A natural gas vehicle ( NGV ) is an alternative fuel vehicle that uses uncompressed natural gas (CNG) or liquefied natural gas (LNG). Natural gas vehicles should not be equated with propane-driven vehicles (LPGs), which are fuels with very different compositions.
In natural gas powered vehicles, energy is released by burning methane gas fuels (CH4) with Oxygen (O2) from air to CO2 and water vapor (H2O) in internal combustion engines. Methane is the cleanest burning hydrocarbon and many of the contaminants present in natural gas are discharged at the source.
Safe, convenient, and cost-effective storage and refueling is more of a challenge than gasoline and diesel vehicles because pressurized natural gas and/or - in the case of LNG - the tank must remain cool. This makes LNG unsuitable for vehicles that are not often used. The lower gas energy density compared to liquid fuels is mitigated largely by high compression or liquefaction gas, but requires trade-offs in terms of size/complexity/weight of storage containers, range of vehicles between refueling stops, and time to refuel.
Although similar storage technologies may be used for, and similar compromises will apply to Hydrogen vehicles as part of the proposed new hydrogen economy, Methane as a gas fuel is safer than Hydrogen because of the lower flammability, lower corrosivity and better leakage due to for larger molecular weights/sizes, resulting in lower priced hardware solutions based on proven technologies and conversions. The main advantage of using natural gas is the existence, in principle, most of the infrastructure and supply chain, which can not be replaced by Hydrogen. Current methane is mostly from non-renewable sources but can be supplied or produced from renewable sources, offering neutral carbon mobility. In many markets, especially America, natural gas can trade at discounted prices for other fossil fuel products such as gasoline, diesel or coal, or indeed less valuable byproducts associated with their production to be disposed of. Many countries also provide tax incentives for natural gas-powered vehicles because of the environmental benefits to society. Lower operating costs and government incentives to reduce pollution from heavy vehicles in urban areas have encouraged the adoption of NGV for commercial and public use, ie trucks and buses.
Many factors are inhibiting NGV's popularity for individual mobility applications, ie private vehicles, including: relative prices and insensitive to the environment but the comfort of individual private searching; profits and good taxes can be extracted from the sale of small amounts of value-added petrol and diesel fuel, through established trade channels and oil refiners; resilience and security issues to increase gas supply in urban areas; a dual use utility distribution network that was originally built for the supply of home gas and the cost allocation of network expansion; reluctance, effort and costs associated with the transition; prestige and nostalgia associated with petroleum vehicles; fear of redundancy and distraction. A particular challenge may be the fact that refiners are currently formed to produce a certain fuel mixture of crude oil. Aviation fuel will likely remain the preferred fuel for aircraft due to their heavy sensitivity for the foreseeable future.
Worldwide, there are 24,452 million NGVs by 2016, led by China (5.0 million), Iran (4.00 million), India (3.045 million), Pakistan (3.0 million), Argentina (2.295 million), Brazil (1.781 million), and Italy (1,001 million). The Asia-Pacific region leads the world with 6.8 million vehicles, followed by Latin America with 4.2 million. In Latin America, nearly 90% of BBG vehicles have bi-fuel engines, which allow this vehicle to run with gasoline or CNG. In Pakistan, almost every vehicle converted to (or manufactured for) the use of alternative fuels typically maintains the ability to run on gasoline.
In 2016, the US has a fleet of 160,000 NG vehicles, including 3,176 LNG vehicles. Other countries where popular natural gas-powered buses include India, Australia, Argentina, Germany and Greece. In OECD countries, there are about 500,000 CNG vehicles. Pakistan's NGV market share was 61.1% in 2010, followed by Armenia with 32%, and Bolivia with 20%. The number of NGV refueling stations also increased, to 18,202 worldwide in 2010, up 10.2% from a year earlier.
Existing gasoline-powered vehicles can be converted to run on CNG or LNG, and can be specialized (run only on natural gas) or bi-fuel (runs with gasoline or natural gas). Diesel engines for heavy trucks and buses can also be converted and may be specialized with the addition of new heads containing spark ignition systems, or can be run with a mixture of diesel and natural gas, with primary fuel in the form of natural gas and a small amount of diesel fuel used as a source of ignition. It is also possible to generate energy in a small gas turbine and combine a gas engine or turbine with a small electric battery to create a hybrid electric motor vehicle. An increasing number of vehicles worldwide are being manufactured to run on CNG by major automakers. To date, the Honda Civic GX is the only NGV available commercially in the US market. Recently, Ford, General Motors and Ram Trucks have bi-fuel offerings in their vehicle lineup. In 2006, a FIAT subsidiary from Brazil introduced Fiat Siena Tetra fuel, a four-car fuel that could be run with natural gas (CNG).
NGV charging stations can be found anywhere that natural gas lines exist. Compressors (CNG) or liquifaction plants (LNGs) are usually built on a large scale but with CNG, a small home fueling station is possible. A company called FuelMaker pioneered a system called Phill Home Refueling Appliance (known as "Phill"), which they developed in partnership with Honda for the American GX model. Phill is now manufactured and sold by BRC FuelMaker, a division of Fuel Systems Solutions, Inc.
CNG can be produced and used for mass storage and transportation of renewable energy pipes and also mixed with biogas, produced from landfills or wastewater. This will allow the use of CNG for mobility without increasing the carbon concentration in the atmosphere. It will also allow the continuous use of CNG vehicles currently supported by non-renewable fossil fuels that do not become obsolete when stricter CO2 emission regulations are mandated to combat global warming.
Despite its advantages, the use of natural gas vehicles faces several limitations, including fuel storage and available infrastructure for shipping and distribution at refueling stations. CNGs should be stored in high pressure cylinders (operating pressure 3000psi to 3600psi), and LNG should be stored in cryogenic cylinders (-260F to -200F). These cylinders take up more space than gasoline or diesel tanks that can be shaped in complicated form to store more fuel and use less space in the vehicle. CNG tanks are usually located in the trunk of a vehicle or pickup bed, reducing the space available for other cargo. This problem can be solved by installing the tank under the vehicle body, or on the roof (typical for buses), leaving the cargo area free. Like other alternative fuels, other barriers to widespread NGV use are natural gas distribution to and at refueling stations as well as low numbers of CNG and LNG stations.
CNG-powered vehicles are considered more secure than gasoline-powered vehicles.
Video Natural gas vehicle
CNG/LNG as fuel for cars
Available production cars
Existing gasoline-powered vehicles can be converted to run on CNG or LNG, and can be specialized (run only on natural gas) or bi-fuel (runs with gasoline or natural gas). However, an increase in the number of vehicles worldwide is being produced to run on CNG. To date, the now-discontinued Honda Civic GX is the only NGV available commercially in the US market. Recently, Ford, General Motors and Ram Trucks have bi-fuel offerings in their vehicle lineup. Ford's approach is to offer a bi-fuel preparation kit as a factory option, and then ask customers to choose an authorized partner to install natural gas equipment. Choosing the bi-fuel option GM sends an HD pickup with a 6.0L gasoline engine to IMPCO in Indiana to upgrade the vehicle to run on CNG. Ram is currently the only manufacturer of pickup trucks with a bi-fuel system installed by the CNG plant that is actually available in the US market.
Outside the US, GM Brazil introduced the MultiPower engine in 2004, capable of using CNG, alcohol and gasoline (E20-E25 blend) as fuel, and it was used in the Chevrolet Astra 2.0 model 2005, aimed at the taxi market. In 2006, FIAT subsidiary of Brazil introduced Fiat Siena Tetra fuel, four fuel cars developed under Magneti Marelli from Fiat Brazil. This car can be run with natural gas (CNG); 100% ethanol (E100); E20 to E25 mixture of gasoline, mandatory Brazil gasoline; and pure gasoline, although it is no longer available in Brazil, it is used in neighboring countries.
In 2015, Honda announced its decision to halt the commercialization of natural gas-powered vehicles to focus on developing a new generation of electric vehicles such as hybrids, plug-in electric cars and hydrogen-powered fuel cell vehicles. Since 2008, Honda has sold about 16,000 natural gas vehicles, primarily for taxi and commercial fleets.
Difference between LNG and CNG fuel
Although both LNG and CNG are considered NGVs, the technology is very different. Fueling equipment, fuel costs, pumps, tanks, hazards, capital costs are all different.
One thing they share is because engines made for gasoline, computer controlled valves to control fuel mixtures are needed for both, often belonging to and specific to the manufacturer. On-engine technology for fuel measurement is the same for LNG and CNG.
CNG as auto fuel
CNG, or compressed natural gas, stored at high pressure, 3,000 to 3,600 pounds per square inch (21 to 25 MPa). The required tanks are more massive and expensive than conventional fuel tanks. Commercial on-demand fueling stations are more expensive to operate than LNG stations because of the energy required for compression, the compressor requires 100 times more power, however, slow charging (long hours) can be cost-effective with LNG stations [missing quotes - early liquefaction of natural gas by cooling requires more energy than gas compression]. The time to fill the CNG tanks varies greatly depending on the station. Home refuelers usually charge around 0.4 GGE/hour. The "fast charging" station may be able to recharge 10 GGE tanks in 5-10 minutes. Also, due to lower energy densities, the range on CNG is limited by comparison with LNG. The composition of gases and possible throughput, it should be feasible to connect commercial CNG refueling stations to the municipal gas network, or allow refueling of CNG home vehicles directly using a gas compressor. Similar to a car battery, the car's CNG tank can double as a home energy storage device and the compressor can be turned on when there is excess renewable electrical energy.
LNG as auto fuel
LNG, or liquefied natural gas, is a natural gas which has been cooled to a point which is a cryogenic liquid. In a liquid state, it is still more than 2 times denser than CNG. LNG is typically excluded from bulk storage tanks at LNG fuel stations at rates exceeding 20 DGE/min. Sometimes LNG is made locally from utility pipes. Due to its cryogenic nature, it is stored in a specially designed tank. In general, this tank operates at a fairly low pressure (about 70-150 psi) when compared to CNG. The vaporizer is installed in a fuel system that converts LNG to gas (which can be considered as low pressure CNG). When comparing establishing commercial LNG stations with CNG stations, utility infrastructure, capital and electricity costs strongly support LNG through CNG. There are existing LCNG stations (both CNG and LNG), where the fuel is stored as LNG, then evaporated to CNG on demand. LCNG stations require less capital costs than CNG stations that are filled up quickly, but more than LNG stations.
Advantages over gasoline and diesel
LNG - and especially CNG - tend to corrode and use parts of the engine less quickly than gasoline. It is thus quite common to find diesel NGVs-machines with high mileage (over 500,000 miles). CNG also emits 20-29% less CO2 than diesel and gasoline. Cleaner emissions, with lower carbon emissions and lower particulate emissions per equivalent distance traveled. Generally there is less fuel wasted. However, costs (monetary, environmental, already existing infrastructure) distribution, compression, cooling must be taken into account.
inherent advantages/losses between literal (LPG) power and NGV
Autogas, also known as LPG, has a different chemical composition, but is still a petroleum-based gas, has a number of inherent advantages and disadvantages, as well as noninherent. The inherent advantage of autogas over CNG is that it requires far less compression (20% of CNG cost), is denser because it is a liquid at room temperature, and thus requires a much cheaper tank (consumer) and fuel compressor (provider ) than CNG. Compared with LNG, it does not require cooling (and thus less energy), or problems associated with extreme colds such as frostbite. Like NGV, it also has advantages over gasoline and diesel in cleaner emissions, along with less wear on the engine than gasoline. The main weakness of LPG is its safety. Fuel is heavier than air, which causes it to collect in low places in the event of a leak, making it much more dangerous to use and more treatment is needed in handling. In addition, LPG (40% of Crude Oil refineries) is more expensive than Natural Gas.
Current advantage of LPG power over NGV
In places like the US, Thailand and India, there are five to ten times more stations making fuel more accessible than NGV stations. Other countries such as Poland, South Korea, and Turkey, LPG and automotive stations are widespread while BBG vehicles are not. In addition, in some countries like Thailand, retail LPG fuels are much cheaper.
Possible future
Although ANG (natural gas adsorption) has not been used either in supplying stations or consumer storage tanks, low compression (500psi vs 3600 psi) has the potential to lower the cost of NGV infrastructure and vehicle tanks.
Maps Natural gas vehicle
LNG fuel vehicle
Use of LNG to drive large over-the-road trucks
LNG is being evaluated and tested for applications on trucks, off-road, marine, and rail. There is a known problem with the fuel tank and gas deliveries to the engine.
China has been a leader in the use of LNG vehicles with more than 100,000 LNG-powered vehicles on the road by 2014.
In the United States, there are 69 general trucks of LNG fuel centers as of February 2015. The National Motor Directory of 2013 contains about 7,000 trucks, so about 1% of US trucks provide LNG.
In 2013, Dillon Transport announced they put 25 large LNG trucks to service in Dallas Texas. They refuel at public LNG fuel centers. In the same year, Raven Transportation announced that it purchased 36 large LNG trucks to be triggered by the Fuels Clean Energy location and Lowe completed converting one of its special fleets to an LNG fuel truck.
UPS has more than 1,200 LNG-fueled trucks on the roads in February 2015. The UPS has 16,000 tractor trucks in its fleet, and 60 new trucks for 2014 will be located in the Houston, Texas area, where UPS builds its own LNG fuel center private to avoid a line at retail fuel centers. In Amarillo, Texas, and Oklahoma City, Oklahoma, UPS uses a public fuel center.
Clean Energy Fuel has opened several LNG Fuel Lines throughout I-10 and claims that by June 2014 LNG-fueled trucks can use the route from Los Angeles, California to Houston, Texas by refueling exclusively at Clean Energy public facilities. In 2014, Shell and Travel Centers of America opened the first network of the planned US stop truck network in Ontario, California. According to the alternative refueling site, there are 10 general fuel stations capable of LNG in the larger Los Angeles area, making it the single largest metro market. Until February 2015, Blu LNG has at least 23 LNG fuel centers operating in 8 states, and Clean Energy has 39 public operational LNG facilities.
As can be seen on alternative fuel refueling sites, by early 2015 there is a vacuum of LNG, public and private fuel centers, from Illinois to the Rockies. A Noble Energy LNG plant in northern Colorado is planned to be online in the first quarter of 2015 and has a capacity of 100,000 gallons of LNG per day for on-road, off-road, and drilling operations.
In 2014, LNG and NGV fuel do not reach much of the use in Europe.
American Gas & amp; Technology pioneered the use of liquefaction at the site using a van-sized station to access Natural Gas from the utility pipe and clean, melt, store, and dispose of it. Their stations produce 300-5,000 gallons of LNG per day.
Use of LNG for high-horsepower/high-torque engine fuels
In an internal combustion engine, the cylinder volume is a common measure of engine power. So the 2000cc engine will usually be stronger than the 1800cc engine, but that assumes the same air-fuel mixture is used.
If, through a turbocharger for example, the 1800cc engine uses a fuel-air mixture that is significantly more solid energy, then it may be able to generate more power than a 2000cc engine that burns a bit of a mixture of energy-dense air fuel. However, turbochargers are both complicated and expensive. Thus it becomes clear for high/high torque engines, the fuel that is inherently usable to create a solid fuel mixture of more energy is preferred because smaller and simpler machines can be used to produce the same power.
With traditional gasoline and diesel engines, the fuel-air mixed energy density is limited because liquid fuel does not mix well inside the cylinder. Furthermore, gasoline and diesel are automatically ignited at temperatures and pressures relevant to the engine design. An important part of traditional engine design is designing cylinders, compression ratios, and fuel injectors so pre-ignition is avoided, but at the same time as much fuel can be injected, mix well, and still have time to complete. burning process during power stroke.
Natural gas does not ignite automatically at pressures and temperatures relevant to traditional gasoline and diesel engine designs, thus providing more flexibility in the design of natural gas engines. Methane, a major component of natural gas, has an autosuisi temperature of 580C/1076F, while autoignit petrol and diesel are about 250C and 210C respectively.
With compressed natural gas engines (CNG), fuel and air mixing are more effective because the gas usually mixes well in a short time, but at typical CNG compression pressure, the fuel itself is less dense than gasoline or diesel. so the end result is a mixture of lower energy solid fuel. So for the same cylinder displacement engine, a non turbocharged CNG-powered engine is usually less powerful than a petrol or diesel engine of the same size. For that reason, turbochargers are popular in European CNG cars. Despite these limitations, the 12-liter Cummins Westport ISX12G engine is an example of a CNG-capable engine designed to attract tractor/trailer loads of up to 80,000 lbs which indicates CNG can be used in most if not all on-road truck applications. The original ISX G engine combines turbochargers to increase air fuel energy density.
LNG offers a unique advantage over CNG for applications that require higher horsepower by eliminating the need for a turbocharger. Since LNG boils at about -160C, using a simple heat exchanger, a small amount of LNG can be converted into its gas form at very high pressures with little or no mechanical energy use. Well-designed horsepower engines can utilize this ultra-high solid gas energy source to create fuel-air mixtures with a higher energy density than can be efficiently made with CNG-powered engines. The final result when compared to CNG engines is higher overall efficiency in high horsepower engine applications when high pressure direct injection technology is used. The Westport HDMI2 fuel system is an example of a high-pressure direct injection technology that does not require a turbocharger when working with an appropriate LNG heat exchanger technology. The Volvo Trucks 13-liter LNG engine is another example of an LNG engine that utilizes advanced high-pressure technology.
Westport recommends CNG for 7 liters or smaller engines and LNG with direct injection for engines between 20 and 150 liters. For engines between 7 and 20 liters, the option is well recommended. See slide 13 of NGV BRUXELLES - INNOVATION INDUSTRY SESSION presentation
High horsepower engines in oil drilling, mining, locomotives, and marine fields have been or are being developed. Paul Blomerous has written a paper that concludes that 40 million tonnes per year of LNG (about 26.1 billion gallons/year or 71 million gallons/day) can be needed only to meet the global needs of high-motor engines in 2025 to 2030.
Until the end of the first quarter of 2015, Prometheus Energy Group Inc. claims to have sent more than 100 million gallons of LNG in the previous four years to industrial markets, and continues to add new customers.
Ship
MVÃ, Isla Bella is the first LNG-powered container ship in the world. LNG operators are sometimes supported by LNG from their storage tanks, although diesel-powered LNG vessels are also common to minimize load loss and enable more versatile refueling.
Planes
Some planes use LNG to drive their turbofan. The aircraft is very sensitive to heavy and heavy loads of aircraft entering into fuel transport to allow reach. The low energy density of natural gas even in liquid form compared to conventional fuels provides different losses for aviation applications.
Chemical composition and energy content
Chemical composition
The main components of natural gas are methane (CH 4 ), the shortest and lightest hydrocarbon molecule. It can also contain heavier gaseous hydrocarbons such as ethane (C 2 H 6 ), propane (C 3 H 8 ) and butane (C 4 H 10 ), as well as other gases, in varying amounts. Hydrogen sulphide (H 2 S) is a common contaminant, which must be discarded before most uses.
Energy content
Burning one cubic meter yields 38 MJ (10.6 kWh). Natural gas has the highest energy/carbon ratio of any fossil fuel, and thus produces less carbon dioxide per unit of energy.
Storage and transport
Transportation
The main difficulty in using natural gas is transportation. Natural gas pipelines are economical and common on land and along medium water stretches (such as Langeled, Interconnector and Trans-Mediterranean Pipeline), but are not practical in the oceans. Liquefied natural gas tankers (LNG), tanker trains, and tank trucks are also used.
Storage
CNG is usually stored in steel or composite containers at high pressure (3000 to 4000 psi, or 205 to 275 bar). These containers are usually not temperature controlled, but are left to remain at local ambient temperatures. There are many standards for CNG cylinders, the most popular being ISO 11439. For North America the standard is ANSI NGV-2.
LNG storage pressure is usually about 50-150 psi, or 3 to 10 bars. At atmospheric pressure, LNG is at a temperature of -260Ã, Â ° F (-162Ã, Â ° C); however, in vehicle tanks under pressure, temperatures are slightly higher (see saturated liquids). Storage temperatures may vary due to various compositions and storage pressures. LNG is much denser than the CNG condition is very solid. As a result of low temperatures, vacuum insulated storage tanks are usually made of stainless steels used to hold LNG.
CNG can be stored at low pressure in a form known as ANG (Adsorbed Natural Gas) tank at 35 bar (500 psi, gas pressure in natural gas pipeline) in various materials such as sponges, such as activated carbon and metal-organic framework (MOFs). Fuel is stored at an energy density equal to or greater than CNG. This means that the vehicle can be recharged from the natural gas network without extra gas compression, the fuel tank can be made slim and made of lighter and less powerful material.
Conversion plan
The conversion kit for petrol or diesel to LNG/CNG is available in many countries, along with the labor to install it. However, the price range and quality of conversions vary greatly.
Recently, regulations involving certification of installations in the United States have been loosened to include certified private firms, the installation of the same kit for CNG has fallen to the range of $ 6,000 (depending on the type of vehicle).
Implementation
Overview
Natural gas vehicles are very popular in areas or countries where natural gas is abundant and where the government opts for CNG prices lower than gasoline. The use of natural gas began in the Italian Po River Basin in the 1930s, followed by New Zealand in the 1980s, although its use has declined there. At the peak of New Zealand's natural gas usage, 10% of national cars were converted, about 110,000 vehicles. In the United States, the CNG-powered bus is a favorite choice of several public transport agencies, with a fleet of more than 114,000 vehicles, mostly buses. India, Australia, Argentina and Germany also have extensive use of natural gas-powered buses in their public transport fleet.
Europe
German
Germany reached a milestone of 900 CNG SPBU nationwide in December 2011. Gibgas, an independent consumer group, estimates that 21% of all CNG filling stations in the country offer a mixture of natural gas/biomethane with various ratios, and 38 stations offer pure biomethane.
Greek
Greece uses natural gas buses for public transport in Athens. Also the General Gas Company (DEPA) has 11 stations (in 2017), under the brand "Physikon", and plans more stations in the next 5 years.
ireland
Bus ÃÆ' â € ireann Introduced the first NGV on July 17, 2012. It will operate in 216 downtown to Mount Oval, Rochestown, route until mid-August on a pilot conducted in partnership with Ervia. Eco-city bus made by MAN.
Italy
Natural gas traction is quite popular in Italy, due to the capillary distribution network for industrial use since the late 50's and the traditional retail price high for gasoline. Until April 2012 there are about 1173 SPBUs, mainly located in the northern region, while the fleet reaches 730,000 CNG vehicles by the end of 2010.
Ukraine
The first compressed gas refueling station in Ukraine (CNGS) was commissioned in 1937. Currently, there is a well-developed CNGS network across the country. Many buses were converted to operate on CNG during the 1990s, primarily for economic reasons. Cylinders that are installed are often seen on the roof of the vehicle and/or under the body. Despite their age, these buses continue to operate and continue to provide reliable public transport combined with the environmental benefits of CNG.
United Kingdom
CNG buses are being used in the UK, e.g. with Bus Reading.
North America
With the recent increase in natural gas production due to the widespread use of fracking technology, many countries, including the United States and Canada, are now self-sufficient. Canada is a substantial natural gas exporter, although the United States still has net imports of natural gas. Natural gas prices have dropped dramatically in recent years and are likely to decline further as additional production comes on line. However, the EIA predicts that natural gas prices will begin to rise within a few years because the most profitable natural gas reserves are used. Natural gas prices have declined from $ 13 per mmbtu (USD) in 2008 to $ 3 per mmbtu (USD) in 2012. Perhaps because natural gas-powered vehicles will be cheaper to run relative to gasoline-powered vehicles. The problem is how to finance the purchase and installation of conversion kits. Some support may be available through the Department of Energy. Private initiatives that essentially lease conversion equipment in return for slightly higher gasoline fuels can become self-financing and offer substantial benefits to consumers who lack liquidity.
Canada
Natural Gas has been used as a motor fuel in Canada for more than 20 years. With assistance from federal and provincial research programs, pilot projects, and NGV market deployment programs during the 1980s and 1990s, the light-duty NGV population grew by more than 35,000 in the early 1990s. This assistance resulted in a significant adoption of natural gas transport buses as well. The NGV market began to decline after 1995, eventually reaching the current vehicle population of around 12,000.
This figure includes 150 urban transit buses, 45 school buses, 9,450 light duty cars and trucks, and 2,400 forklifts and ice-resurfacers. Total fuel use in all NGV markets in Canada was 1.9 petajoules (PJs) in 2007 (or 54.6 million liters equivalent gasoline), down from 2.6 PJs in 1997. Public CNG refueling stations have decreased the number from 134 in 1997 to 72 today. There are 22 in British Columbia, 12 in Alberta, 10 in Saskatchewan, 27 in Ontario, and 1 in QuÃÆ' Â © bec. There are only 12 private fleet stations.
United States
In December 2009, the US had a fleet of 114,270 compressed natural gas vehicles (CNG), 147,030 vehicles using liquefied natural gas (LPG), and 3,176 vehicles using liquefied natural gas (LNG). The NGV fleet consists mainly of transit buses but there are also several government fleets of cars and vans, as well as an increasing number of company trucks replacing diesel versions, especially Trash, Inc and UPS trucks. On 12-Dec-2013 Waste Management has a fleet of 2,000 CNG Collection trucks; on 12-Dec-2013 UPS has 2,700 alternative fuel vehicles. In February 2011, there were 873 CNG refueling sites, 2,589 LPG sites, and 40 LNG sites, led by California with 215 CNG refueling stations operating, 228 LPG locations and 32 LNG sites. The number of refueling stations includes both public and private sites, and not all are publicly available. In December 2010, the US was ranked 6th in the world in terms of number of NGV stations. Currently there are 160,000 NGVs operating in the country.
Mexico
The natural gas vehicle market is limited to fleets of vehicles and other public vehicles such as minibuses in major cities. But the state-owned RTP bus company Of Mexico City has purchased 30 Hyundai Super Aero City CNG-Propelled buses to integrate with the existing fleet and to introduce new routes within the city.
South America
Overview
The CNG vehicle is common in South America, with a 35% share of the NGV fleet worldwide, where it is primarily used as taxis in major Argentine and Brazilian cities. Typically, standard gasoline vehicles are installed in specialty stores, involving the installation of gas tubes in the trunk and CNG and electronic injection systems.
In 2009 Argentina had 1,807,186 NGVs with 1,851 refueling stations nationwide, or 15% of all vehicles; and Brazil has 1,632,101 vehicles and 1,704 refueling stations, with higher concentrations in the cities of Rio de Janeiro and Sao Paulo.
Colombia has a NGV fleet of 300,000 vehicles, and 460 fueling stations in 2009. Bolivia has increased its fleet from 10,000 in 2003 to 121,908 units in 2009, with 128 fueling stations.
Peru has 81,024 NGVs and 94 refueling stations in 2009. In Peru, some factory-made CNVs have tanks mounted under the body of the vehicle, allowing free luggage. Among the models built with this feature are Fiat Multipla, the new Fiat Panda, Volkswagen Touran Ecofuel, Volkswagen Caddy Ecofuel, and Chevy Taxi. Currently, Peru has 224,035 NGVs.
Other countries with significant NGV fleet are Venezuela (226,100) in 2017 and Chile (15,000) per 2017.
Recent developments
GM do Brasil introduced the MultiPower engine in August 2004 that could use CNG, alcohol and gasoline as fuel. The GM engine has an electronic fuel injection that automatically adjusts to an acceptable fuel configuration. This motor is used in Chevrolet Astra and is intended for the taxi market.
In 2006, a Brazilian subsidiary, Fiat introduced Fiat Siena Tetra fuel, four fuel cars developed under Magneti Marelli from Fiat Brazil. This car can run on 100% ethanol (E100), E20 to E25 mixture (usual gasoline ethanol gasoline mixture), pure gasoline (not available in Brazil), and natural gas, and switch from ethanol-gasoline mixture to CNG automatically, depending on the power required by road conditions.
Since 2003 and with the commercial success of flexible cars in Brazil, another option exists is the retrofit of flexible ethanol fueled vehicles to add natural gas tanks and an appropriate injection system. Several taxis in SÃÆ'Â £ Paulo and Rio de Janeiro, Brazil, run this option, allowing users to choose between three fuels (E25, E100 and CNG) according to the current market price at the pump. This adaptation vehicle is known in Brazil as a tri-fuel car.
South Asia
Pakistan
Pakistan is the country with the second largest NGV fleet with a total of 2.85 million by the end of 2011. Most public transport fleets have been converted to CNG. Also, in Pakistan and India, there are some shortages of CNG fuels (which last several years) that periodically experience shimmer and decrease, putting fuel into the tank can be a big problem. In July 2011, the use of gasoline jumped 15% from the previous month due to shortages. Pakistan has also reported that more than 2,000 people have died in 2011 from CNG cylinder explosions, due to the low quality of the cylinders there. In 2012, the Pakistani government took the decision to gradually eliminate the CNG sector at all starts by banning new conversions to CNG and banning the creation of new NGV. In addition the government plans to close all refueling stations in the next 3 years.
India
In 1993, CNG was available in Delhi, the capital of India, although LPG is what really happens because of the much lower capital cost. Compressed Natural Gas is a domestic energy produced in Western India. In India, most of the CNG vehicles are double fuel, meaning they can run both on CNG and gasoline. This makes it very convenient and users can drive long distances without worrying about the availability of natural gas (provided gasoline is available). As of December 2010 India has 1,080,000 NGV and 560 fueling stations, many of which are older than LPG. In addition, there is the assumption that illegally converted LPG cars are more illegal than legal ones on the streets of India, some estimates as high as 15 million "cars" (running everything from wheeled LPG pedals to CNG buses)
In 1995, a lawyer filed a case to the Supreme Court of India under the Public Interest Litigation rules, which are part of the Indian Constitution and allow every citizen to directly handle the Supreme Court. The lawyer's case is about the health risks caused by air pollution emitted from road vehicles. The Supreme Court ruled that cars put into circulation after 1995 should be run on unleaded fuel. In 1998, India was converted to 100% unleaded fuel after the government decided that diesel cars in India were limited to 10,000 ppm after 1995. In early 2005, 10,300 CNG buses, 55,000 CNG three wheel cabs, 5,000 CNG minibuses, 10,000 CNG cabs and 10,000 CNG cars running on the streets of India (1982-2008 Product-Life Institute, Geneva). Delhi Transport Corporation currently operates the largest CNG bus fleet in the world for public transport. Currently India is in third position with 3.045 million vehicles BBG.
Iran
By the end of 2015, Iran has the largest NGV fleet in the world with 3.5 million vehicles. The share of compressed natural gas in a national fuel basket is over 23%. CNG consumption by the Iranian transport sector is about 20 million cubic meters per day. There are 2,335 CNG stations. The growth of the NGV market in Iran is largely due to the intervention of the Iranian government to reduce people's dependence on gasoline. This government plan was implemented to reduce the effect of sanctions on Iran and make the national domestic market less dependent on imported gasoline. Iran has manufactured its own NGV through local manufacturing using a special CNG machine that uses gasoline only as a backup fuel. Also in 2012, Iranian manufacturers have the capacity to build 1.5 million CNG cylinders per year and therefore the Iranian government has banned their imports to support local producers. In addition, CNG in Iran is the cheapest price compared to other countries in the world. In 2012, the Iranian government announced plans to replace the traditional CNG tube with an adsorbed Natural Gas tube (ANG).
Southeast Asia
Thai
Thailand has more than 15 years running an autogas taxi cab in Bangkok, although autos and buses have mistakenly labeled NGV stickers on them, when in fact, it's LPG fueled.
Given the abundant supply of natural gas but relying on imported oil, the Thai government is heavily promoting alternative fuels such as LPG, natural gas and ethanol to replace gasoline starting around 2003, but NGV is very slow to take off due to cheaper LPG fuels, which already existed, and the cost of converting a local LPG conversion store is very low compared to CNG or factory installed conversion. Significant effort was taken when state-controlled PTT PCL oil company built a network of natural gas fueling stations. Subsidy costs are estimated at US $ 150 million in 2008.
As oil prices rose rapidly, it was estimated that more than 40,000 new cars and natural gas-driven trucks were purchased in six months in 2008, including many buses. That year, about half the taxi fleet in Bangkok used LPG, and was encouraged to switch to CNG, with little success. Since 2008, there has been a rotating government to switch from LPG to CNG, with the launch of CNG stations near Bangkok around 2007 and then overseas in 2010, sometimes replacing LPG stations. Used vehicle operators have rejected large-scale conversion costs (up to four times that of LPG in Thailand), especially given the highly competitive domestic LPG conversion industry in Thailand, as well as retail CNG fuel costs (one and a half times). Thailand has around 700,000 LPG-fueled vehicles, and 300,000 CNG-fueled, with 1,000 LPG and 600 CNG stations in 2011. Demand has increased 26% over 2011 for CNG in Thailand. By the end of 2012, Thailand has 1,014,000 LPG-fueled vehicles, and consumes 606,000 tonnes in 2012 LPG, while 483 stations serve about 380,000 CNG vehicles. It shows that LPG conversion continues to enjoy heavy support for BBG vehicles despite a big push from government for CNG. CNG vehicles are more likely to be purchased from factory installed while LPG is likely to become an aftermarket conversion. LNG vehicles in Thailand are virtually non-existent except for lorries.
Malaysia
In Malaysia, the use of compressed natural gas was originally introduced to taxis and airport limousines during the late 1990s, when new taxis were launched with NGV engines while taxi operators were encouraged to send existing taxis for full engine conversion, reducing operating costs. Every vehicle converted to use CNG is labeled with the white rhombus tag "NGV" (Natural Gas Vehicle), lending to general use "NGV" when referring to a road vehicle with a CNG machine. The practice of CNG use remains largely limited to taxis mainly in the Klang Valley and Penang due to lack of interest. No incentive is offered for them other than taxi owners to use CNG machines, while government subsidies on gasoline and diesel make conventional street vehicles cheaper for use in the eyes of consumers. Petronas, Malaysia's state-owned oil company, also monopolizes the provision of CNG for road users. In July 2008, Petronas operates only about 150 CNG refueling stations, most of which are concentrated in the Klang Valley. At the same time, another 50 are expected by the end of 2008.
As fuel subsidies were gradually phased out in Malaysia from June 5, 2008, a 41% increase in gasoline and diesel prices led to a 500% increase in the number of newly installed CNG tanks. The national car maker Proton considers the Waja, Saga and Persona models with the CNG kit from Prins Autogassystemen at the end of 2008, while local locally-assembled Hyundai car distributors offer new models with CNG kits. Conversion centers, which also benefit from a rush for lower operating costs, are also performing partial conversion for existing road vehicles, allowing them to run on both gasoline or diesel and CNG at a cost varying from RM3,500 to RM5,000 for passenger car.
Singapore
There are about 400 CNG-fueled vehicles in Singapore in mid-2007, where about 110 taxis are operated by Smart Automobile. In February 2008, the number had increased 520 CNG vehicles, of which about half were taxis. All vehicles must refuel at the only CNG station operated by Sembcorp Gas and located on Jurong Island until the opening of the first publicly accessible CNG station in Mandai in 2008, operated by Smart Automobile. The company plans to build four other stations in 2011, at which time the company projects to operate 3,000 to 4,000 CNG taxis, and with 10,000 CNG of other public and commercial vehicles on the streets of Singapore. Sembcorp Gas opened its second CNG station a week after Mandai station on Jalan Buroh.
Indonesia
CNG is almost unheard of as transportation fuel before 2010 in the archipelago except in Jakarta, where the number of relatively small vehicles, especially Transjakarta buses, uses fuel. However, since 2010 there has been a government emphasis on encouraging the use of CNG not only for fuel vehicles, but also for domestic consumption of wood burning (which can produce lethal methanol) and kerosene.
East Asia
China
China has 450,000 NGV and 870 fueling stations in 2009. China in 2012 has 1 million NGV on the road, 3 million forecast for 2015, with over 2,000 stations (both CNG and LPG), with plans for 12,000 by 2020 Currently China leads the World with 5 million NGVs China also has many vehicles running Gasoline blended with Methanol as M15 and M85.
South Korea
For the purpose of improving air quality in the Seoul metropolitan area, the CNG bus was first introduced in July 1997. By 2014, all Seoul buses operate on CNG. Hyundai motor develops CNG hybrid bus with 34.5% more fuel efficiency and 30% lower pollution compared to CNG buses. As a result, the Seoul municipal government plans to switch to CNG hybrid buses for 2,235 disabled CNG buses in Seoul.
CNG buses operate in other major cities in South Korea such as Busan, Daegu, Daejeon, Gwangju and Incheon.
Motorsport
Source of the article : Wikipedia
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