Safety as a requirement and an innovation driver for Natural Gas Vehicles. Jaime del Álamo NGVA Europe

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1 Safety as a requirement and an innovation driver for Natural Gas Vehicles NGVA Europe

2 Index: > NGVA Europe > Safety as a driver in the automotive sector > The NGV case > On-going work > Existing regulatory gaps > Potential future regulatory steps 2

3 NGVA Europe (1/2): NGVA Europe is the European Natural and bio Gas Vehicle Association, promoting the use of both fuels for transport purposes. We currently represent 150 companies from 40 different countries. Confirmed members of the BoD(as of May 2013): 3

4 NGVA Europe (2/2): NGVA Europe is currently based in Madrid and Brussels, supporting the NGV industry via different political and technical activities: Political seeking support from the European decision makers, enabling a proper market development by means of a favourable landscape on topics such as taxation, funding, etc Technical serving as the voice of our members in different technical committees dealing with topics such as safety, emissions, gas quality, etc 4

5 Safety as a driver in the automotive sector (1/3): The relevance of the transport sector, and specially the road transport, in the European Union is undeniable. Some tips: 44% of the goods transported in the EU go by road Private cars account for 73% of passenger traffic Road transport employs 5M people across the EU Road transport generates close to 2% of the EU s GDP Undoubtedly this generates certain challenges: safety, economical and environmental between others 5

6 Safety as a driver in the automotive sector (2/3): Natural Gas and biomethaneare fuels that can provide many benefits to the previously commented challenges as: Vehicle technology is mature (dates back to 1920 s) Helps diversifying and securing EU s energy supply Helps the EU economy by bringing a cheaper fuel Helps decarbonising the sector and reducing local pollution What the end user demands? What are the expectations from a NGV compared to a conventionally fuelled vehicle? 6

7 Safety as a driver in the automotive sector (3/3): It s clear that, when compared with diesel or gasoline vehicles, NGVs have to provide at least the same level of satisfaction to the end user. This mainly implies that: Safety and reliability are at least equal Fuel efficiency is better Less environmental impact 7

8 The NGV case (1/3): More and more OEMs are offering NGVs in Europe: 8

9 The NGV case (2/3): But how different is a CNG vehicle?: 9

10 The NGV case (3/3): And how different an LNG vehicle is from a CNG vehicle? - CNG: gaseous (P<=200 bar) -LNG: liquid (Temp. of -162 o C atm. P) After the LNG has gone through the vaporizer and pressure regulator, the system is exactly the same!! 10

11 Existing regulatory gaps (1/2): Affecting CNG vehicles: Currently, CNG components and fuel systems are approved in Europe according to ECE Regulation 110. Nevertheless, it sets some very basic requirements for CNG cylinder in-use periodic inspection, like no need for dismounting, minimum frequency of 48 months or after re-installation or for cylinders involved in fires/collisions An additional important aspect is the pressure relief devices installation requirements, which are not detailed by the current regulation 11

12 Existing regulatory gaps (2/2): Affecting LNG vehicles: the main problem to date was that LNG was not considered in the scope of ECE Regulation 110! This is now being solved as this regulation has been recently modified in order to include all the necessary LNG requirements. The new version can be consulted here: 12

13 On-going work (1/2): This work has been done through a specific UNECE LNG Task Force, that has developed these requirements according to some existing international standards and fieldexperience mainly from different technology providers 13

14 On-going work (2/2): Some examples of basic specifications/tests for LNG components: LNG Tank: during approval, it shall be submitted to bonfire testing to check the fire protection systems work, 9m/3m drop test on the piping/non piping sides, pressure testing and low temperature tested. The LNG tank materials shall also follow proper material testing such as tensile, impact, bending and weld examination tests LNG Heat Exchanger: during approval, it shall be pressure tested (1.5 times the WP), low temperature tested and follow the water jacket freezing test 14

15 Potential future steps (1/2): LNG vehicles: current modified version of ECE R110 does not provide a specific standardized size for LNG receptacles or filling units. The current situation in Europe is the next: Currently, due to the different L-NGV solutions in Europe, a unique LNG nozzle-receptacle solution could not be standardized yet! Some work needs to be done on this regard Source: Cryostar 15

16 Potential future steps (2/2): CNG vehicles: based on the previously reported regulatory gaps, the European NGV industry should work on those two main topics: the lack of in-use periodic inspection requirements for CNG cylinders, and the lack of installation requirements for pressure relief devices 16

17 Thank you for your attention, and don t forget about NGV2013 Gothenburg! jaime.alamo@ngvaeurope.eu 17

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