,68

€ 1.272

€ 1.292

Gdańsk

2,67

0,66

2,79

0,69

€ 1.465

€ 1.267

€ 1.326

Katowice

2,59

0,64

2,84

0,70

€ 0.710

€ 1.570

€ 1.501

€ 1.465

Kielce

2,59

0,64

2,71

0,67

€ 1.217

-

€ 1.750

€ 1.588

€ 1.450

Kraków

2,67

0,66

2,79

0,69

Estonia

€ 0.740

€ 0.779

€ 1.641

€ 1.247

€ 1.302

Łódź

2,62

0,64

2,87

0,71

Finland

-

€ 1.287

€ 1.550

€ 1.597

€ 1.521

Lublin

2,62

0,64

2,72

0,67

2,61

0,64

2,83

0,70

Cyprus

France

€ 0.859

€ 1.260

€ 1.620

€ 1.648

€ 1.489

Olsztyn

Germany

€ 0.823

€ 1.117

€ 1.930

€ 1.575

€ 1.466

Opole

2,68

0,66

2,74

0,67

Greece

€ 0.960

€ 1.100

€ 1.473

€ 1.681

€ 1.416

Poznań

2,61

0,64

2,89

0,71

Hungary

€ 0.822

€ 0.870

-

€ 1.414

€ 1.473

Rzeszów

2,54

0,62

2,72

0,67

Ireland

€ 0.990

€ 0.941

€ 1.705

€ 1.588

€ 1.542

Szczecin

2,64

0,65

2,89

0,71

Italy

€ 0.860

€ 0.990

€ 1.980

€ 1.764

€ 1.705

Warszawa

2,62

0,64

2,99

0,73

Latvia

€ 0.601

€ 0.830

€ 1.430

€ 1.337

€ 1.330

Wrocław

2,63

0,65

2,94

0,72

Lithuania

€ 0.707

€ 0.929

€ 1.390

€ 1.364

€ 1.303

Zielona Góra

2,63

0,65

2,90

0,71

Luxembourg

€ 0.690

€ 0.868

€ 1.360

€ 1.317

€ 1.218

Netherlands

€ 0.901

€ 1.009

€ 1.850

€ 1.785

€ 1.492

Poland

€ 0.709

€ 0.720

€ 1.391

€ 1.353

€ 1.372

Portugal

€ 0.870

€ 0.713

€ 1.682

€ 1.744

€ 1.501

Romania

€ 0.721

€ 0.643

€ 1.430

€ 1.280

€ 1.323

Slovakia

€ 0.738

€ 1.228

-

€ 1.507

€ 1.435

Slovenia

€ 0.838

€ 1.104

€ 1.501

€ 1.478

€ 1.394

Spain

€ 0.860

€ 1.026

€ 1.530

€ 1.366

€ 1.338

Sweden

€ 1.160

€ 1.510

€ 1.710

€ 1.641

€ 1.636

United Kingdom

€ 0.994

€ 1.148

€ 1.711

€ 1.628

€ 1.727

Prices are effective December 30, 2012. Sources: energy.eu,pzmtravel.com.pl,ec.europa.eu,metanoauto.com,private info

2,70

2,72

2,83

2,69

2,70 2,79

2,75

2,78 2,68

2,70

2,71 2,75 Średnia detaliczna cena LPG w Polsce - 22.12.2012

2,74

2,70 2,72

2,74 wnp.pl

dane z dnia 28.12.2012, na podst.e-petrol.pl

C ENY