lume 8 #10 number 95 december 2009 - ngvgroup.com · number 95 december 2009 ting in 2010 occo cup...

NGV System Italia

Towards EU

White Paper on

Transport

Forecasting

Middle and

long-term NGV

outlook

Volume 8 #10

Number 95

December 2009

Starting in 2010

Scirocco Cup VW organises a one-make cup featuring

Bio-CNG-powered vehicles.

2 December 2009 Gas Vehicles Report

BRAZILAv. Rio Branco, 131 Sala 1.701CEP: 20040-006 ■ Rio de Janeiro - RJTel: +55 21 8572-1086 / [email protected] ■ www.folhadognv.com

KOREA300-5 ■ Changchon-Ri ■ Namsan-MyunChuncheon-Si ■ Kangwon-Do ■ 200-911 KOREATel./Fax: +82 33 260 3419E-mail: [email protected]

ARGENTINAUspallata 711 ■ CP 1268 ■ Capital Federal ■ ArgentinaTel./Fax: +54 11 43074559 /5201/ 43006137 E-mail: [email protected]

Visit: www.ngvguide.com - www.ngvgroup.comSubscriptions: [email protected]

Printed: Rigraph S.R.L.• Constitución 4, 28.511 Madrid - España• Tilcara 3.146, Buenos Aires

The GVR: 2010 Journalistic timetable and NGV events

The Gas Ve hi cles Re port is a pu bli ca tion of NGV Com mu ni ca tionsGroup, pu blis hing hou se and fairs-con fe ren ces or ga ni zer:www.ngv group .com. In Eu ro pe, it al so pro du ces the In ter na tio nalNGV Gui de. In Ko rea, Asian NGV Com mu ni ca tions. In Ar gen ti na, theGroup pu blis hes Pren sa Ve hi cu lar, Ar gen ti ne CNG Gui de, maps,books and bro chu res. In Bra zil, it pu blis hes Fol ha do GNV,Bra zi lian NGV Gui de, maps, pos ters, among ot hers. Sig ned ar ti clesare ex clu si ve res pon si bi lity of the aut hors, as well as ad ver ti singcom pa nies and agen cies are res pon si ble for the pu blis hed ads.

PERUAv. Brasil 3222 Oficina 403A Magdalena del MarCP: Lima [email protected]

World and Europe’s 2009NGV balance

IANGV: 2009 Provides Plenty of Highlights

From NGV System Italia to the EU Commission

Happy birthday to the timing advance processor

News, Products, Technology: BRC Fuelmaker

Multitubes – Zapp reliable piping systems for CNG stations

Italy: The top ten best-selling OEM NGVs

Worldwide NGV statistics

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Forecasting

Member of

Edition Month Deadline Special report Non-European market-placeanalysis

Events with copies massivedistribution

96 January 16 December LNG Argentina – Korea

97 February 15 January Updates of OEM NGVs made in Europe Brazil – Thailand

98 March 12 February Italy: the 1st European marketplace Peru – Indonesia

99 April 12 March Cylinder and vehicle conversion equipment Venezuela – Pakistan

100 May 12 April Celebrating GVR 100 consecutive editions Colombia – China NGV China 2010, May 13-15

101 June 07-may Special edition, NGV2010 Roma, Official Media Partner Global NGV Analysis and Outlook NGV2010, 8-10 June, Rome

102 July 15 June Balance of NGV2010 Roma Exhibition and Conference Ecuador - Armenia

103 August 9 July Outline of the bus market in Europe Dominican Rep. - Malaysia

104 September 13 August The EU and Natural Gas Vehicle Chile - Bangladesh

105 October 13 Sept. Europe: Marketplace and the industry Trinidad&Tobago - UAE

106 November 15 October Gas for transport sector in 2011 according to compressor Bolivia – India NGV India 2010, 24-26 Nov.

107 December 15 November Your marketing tool: 2010 NGV statistics balance Uruguay - Egypt

12a Conferenza ed Esposizione Mondiale dell’AssociazioneInternazionale dei Veicoli a Gas Naturale - IANGV12th World IANGV Conference and Exhibition

Dal 8 al 10 giugno 2010June 8-10, 2010Nuova Fiera di Roma New Rome FairPadiglioni 9, 10 e area esterna Pavilions 9, 10 and outdoor areaRoma, Italia Rome, Italy

[email protected]

Un evento diAn event of

Sponsor PrincipaleMain Sponsor

Ospitato da Hosted by

Organizzato da Organized by

Creating a Revolutionin Transport

Verso la Rivoluzionenel Trasporto


English

Never mind the slow down in theglobal economic condition. Even witha decrease in oil price, methanevehicle and refueling station population still show a good growth.In 2009 alone, at least 1.3 millionvehicles and more than 1,700 refuelling facilities have been added to the world’s methane fortransport fleet.

The growth in number is low compared to that of 2008. During

that year, 2M methane vehicles and2,325 stations were added. But isunderstandable as 2008 was abooming period for NGV industry asoil price shot up doubling the 2007average price (70 USD /bbl) or 1.5times higher than that of the end of2007 (99 USD /bbl).

In Europe, currently, Italy is thelargest NGV nation with its around600,000 methane vehicles. Ukrainewas reported to have over 120,000

World and Europe’s 2009NGV balanceNGVs by December 2007. TodayUkraine has more methane poweredvehicles and holds the second placein the continent after Italy.

More than 1.1M vehicles and 3,300stations in Europe were recorded byearly November this year, making itthe 3rd biggest NGV region in theworld. Although the light-duty vehiclesegment remains as the strongestmarket, as in the rest of the world,Europe has become the only regionwith a balanced strength in bothMedium and Heavy-duty buses andtruck sector, mainly thanks toArmenia, France, Germany, Italy,Russia, Ukraine and Spain.The MD-HDV market in this region isthe second largest in the world afterAsia.

Worldwide, Europe has the bestratio of number of vehicles served byrefueling network. With 10% ofworld’s NGVs and 20% of all stations within the region, each station serves 339 vehicles. It isalso the second biggest home compressors user after NorthAmerica. Europe’s monthly gas consumption (in theory) is around424 MNm3.

We can conclude by affirming thatNGV grows when economy growstoo and it keeps moving forwardeven when economy does not. If wealso consider the signs of recoverythat the global economic situation isstarting to show, we can expect that2010 will be a year of steady expansion for NGV industry: diverseanalysts anticipate 17M NGVs onthe road by 2015 and around 60millions by 2020. See in this edition Peter Boisen’s column: Forecasting.

How the industry and its institutionspave the way for the large- scaleadoption of methane for vehicles iswhat visitors will see in NGV2010Roma, www.ngv2010roma.com,event that will be held preciselyunder the theme Creating aRevolution in Transport.

We wish NGV industry, its associations and institutions, andour readers a Happy andProsperous 2010.

6 Gas Vehicles ReportDecember 2009

Non importa il rallentamento dellecondizioni globali economiche. Anchedi fronte a una diminuzione del prezzo del petrolio, il segmento deiveicoli a metano e delle stazioni dirifornimento continua a mostraresegni di una buona crescita. Solo nel2009, nel mondo del metano perautotrazione sono venuti ad aggiungersi almeno 1.3 millioni diveicoli e oltre 1,700 strutture dirifornimento.

Rispetto al 2008, la crescita in termini di cifre è inferiore. L'annoscorso infatti la crescita è stata di 2milioni di veicoli e 2,325 stazioni dirifornimento. Il boom dell’industria delmetano nel 2008 è comprensibile,visto che in quel periodo il prezzo delpetrolio aveva subito un impennataraddoppiando nel 2007 il prezzomedio (70USD/bbl), o 1.5 voltesuperiore rispetto alla fine del 2007(99 USD/barile).

Bilancio 2009 del settore NGV, a livello mondiale ed europeo

Italian

In Europa, attualmente l'Italia è ilpaese con il maggior numero di veicoli a metano, con circa 600,000veicoli in circolazione. Nel dicembre2007, l'Ucrania contava 120 000unità, mentre oggi detiene il secondoposto in Europa dopo l'Italia.All’inizio di novembre di quest’anno inEuropa si contavano oltre 1.1 milionidi veicoli e 3,300 stazioni di rifornimento, diventando così la 3amaggiore regione al mondo. Anchese il segmento dei veicoli leggeririmane il mercato principale, comenel resto del mondo, l’Europa è oral’unica area con un segmento dei veicoli medi e pesanti abbastanzasolido, grazie in particolare adArmenia, Francia, Germania, Italia,Russia, Ucraina e Spagna. Il mercatodei veicoli medi e pesanti in questaregione è il secondo al mondo in termini di grandezza (dopo l’Asia).

Rispetto al resto del mondo, l’Europadetiene la maggiore percentuale di veicoli serviti da una rete di stazioni dirifornimento. Con il 10% di tutti i veicolia metano al mondo e il 20% di tutte lestazioni di rifornimento, una stazioneserve 339 veicoli. Dopo gli Stati Unitid’America, è anche il secondo maggioreutente di compressori domestici. Il consumo medio (teorico) di gas inEuropa si situa attorno a 424 MNm3.Possiamo quindi affermare che il settore NGV cresce quando l'economiacresce, e continua a evolvere anchequando l'economia si arresta. Seinoltre consideriamo i segni di ripresache sta mostrando la situazione economica globale, per il 2010 possiamo aspettarci una costanteespansione dell'industria dell'NGV:stando alle previsioni di umerosi analisti, nel 2015 circoleranno 17 milioni di veicoli a metano, mentrenel 2020 saranno 60 milioni.In tale contesto nella presente edizio-ne trovate la rubrica di Peter Boisen:Forecasting (pronostico).

In occasione di NGV2010 Roma,www.ngv2010roma.com, il cui temaprincipale è proprio focalizzato sullacreazione di una rivoluzione neitrasporti, i visitatori potranno vedere inche modo l’industria e le sue istituzionistanno aprendo la strada all’uso delmetano per autotrazione su larga scala.All’industria dell’NGV, alle sue associazioni e istituzioni, nonché ainostri lettori auguriamo ogni bene eun prospero e felice anno nuovo.

7December 2009 Gas Vehicles Report


German

Die Verlangsamung der globalenWirtschaft hat keine starkenAuswirkungen: Sogar mit schwindenden Erdölpreisen zeigenMethanfahrzeuge und -tankstellenimmer noch ein gutes Wachstum.Allein im Jahr 2009 kamen mindestens 1.3 Millionen Fahrzeugeund 1’700 Tankstellen zur weltweitenMethan-Flotte dazu.Das Wachstum in Zahlen ist tieferim Vergleich zum Jahr 2008,

während dem sich der Zuwachs auf2 Millionen Fahrzeuge und 2’325Tankstellen belief. Aber dies ist ver-ständlich, 2008 war ein absolutesErfolgsjahr für die Erdgasfahrzeug-Industrie, weil der Erdölpreis in dieHöhe schnellte, auf das Doppelte desDurchschnittspreises von 2007 (70USD/bbl) oder auf 1,5 mal denPreis von Ende 2007 (99 USD/bbl).In Europa ist Italien zurzeit die wich-tigste Erdgasfahrzeug-Nation mit sei-

nen ungefähr 600’000Erdgasfahrzeugen. Die Ukraine meldete Ende 2007 einenWagenpark von über 120’000Methanfahrzeugen. Heute sind esmehr und die Ukraine hält auf demKontinent den zweiten Platz nachItalien inne.Anfang November dieses Jahreswaren in Europa über 1,1 MFahrzeuge und 3’300 Tankstellenregistriert, was Europa zum drittgrößten Erdgasfahrzeug-Gebietder Welt macht. Auch wenn derPkw-Sektor der wichtigste Marktbleibt – wie überall auf der Welt – istEuropa der einzige Erdteil, wo sichschwere und mittelschwereNutzfahrzeuge im Bus- und Lkw-Sektor die Waage halten, vorallem dank Armenien, Deutschland,Frankreich, Italien, Russland, derUkraine und Spanien. Der europäische Markt für diese Artvon Fahrzeugen ist der zweitgrößteder Welt, nach Asien.Weltweit verfügt Europa über dasbeste Verhältnis zwischen der AnzahlFahrzeuge und Tankstellen. Miteinem Anteil von 10% der Fahrzeugeund 20% der Tankstellen der Weltbedient jede Tankstelle 339Fahrzeuge. Der Kontinent ist auchder zweitgrößte Verwender vonHeimkompressoren nachNordamerika. Europas monatlicherGaskonsum liegt (theoretisch) bei424 MNm3. Wir kommen zumSchluss, dass derErdgasfahrzeugsektor wächst, wenndie Wirtschaft wächst, und dass erauch dann nicht zu wachsen aufhört,wenn die Wirtschaft stagniert. Wennwir die Zeichen der Erholung inBetracht ziehen, die die globaleWirtschaft zu geben beginnt, könnenwir erwarten, dass 2010 ein Jahrdes ständigen Aufschwungs für dieErdgasindustrie wird: VerschiedeneAnalytiker rechnen mit 17 MErdgasfahrzeugen auf den Strassen imJahr 2015 und mit 60 M bis 2020.Siehe auch den Kommentar mit derVorhersage von Peter Boisen in die-ser Nummer: Forecasting.

Besucher der NGV2010 Romawww.ngv2010roma.com werdensehen können, wie die Industrie undihre Institutionen den Weg bereitenfür eine breite Anwendung vonMethan für Fahrzeuge. DieVeranstaltung steht unter demThema Schaffen einerVerkehrsrevolution. Wir wünschen derErdgasfahrzeugindustrie, ihrenVereinigungen und Institutionen undunseren Lesern ein glückliches underfolgreiches 2010.

Erdgasfahrzeug-Bilanzin Europa und weltweit


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2009: balance europeoe internacional del GNVNo es tan importante el declino dela situación económica global. Aúncon un retroceso en el precio delpetróleo, los vehículos a metano y larespectiva red de estaciones decarga aún muestran un buen crecimiento. En 2009 fueron añadi-dos al menos 1,3 millones de GNVsy más de 1.700 puntos de abastecimiento a la flota mundial deunidades impulsadas a gas natural.El crecimiento en los números esbajo en comparación al del 2008:en este año el aumento había sidode 2 millones de GNVs y 2.325estaciones. Es entendible, dado queel 2008 fue un período de boompara la industria del GNV comoresultado de la disparada en los precios del petróleo, que dobló elpromedio del 2007 (U$D70/barril)o fue 1,5 veces mayor que el defines de 2007 (U$D99/barril).En Europa, actualmente, Italia es lanación más grande en GNV con susalrededor de 600.000 vehículos ametano. Ucrania, que reportabamás de 120.000 GNVs en diciembre

de 2007 hoy posee aún más unidadesimpulsadas a metano y detenta elsegundo lugar en el continente.Más de 1,1 millones de GNVs y3.300 estaciones en Europa son losnúmeros registrados a principios denoviembre de este año, haciendo delcontinente la tercera mayor regiónmundial del sector. Pese a que elsegmento de vehículos livianos es elmayor, al igual que en el resto delmundo, el Viejo Continente muestratambién ser una región con fuertepresencia de GNVs también enbuses y camiones, principalmentegracias a Armenia, Francia,Alemania, Italia, Rusia, Ucrania yEspaña: en vehículos medianos ypesados Europa es 2º. en el mundo,por detrás de Asia.A nivel global, nuestro continentepresenta la mejor relación entrenúmero de vehículos por estación decarga. Con un 10% de la cantidadtotal de GNVs en el mundo y un20% de las estaciones, cada una deéstas abastece en promedio 339vehículos. Europa es también

Spanish

segunda región en el mundo, detrásde Estados Unidos, en el uso decompresores domiciliarios. El consumo europeo (teórico) de gasnatural mensual es de alrededor de424 MNm3.Podemos concluir afirmando que elGNV crece cuando la economía también lo hace e incluso cuandoesta última no. Si consideramostambién los signos de recuperaciónen la economía global, es dableesperar que el 2010 sea un año desostenida expansión para la industriadel GNV: diversos analistas anticipan17 millones de vehículos metanizados para el 2015 y unos60 millones para el año 2020.Vea en esta edición la columna dePeter Boisen: Pronosticando

Como la industria y sus institucionesallanan el camino para una adopciónen larga escala del metano vehiculares lo que los visitantes verán en laNGV2010 Roma,www.2010roma.com, evento convocado precisamente bajo ellema Creando una Revolución en elTransporte.Deseamos a la industria del GNV,sus asociaciones e instituciones asícomo a nuestros lectores un Feliz yPróspero 2010.


NGV balans 2009 inEuropa en de wereldVergeet even de teruggang in dewereldeconomie. Zelfs bij eenzakkende olieprijs laten de methaanvoertuigen en tankstationsgoede groeicijfers zien. Alleen al in2009 zijn er minstens 1,3 miljoenvoertuigen en meer dan 1.700tankstations bijgekomen voor ‘swerelds methaan transport vloot.De groei in cijfers is klein, vergelekenbij die van 2008. In dat jaar kwamener 2 miljoen methaanvoertuigen en2.325 tankstations bij. Begrijpelijk,omdat 2008 een “booming” periodewas voor de NGV industrie toen deolieprijs omhoog schoot en de gemiddelde prijs van 2007 verdubbelde(70 USD/bbl) ofwel 1,5 maal hogerdan einde 2007 (99 USD/bbl).Op dit ogenblik doet Italië in Europamee in de top-tien van de grootsteNGV naties met zijn 600.000methaan voertuigen. Het is echterwaarschijnlijk dat Oekraine met120.000 NGV’s in december 2007

eigenlijk betere cijfers laat zien enmoet dus ook geplaatst worden alseen van de top-tien landen.Begin november werden in Europameer dan 1,1 miljoen voertuigen en3.300 stations geregistreerd enwerd zo de 3e. grootste NGV regioin de wereld. Terwijl het light-dutysegment het sterkst in de markt blijft, net als in de rest van dewereld. Europa werd de enige regiomet een gelijke sterkte in zowelmedium, als heavy-duty bussen entrucks sector, grotendeels te dankenaan Armenië, Frankrijk, Duitsland,Italië, Rusland, Oekraine en Spanje.De MD-HDV markt in deze regio isop één na de grootste, na Azië. Wereldwijd gezien, heeft Europa hetgrootste aantal voertuigen diegebruik maken van een tankstationnetwerk. Met 10% van alle NGV’s inde wereld en 20% van alle stationsbinnen de regio, bedient elk station339 voertuigen. Ook is het de op

één na de grootste gebruiker vanthuiscompressors na noord-Amerika.De maandelijkse gasconsumptie (intheorie) is ongeveer 424 MNm3.We kunnen concluderen dat de NGVgroeit, wanneer de economie groeit,zelfs als de economie stagneert. Alswe de tekenen van herstel zien diede economische situatie nu laat zien,verwachten we dat 2010 een jaarwordt van uitbreiding voor de NGVindustrie: verschillende analistenverwachten tegen 2015, 17 miljoenNGV’s op de weg en zo’n 60 miljoentegen 2020. Lees Peter Boisen’s column, forecasting in deze editie.

Hoe de industrie en zijn instituten deweg vrijmaken voor de op groteschaal adoptie van methaan voorvoertuigen krijgen de bezoekers tezien bij het grote evenement NGV2010 Rome,(www.ngv2010roma.com) datgehouden wordt onder het thema:“Creating a Revolution in Transport”.We wensen de NGV industrie, deassociaties en instituten en onze lezers een gelukkig en voorspoedig2010.

Dutch

Portuguese

Não é tão importante o declínio dasituação econômica global. Aindacom um retrocesso no preço dopetróleo, os veículos a metano e arespectiva rede de postos deabastecimento ainda mostram umbom crescimento. Em 2009 foramacrescentados cerca de 1,3 milhõesde GNVs e mais de 1.700 pontosde abastecimento a frota mundial deunidades impulsionadas a gás natural.O crescimento nos números é baixoem comparação aos de 2008: nesteano o aumento havia sido de 2milhões de GNVs e 2.325 postos deabastecimento. É compreensível,dado que 2008 foi um período deboom para a indústria do GNV comoresultado da disparada nos preçosdo petróleo, que dobrou o valor de2007 (U$D70/barril) ou foi 1,5vezes maior que o do fim de 2007(U$D99/barril).Na Europa atualmente, a Itália fazparte do grupo de países top 10 deGNV com seus cerca de 600.000veículos a metano. Embora, muitoprovavelmente, a Ucrânia com seus

120.000 veículos a gás natural atédezembro de 2007, atualmentetenha números maiores e, portanto,também deve ser classificado comoum dos países top 10.Mais de 1,1 milhões de GNVs e3.300 postos na Europa são osnúmeros registrados no início denovembro deste ano, fazendo docontinente a terceira maior regiãomundial do segmento. Embora osegmento de veículos leves seja omaior, como no resto do mundo, oVelho Mundo mostra também seruma região com forte presença deGNVs também em ônibus ecaminhões, principalmente graças aArmênia, França, Alemanha, Itália,Rússia, Ucrânia e Espanha: emveículos médios e pesados a Europaé 2º no mundo, atrás da Ásia.A nível global, nosso continenteapresenta a melhor relação entrenúmero de veículos por posto deabastecimento. Com 10% daquantidade total de GNVs no mundoe 20% dos postos, cada um destesabastece em média 339 veículos. A

2009: balanço europeue internacional do GNV

Europa é também a segunda regiãono mundo, atrás dos EstadosUnidos, no uso de compressoresdomiciliares. O consumo europeu(teórico) de gás natural mensal é decerca de 424 MNm3.Podemos concluir afirmando que oGNV cresce quando a economiatambém o faz e inclusive quandoesta última não. Se considerarmostambém os sinais de recuperação naeconomia global, podemos esperarque 2010 seja um ano de contínuaexpansão para a indústria do GNV:diversos analistas antecipam 17milhões de veículos metanizadospara 2015 e cerca de 60 milhõespara o ano de 2020.Veja nesta edição a coluna de PeterBoisen: Prognosticando

Como a indústria e suas instituiçõesplanejam o caminho para umaadoção em larga escala do metanoveicular é o que os visitantes irãover na NGV2010 Roma,www.2010roma.com, eventoconvocado precisamente sobre olema Criando uma Revolução noTransporte.Desejamos a indústria do GNV, suasassociações e instituições assimcomo a nossos leitores um Feliz ePróspero 2010.


Bilan mondial et européendes NGVs en 2009

French

Ne vous inquiétez pas du ralentissement de l’économie globale.Même avec une diminution du prix dupétrole, le nombre de véhicules auméthane et de stations de fournitureest en pleine croissance. Pour 2009uniquement, 1.3 million de véhiculesau moins et plus de 1.700 stationsont été ajoutées au secteur du transport au méthane mondialement.Cet accroissement en nombre estfaible comparé à celui de 2008. Aucours de cette année, 2 millions devéhicules au méthane et 2.325 stations ont été ajoutés. Cela est compréhensible, 2008 ayant été uneannée remarquable pour l’industrie desNGVs par suite du doublement du prixmoyen du pétrole par rapport à 2007(70 USD/bbl) ou de1,5 fois plus élevéque celui de la fin de 2007 (99USD/bbl). En Europe, actuellement, l’Italie sesitue dans le top-10 des plus grandesnations NGV avec près de 600.000véhicules au méthane. Cependant, plusque probablement, l’Ukraine avec ses120.000 véhicules comptabilisés en

décembre 2007 a actuellement unnombre bien plus élevé et pourraitdonc être aussi rangé dans le top-10des nations.Plus de 1.1 M de véhicules et 3300stations ont été recensés en Europeen novembre dernier, lui conférant laplace de 3ème région la plus grandeau monde. Bien que le segment duvéhicule LD (Light Duty) reste le plusimportant marché, comme dans lereste du monde, l’Europe est devenuela seule région ayant un marché avecune force égale dans le secteur duMedium et de l’Heavy-Duty (bus etcamions) et cela grâce à l’Arménie, laFrance, l’Allemagne, l’Italie, la Russie,l’Ukraine et l’Espagne. Le marché duMD-HD dans cette région est lesecond au monde après l’Asie.Au monde, l’Europe a le meilleur scoredu nombre de véhicules alimentés parun réseau de stations de fourniture.Avec 10% des véhicules au monde et20% de toutes les stations de larégion chacune d’elles dessert 339véhicules. Elle occupe aussi la secondeplace par rapport à l’utilisation du

home-compresseur après l’Amériquedu Nord. La consommation de gazmensuellement s’élève théoriquementaux environs de 424 MNm3 enEurope.Nous pouvons conclure en affirmantque le NGV croît quand l’économiecroît et il conserve une avancée mêmesi l’économie ne suit pas. Si nousconsidérons aussi les signes de récupération que la situation économique globale commence à montrer, on peut s’attendre à ce que2010 soit une année de forte expansion pour l’industrie du NGV :divers analystes projettent 17 M NGVssur la route pour 2015 et aux environsde 60 millions en 2020.Voir dans cette édition l’article dePeter Boisen :Prévisions.

Comment l’industrie et ses institutionspréparent le terrain d’une large adoption du méthane pour véhiculesest ce que les visiteurs verront aucongrès NGV2010 Roma,www.ngv2010roma.com , événementqui se tiendra précisément sur lethème Créer une Révolution dans leTransport.Nous souhaitons à l’industrie du NGV,ses associations et ses institutionsainsi qu’à nos lecteurs une année2010 joyeuse et prospère.

Russian

Газомоторный транспорт в мире и в

Европе – итоги 2009 годаНе обращайте внимания на замедлениеобщемирового экономического роста.Несмотря на снижение цен на нефть,транспорт, работающий на метане,получает все большее распространениеи количество газовых заправочныхстанций растет. Только в 2009 годумировой парк транспортных средств наметане увеличился минимум на 1,3миллиона автомобилей и былопостроено 1700 газовых заправок.По сравнению с 2008 годом, за которыйпоявилось два миллиона автомобилейна метане и 2 325 газовых заправок,рост снизился. Однако это вполнезакономерно – в 2008 году вгазомоторной отрасли наблюдался бум,так как цена на нефть увеличилась вдвоепо сравнению со средней ценой в 2007году (70 долларов США за баррель) илив 1,5 раза по сравнению с концом 2007года (99 долларов США за баррель).В десятку мировых государств снаиболее развитой газомоторнойотраслью входит Италия, где на метанпереведено примерно 600 000автомобилей. Возможно, Украина такжеокажется в десятке, поскольку в декабре2007 года в стране было уже 120 000автомобилей, работающих на природномгазе, а сейчас их число возросло.

К началу ноября этого года в Европебыло зарегистрировано более 1,1миллиона автомобилей и 3 300заправочных станций. Таким образом,Европа занимает третье место в мирепо размерам парка газомоторноготранспорта. Здесь, как и в другихрегионах, наиболее развит сегментлегковых автомобилей, но, тем неменее, Европа стала единственнымрегионом, где наблюдается равновесиемежду сегментами автобусов игрузовиков средней и большойпассажировместимости игрузоподъемности, в основномблагодаря Армении, Франции,Германии, Италии, России, Украине иИспании. Европейский рыноктранспортных средств средней ибольшой грузоподъемности – второй повеличине в мире после Азии.В мировом масштабе Европа, накоторую приходится 10% мировогопарка газобаллонных автомобилей и20% АГНКС, имеет наибольшийудельный парк ГБА на одну АГНКС: 339единц. Кроме того, после СевернойАмерики Европа является вторым повеличине пользователем АГНКУ –автомобильных газонаполнительныхкомпрессорных установок

индивидуального пользования.Ежемесячное (расчетное) потреблениегаза в Европе составляет приблизительно424 миллиона кубометров.В заключение заметим, что газомоторнаяотрасль развивается независимо от того,наблюдается экономический рост илинет. Кроме того, если принять вовнимание признаки восстановления,которые начинают появляться в мировойэкономике, можно предположить, что2010 год будет годом устойчивогоразвития газомоторной отрасли:аналитики прогнозируют появлениеболее 17 миллионов автомобилей наприродном газе к 2015 году и около 60миллионов к 2020 году.См. колонку «Прогноз» Питера Бойзена вэтом номере.

Посетители выставки NGV2010 в Риме(www.ngv2010roma.com), которая пройдетпод девизом «Революция натранспорте», смогут увидеть, как отрасльи работающие в ней компаниипроложили дорогу к крупномасштабномуиспользованию метана на транспортныхсредствах.Мы желаем газомоторной отрасли инашим читателям счастья и процветанияв 2010 году.


Info from the InternationalAssociation for Natural Gas Vehicles

Brett Jarman

IANGVExecutive Director

Wow – it’s the end of the yearalready but it seems that the industry as a whole has continuedto deliver in a raft of areas.Of course the year got off to anuncertain start with very darkclouds covering the global economy.The actual impact this had on ourindustry isn’t clear at this point andwon’t be until year-end vehicle numbers are collected. We’ve certainly had mixed reports fromindustry members with some saying they have had excellent salesthroughout the year while othershave clearly struggled.

In some ways, the success theindustry enjoyed in previous yearshad set some manufacturers up fora crunch. Having invested heavily tokeep up with demand, these manufacturers have had additionalfinancial burdens just when cashflow has become extremely tight.Anecdotal evidence suggests thatthose in the fueling station andinfrastructure areas have beenmost affected by this. Most ofthose I’ve spoken to have remainedoptimistic though and I’m sure canlook forward to more prosperoustimes in 2010. Some however,have thrived and tell me their mainstruggle has been keeping up withdemand. Overall, we can safely saywe went into the financial stormhealthier than most and have definitely weathered it better thanmost.

Apart from that, there is plentymore to celebrate. Here’s just afew of the highlights for the year (inno particular order and includinglinks that will take you to moredetails on the NGV Global website)…

US policy pendulum swingsin favor of NGVsIn the aftermath of the 2007/8 oilprice hikes and local financial conditions, alternative fuels reap therewards of US stimulus packagefunding, qualifying for 19 of 25 alternative fuels projects under a$US 300 million program. Just oneof several policy initiatives in the USindicating growing recognition thatNGVs are a solution to manyeconomic, environmental and energyrelated problems -http://bit.ly/5Rbzfg.

Turbo charged OEM vehiclesenter showroomsTurbo charged OEM CNG passengersedans and light commercial vehiclesentered the market including releases of Volkswagen’s Passat andTouran, Opel’s Zafira, and Iveco’sDaily in Europe and Samand’s Sorenin Iran. Turbo-charging is widely recognized as creating a quantumleap in the acceptance of diesel passenger vehicles in Europe andindications are that it could have thesame impact with NGVs.

Win/Win outcomes inmotorsports events proveperformance of NGVsNot just a proving ground for NGVsbut also a great avenue for publicity,motorsports are playing an increasing role in our industry. OMV in Austria continued their success this year using a SubaruImpreza and a Mitsubishi Lancer EvoIX, both converted to operate onCNG and fuelled by biomethane, totake second position overall in theAustrian rally car championship.Driver and former world group Nrally champion, Manfred Stohl, continues to be blown away by thesuccess of the car, claiming at theend of the season “…the future willbelong to gas powered cars…”! -http://bit.ly/7XmEpp.The CNG rally bug continues tospread through Europe with Stohl’sMitusibishi Evo IX now domiciled in

the Czech Republic and Spain’s EPMentering a converted Mitsubishi EVO5 in competition in Spain.Meanwhile, it’s not just convertedCNG vehicles entering competitionmode. Volkswagen has made animpressive commitment enteringhigh performance CNG Sciroccosinto track events in Germany andSweden, including a second placingin the Swedish touring car championship. Taking it one stepfurther, Volkswagen will next yearcommence a ‘one make’ event consisting entirely of biomethanefuelled CNG Sciroccos.http://bit.ly/54vqtp.

Word RecordsStill on the track, the world’s fastestCNG passenger vehicle, a 700 hpAudi A4, clocked 364.6 km/h at theNürburgring F1 racetrack inGermany. Fuelled by biomethane thesuccess was verified by the GuinnessBook of World Records -http://bit.ly/6TINsm.Also verified by Guinness was theworld’s largest public CNG fillingstation with 44 dispensers inaugurated in Singapore earlier thisyear - http://bit.ly/68kQ8C. Thestation is the third to claim the worldrecord in two years, with previousrecords being held in Thailand andPeru.Meanwhile, determined to covermore miles than a NASA astronaut,‘Restless Rainer’ Zietlow borrowsthe keys and takes the car for another drive. After an 80 day warmup, visiting 815 CNG filling stationsin Germany in a VW Passat TSIEcoFuel, he drives a VW CaddyEcoFuel from the Atlantic to thePacific across Europe and Asia andin January will tackle South andNorth America -http://bit.ly/4ye0eR.

AT&T announces world’slargest single commitmentto NGVs$US350 Million spend on 8,000NGVs over 10 years, 1,000 new or

2009 Provides Plenty of Highlights


Bronze

IANGV Sponsors

Gold

Turbo charging the natural gas vehicle industry and proving a winner with motorists

Dixie Chopper lawnmower – It ISeasy being green with natural gas…VW Passat TSI Ecofuel

We continue our series of items outlining 10 compelling reasons toattend NGV 2010, Rome, June 8-10.Compelling Reason # 3 - RomeNot much needs to be said about thisone. History, culture, the Vatican,Colosseum, Sistine Chapel, St Peter'sBasilica, Castel St Angelo (venue of ourGala Dinner), Trevi Fountain, PiazzaVenezia, Spanish Steps, Bernini Hotel(one of our recommended hotels and afeature in Dan Brown’s ‘Angels andDemons’), gelati…

Few cities capture their history as wellas Rome does and few cities have asmuch history and culture as Rome. The breathtaking vistas and ancientarchitecture are unequalled anywhere inthe world. Every sight, sound, taste andsmell is a cultural experience that youwon’t find anywhere else.

Even if you can’t fit in some leisure daysbefore or after NGV 2010, just beingthere for the conference or exhibition willgive you a feel for this magnificent city. The organizing team is lining up a hostof tours for spouses as part of the NGV2010 Partner Program. Don’t denyyour spouse, or yourself, this rareopportunity to combine business with

pleasure that you won’t find anywhereelse. Mark your calendars, book yourflights and accommodation, and startpracticing your Italiano because Romeis calling!

There you have it, three compellingreasons to attend NGV 2010 in Rome,Italy, June 8-10 2010…1 - Regional Roundup – Live SWOTanalyses of the major and emergingNGV markets of the world (see GVRMagazine, October 2009).2 – Italy – Home of the oldest and oneof the most developed NGV markets inthe world.3 – Rome – If you’ve already beenthere you’ll understand why you needto come back. If you haven’t beenthere, make NGV 2010 your reason.

We’ll have more reasons to come infuture editions of this column butthere’s no need to wait to read thembefore you commit. If you haven’tbooked your exhibition space already,do so now as the prime spots aregoing fast. Sponsors can get addedexposure by booking early as well sonow is the time to enquire about sponsorship opportunities.www.ngv2010roma.com.

Countdown to NGV 2010 Roma – 3rd Compelling

saved jobs for the next five years.AT&T ’sends signal’ not just to automakers but policy makers and fleetoperators worldwide -http://bit.ly/5RH0uK.

It’s easy being green…Honda Civic GX proves it is easybeing Green – taking home theAmerican Council for an EnergyEfficient Economy (ACEEE) GreenestVehicle award for the 6th year in arow - http://bit.ly/7uDrJa. Just oneof several environmental awardspicked up by NGVs this year. Meanwhile, Dixie Chopper unveils theworld’s first CNG powered lawnmower proving that almost anything on wheels can be run onnatural gas and taking care of a significant air pollution menace atthe same time. Air pollution fromcutting grass for one hour with agasoline-powered mower is nearlyequivalent to that from a 350-mileautomobile trip! -http://bit.ly/5YwmjN.

Fiat purchase of Chrysler So far it’s had no impact on naturalgas vehicles whatsoever that withFiat’s proven commitment to naturalgas vehicles it’s surely just a matterof time before the culture spreads. Though it doesn’t specifically includethe CNG variant yet, the recentannouncement that Fiat’s Doblo vanwill be released under the Dodgename in the US could open the doorfor a CNG model in due course.

BiomethaneAlready mentioned in the motorsports section above, biomethane continues to prove itselfin a variety of applications as theultimate renewable transport fuel.


The strong growth of NGV salesaround the world has not gone unnoticed. I have over the last monthor so seen several commercial offersof NGV sales volume forecasts fromvarious research institutes claimingto have special competence in thisfield. When I look at the bottom linenumbers listed in their advertising I,however, fail to be impressed. The numbers are usually on a farlower level than numbers estimatedby people in the NGV industry (compare recent IGU study). I believeit might be useful to discuss thebasics of forecasting.

Vehicle demandsFirst of all it is essential to study conditions region by region, countryby country, and segment by segment:

® Likely year by year development ofthe total vehicle population

® Age distribution of existing vehiclepopulation

® Expected average life length for existing fleets

® Expected life length for new vehicles

® Resulting year by year new vehicledemands

Fuel optionsSecondly one would study the likelyinterest for different fuel options bothconcerning new vehicle sales, andpossible conversions of existingfleets. This interest is influenced bynumerous factors – additional vehiclecost, fuel costs savings, possiblerestrictions in the use of certain vehicle/fuel/emission combinations,and various incentive schemesfavouring certain combinations. With the possible exception of additional vehicle cost, and fuel costexcluding tax, most of these factorsare a result of political decisions.Predicting the long term developmentof policies is, of course, not an easytask. There are, however, a few rulesof the thumb:

® Sustainably produced renewablefuels will be favoured over otheralternatives

® Low carbon fossil fuels will beincreasingly favoured

® Low emission vehicles will beincreasingly favoured

® Fuel cell vehicles, pure electric vehicles and so called plug-in hybridvehicles are not yet really availableas large scale commercial offers,and we have yet to see how wellthese vehicles will perform considering both cost efficiency anda true LCA based analysis of all sustainability aspects. These solutionsare also not expected to play animportant role in long distancefreight haulage.

® Refining balances will also influence policies (Europe e.g. apartfrom crude oil imports diesel, butexports gasoline).

® Costs for product developmentand unique components will fall withrising volumes (economy of scale).

Market maturityA third aspect would be the level ofmarket maturity. The present totalnumber of vehicles (cars, trucks andbuses) per 1000 inhabitants is arough indicator. A few examples:

Iceland 801, USA 794, Italy 694,Australia 642, Japan 615, Poland447, Thailand 380,Russia 252, Brazil 179, Iran 170,Turkey 134, UAE 125, Egypt 29,China 27, India 13It is not unlikely that the top listingsabove in the future would see aslight decline in the totalvehicle/capita numbers, and that wein most markets in the mid termwould see numbers in the 3-600range. Continued urbanization andimproved public transportation willalso contribute to limit the demandfor passenger cars.

But in countries with yet very low figures the numbers will most likelyincrease at a dramatic speed.

As an example car sales in Chinaare right now at an 80 % higherlevel than last year.

ForecastingMonthly column

Peter Boisen


New vehicle sales projections, also consideringvehicle life lengthFinally, we need to estimate theexpected life length of new vehicles.Whereas cars in the past have hadlifetimes between 10 and 20 years,their life span will, in my opinion, beshortened, not because of deteriorating quality, but as a resultof a very fast technological development meaning a pressure toget rid of less efficient older vehicles.

By 2020 we might potentially have ascenario looking as follows:Very high vehicle density, vehicle life11 years, around 700 vehicles/1000 inhabitantsHigh vehicle density, vehicle life 13years, around 500 vehicles/1000inhabitants.

Moderate vehicle density, vehicle life15 years, around 300 vehicles/1000 inhabitants.Low vehicle density, vehicle life 15years, around 200 vehicles/1000inhabitantsIf we use USA, Poland, Brazil, andChina as examples in each categorywe get the following numbers untilthe end of 2020:

USA vehicle population droppingfrom 241 to 213 million, 200 million of present fleet scrapped,172 million new vehicles sold (15.6 million/year).

Polish vehicle population rising from17 to 20 million, 10 million of present fleet scrapped, 13 millionnew vehicles sold (1.2 million/year).

Brazilian vehicle population risingfrom 35 to 59 million, 16 million ofpresent fleet scrapped, 40 millionnew vehicles sold (3.6 million/year).Numbers are on the low side as Ihave not yet considered the fastgrowth of the human population.

Chinese vehicle population risingfrom 36 to 266 million, 6 million ofpresent fleet scrapped, 260 millionnew vehicles sold (24 million/year).

For Brazil and China please note thata more sophisticated analysis wouldshow gradually increasing annualsales volumes (the numbers 3.6 and24 million vehicles annually are averages). As a comparison expected Chinesecar sales in 2009 are close to 14million vehicles.

SummaryHow will Brazil fuel another 24 million vehicles, and how will Chinafuel another 230 million vehicles?Will China over the next 11 yearsbuild 260 million new vehicles andthen start converting some of themto natural gas propulsion, or will asignificant share of the new vehiclesalready from the start be adapted torun on natural gas (or biomethane)?If hypothetically 38 % of the newcars sold in China were to be powered by methane this alone couldgive 100 million new NGVs until theend of 2020.

What impact will CO2 emissionreduction demands have on the NGVshare in mature vehicle markets?

The availability and cost of differentfuels will obviously have a hugeimpact on future choices of fuellingoptions. International agreements onincreased use of low carbon fuels willfavour natural gas over crude oilbased products. Continued air quality problems indensely populated urban areas willcontinue to favour clean fuels. Allthings considered the NGV businesshas very good prospects.


Commission´s Communication COM(2009) 279/4

Towards EU White Paper on TransportA sustainable future for transport: Towards an integrated, technology-led and user friendly system

Consorzio NGV SystemItalia contribution to aformulation of concretepolicy proposals and tothe subsequent adoption

of a White Paper on the future ofTransport following theCommunication from the EUCommission À sustainable future fortransport: Towards an integrated,technology-led and user friendly system´

NGV System Italia, association of theItalian industry for natural gas vehicles, very much looks forwardthe adoption of a White Paper onthe future of Transport and herebysubmits to the Commission its contribution to the debate, in particular to the par. 3.4(Ìncreasing scarcity of fossil fuels´)and 4.3 (`More environmentally sustainable transport´) of theCommission À sustainable future fortransport: Towards an integrated,technology-led and user friendly system´.

NGV System Italia shares the viewstated in the Communication thatlowering consumption of non renewable resources is essential forall aspects of transport systems andtheir use and that undesired environmental consequences oftransport activity will require furtheraction taken (in particular on noise,air pollutant emissions and greenhouse gas emissions) particularly considering that:

* fleet renewal with new vehicles,preferably powered with alternativefuels, is bridging to a sustainablemobility;

* further infrastructure investmentsfor the development of the refuelingstations of alternative fuels can nolonger be delayed.

From the point of view of the well-to-tank CO2 balance, pollutantsand noise an interesting option forthe transport is provided by the useof biomethane as a fuel, generatedboth by the anaerobic fermentationof organic compounds and/or bythermal gasification of biomass.

After the product has been upgradedto biomethane, by eliminating othergases and all impurities, it can beused directly in the engines or injected in the natural gas grid.Studies show that on the 2030 scenario, biomass could provide acontribution of approximately 15-16% on energy base in theEuropean Union.

Furthermore security of energy supply is an increasing global concern, particularly following recentsurging oil prices and increasing worries about the reliance onimports from less politically stableareas, so there is an evidence thatan efficient Europe-wide productionand distribution of biogas could bepart of the answer.

An Europe-wide biogas-feed-in strategy will result in the creation of2.7 million new jobs within the EU. Employment will be generated mainlyin agriculture, in the manufacture,construction and management of biogas plants and biogas purificationplants. An efficient biogas-feed-instrategy will be built around the concept of 'biogas corridors': suchcorridors consist of biomass plantations established alongside the

pipelines, so that the green gas canbe fed into Europe's main natural gasgrid without the need for additionalpipelines and infrastructures.

In this view biomethane for transportis becoming increasingly interestingas an alternative fuel and for thisreason NGV System Italia asks for astrong political drive to develop biogas and ensure security of energysupply and environmental friendlymid-long term solution for transport.

NGV System Italia has seen that thepotential is anyway remarkable, andfor sure biogas deserves to beincluded in the European transportpolicies framework, besides that ofthe other gas applications in the residential, industry and productivesectors. NGV System Italia has alsoseen that biomethane is an optimum“strategic partner” for CNG, as it isa renewable energy source, whichcan take profit from the same infrastructures.

But it must be also clear that spreadof the use of biomethane in the mid-term is linked to the development today of the natural distribution network of compressednatural gas which is also a fuel gifted

The EU must consider CNG and biomethane/mixtures CNG/H2 as part ofa strategy for sustainable energy and mobility


with environmental friendly characteristics. Compressed natural gas (CNG) is a'clean' gas and a true alternativetoday whose efficiency and reliabilityhave been proven with a very goodperformance in terms of both gasemissions and noise reduction, delivering substantial benefits to thecommunity, including increased energy security.

Furthermore, mixing a controlledquantity of Hydrogen into NaturalGas (CNG/H2 mixtures for InternalCombustion Engines) provides additional benefits in terms of emissions reduction without requiringa ‘revolution’ of the engine system,but only an ‘evolution’ based on theNatural Gas technologies alreadyexisting. Environmental benefits are an addi-tional reduction of CO2 emissions (higher H/C ratio), areduction in THC and CO emissions(higher H/C ratio, reduction in flamequenching phenomena) and potentialincreasing in engine efficiency (highercombustion speed).

All by using the technology developedwithin CNG applications, promoting

even cleaner solutions such a biomethane an mixtures naturalgas/hydrogen and the reasons whypoliticians and decision makers atthe national and EU level must besensitive to this theme and considerCNG and biomethane/mixturesCNG/H2 must be part of the EUstrategy for sustainable energy andmobility for Europe.

the use of CNG/H2 blends mayspeed up the process to develop thefuture Hydrogen scenario, boostingthe production and distribution pathway as well as the specific regulations and service rules.

It has been above-reported theimportance to promote CNG asalternative fuels and as a bridge to

Biomethane is an optimum “strategic partner” for CNG

Visit us on the ANGVA Exhibition in Donghae, Korea, 27th - 29th October 2009 at the stand of our Korean Agency "NGVI" booth no. 100 and 101.

Leading type 4 cylinder technology

and complete storage systems

• Transit busses, trucks and passenger cars

• Gas transportation and stationary storage

• CNG and hydrogen

COMPOSITES MOVE MORE GAS

www.rafs.no


Il variatored’anticipo, ildispositivo

che segnato uno spartiacque nellastoria della conversione delle vetturea Metano, compie 25 anni. La suainvenzione, avvenuta nel 1984 adopera dell’azienda italiana AEBAlternative Fuel Electronics, hadeterminato un cambiamento radicale per gli utilizzatori di vetturea Metano.

Prima dell’avvento del variatore d’anticipo infatti, per consentire l’utilizzo della vettura con il Metano,si agiva manualmente su alcuni organi meccanici del motore perpoterne anticipare il punto d’accensione: se da una parte questa operazione migliorava il funzionamento a gas, dall’altra peggiorava quello a benzina. Il variatore invece, grazie all’utilizzodell’elettronica, consente in manieradel tutto automatica di anticipare ilpunto di accensione durante il funzionamento a gas, mentre lo ripristina durante il funzionamento abenzina, garantendo sempre almotore la massima efficienza.

Dalla loro invenzione, la storia deivariatori è stata caratterizzata dauna lunga serie di innovazioni e dall’applicazione di tecnologie semprepiù avanzate, che hanno fatto di tali prodotti una serie di strumentisempre all’avanguardia: la loro evoluzione va di pari passo con latecnologia applicata ai sistemi diaccensione del motore.

Uno dei primi variatori ad essererealizzato, quando l’accensione eraancora tutta meccanica (a puntine),è stato l’AEB501. Quando le puntinevengono sostituite dai transistor el’accensione da meccanica diventaelettronica, nascono nuove famigliedi variatori, per segnali ad alta tensione (di questi il JOKER-N e ilWOLF-N sono ancora in commercio)e bassa tensione (il DIS 92 e tutta lafamiglia MASTER): è a questi variatori che ci si riferisce quando siparla di “prima generazione”.

E’ databile alla fine degli anni ’80anche l’invenzione dei dispositivi MAP,che tuttavia meritano un discorso aparte: proprio a causa dell’evoluzioneche ha caratterizzato i variatori,

attualmente devono essere considerati soltanto come emulatori.Infatti, la loro funzione principale èquella di leggere il segnale MAP eportarlo in uscita alterandolo, inmodo che l’anticipo dato dalla centralina originale benzina della vettura ne migliori il funzionamento agas.

L’alterazione consiste essenzialmente in una variazione dell’anticipo di alcuni gradi (2°-4°circa) per un tempo limitato (duranteil transitorio).

Per sua stessa natura, l’emulatoreMAP non si può adattare alla vetturasulla quale viene installato e l’anticipoche esso applica non può essere nécontrollato né variato. La sua unicafunzione è quella di intervenire incaso di variazioni molto rilevanti (peresempio accelerazioni brusche): in

tutti gli altri casi non si attiva. Per tutti questi motivi non si puòconsiderare il MAP un variatore: atutti gli effetti esso fa parte dellacategoria degli emulatori.

La seconda generazione di variatoriè come sempre legata all’evoluzionedel sistema dell’accensione, che elimina il suo ultimo componentemeccanico: lo spinterogeno.

L’accensione diventa statica e la centralina elettronica della vetturaviene collegata a un sensore di giri ePMS: in questo modo il segnalegenerato diventa induttivo o ad effetto Hall. E’ a questa evoluzioneche si lega l’invenzione del celebrevariatore PICK UP (AEB510) che

Buon compleanno variatore d’anticipo

Primo variatore AEB 501

Variatori di 4ª generazione AEB 518N


consente, come i variatori Master, di selezionare i gradi di anticipo forniti e di escludere l’anticipo alminimo, ripristinando i gradi originalidurante il funzionamento benzina:d’ora in poi queste funzioni diventeranno uno standard per tutti isuccessivi variatori.

Tuttavia questa seconda generazionedi variatori ha un forte limite: la loroprogrammazione è fissa e non puòessere adattata in modo specifico aduna particolare vettura. Questoempasse è stato superato con laterza generazione di variatori: i variatori riprogrammabili.

I modelli più conosciuti tra i variatoririprogrammabili sono l’AEB510N el’AEB511N; essi sono applicabili didefault ad un numero più o menoampio di vetture ma, grazie appuntoalla loro riprogrammabilità, questonumero si incrementa notevolmente.

Il loro firmware infatti può esseresostituito direttamente dall’installatore nel caso di vetturediverse da quelle standard, grazie adun semplice kit di riprogrammazione.La riprogrammazione dell’anticipo(variazione di 6, 9, 12 o 15°) variain base ovviamente al tipo di carburante alternativo utilizzato edalle caratteristiche della vettura.

La corretta gestione dell’anticipo ègarantita dal fatto che il variatorelegge e conseguentemente modificadirettamente il segnale che provienedal sensore di PMS, interponendositra il sensore stesso e la centralinaoriginale. L’installatore inoltre, pergarantire la stabilità dei giri al minimo ed un funzionamento ottimale, può escludere l’anticipo alminimo; ciò si ottiene semplicementecollegando il segnale TPS ed agendosu un trimmer, al fine di impostarela soglia minima di anticipo.

La differenza principale tra i modelliAEB510N e AEB511N consiste nelfatto che il primo legge un segnaleinduttivo e il secondo uno di tipoeffetto Hall. Nella terza generazionedi variatori rientra anche l’AEB515N,progettato per vetture con un segnale ad effetto Hall e modulo diaccensione.

Con questi 3 modelli di variatoriviene coperto quasi l’80% delle vetture in commercio.

E’ però con la quarta generazione di

variatori che otteniamo la coperturaquasi completa del parco circolante:i modelli AEB516N e AEB518N nesono i capostipiti. La loro caratteristica principale restala riprogrammabilità, ma tale funzione avviene più velocementerispetto ai variatori della generazione precedente (qualche secondo controun paio di minuti di media): oltre aduna configurazione di base che copreun ampio numero di vetture ne possono essere aggiunte infinitealtre. Basta un semplice oscilloscopio per rilevare le formed’onda che permettono l’elaborazionedi una nuova configurazione specifica, che può essere scaricatanella centralina grazie al kit di riprogrammazione.

La loro aggiornabilità è costante, inquanto può essere rilevata la configurazione di tutte le vettureattuali e future: oltre alle singole configurazioni, anche il firmware può

essere costantemente aggiornato,per aggiungere funzionalità semprenuove. C’è un altro fattore però checontribuisce al raggiungimento diuna flessibilità così elevata: la maggiore potenza dell’elettronicaapplicata a questa tipologia di variatori.

Infatti l’AEB516N legge un segnaleinduttivo e fino a 2 segnali ad effettoHall, mentre l’AEB518N legge 2segnali ad effetto Hall: è grazie a queste caratteristiche chequesti 2 soli variatori possono sostituire integralmente tutti i variatori della generazione precedente. Rispetto ai modelli diterza generazione, si può inoltre evitare di collegare questi 2 nuovivariatori al TPS, perché agendo suun trimmer è possibile togliere l’anticipo al di sotto del 1250 giri.

L’anticipo inoltre è più flessibile: puòessere generato anche in base alcarico motore e non solo al numerodi giri.Per tutte queste ragioni i variatoridella quarta generazione, e in particolare l’AEB516N, possonoessere considerati come variatoriuniversali.

Ma la storia dei variatori d’anticiponon può assolutamente ritenersi conclusa: attualmente l’obiettivoprincipale è quello di aumentarneancora di più la flessibilità e l’efficienza. Si apre dunque la stradaai variatori di quinta generazione,caratteristiche di autoadattativitàrispetto alle differenti tipologie di vetture presenti sul mercato.

Vista aerea dello stabilimento produttivo AEB


The timingadvanceprocessor, the

device that has been a watershed inthe history of converting cars toNatural Gas, is celebrating its 25thbirthday. Invented by AEB AlternativeFuel Electronics of Italy in 1984, ithas led to a radical change in theuse of vehicles powered by NaturalGas.

Before the timing advance processorwas invented, some of the mechanical parts of the engine hadto be manually modified to anticipateits ignition point, so that the vehiclecould use Natural Gas. Although thisdid actually improve running onNatural Gas, it also worsened running on petrol. The timingadvance processor, on the otherhand, uses electronics to anticipatethe ignition point in a completelyautomatic way while running on gasand restore it to its original settingwhen the vehicle is running onpetrol, thus ensuring that the engineconsistently performs with maximumefficiency.

Ever since such processors wereinvented, they have been improvedwith an extensive series of innovations and increasinglyadvanced technology. As a result,these devices have always been onthe cutting edge in their field. Their development has gone hand-in-hand with the technologyused in engine ignition systems.

One of the first timing advanceprocessors ever built - when ignitionwas still completely mechanical(using ignition points) - was theAEB501. When points werereplaced by transistors and mechanical ignition became electronic, new families of processors were developed for high-voltage signals (of these, theJOKER-N and WOLF-N are still beingsold) and low-voltage signals (the DIS92 and the entire MASTER family).These timing advance processorsare called “first generation”.

Also dating back to the 1980s is theinvention of MAP devices, whichdeserve to be discussed separately.

Paradoxically, because timingadvance processors had been developed and refined, at this pointthey had to be viewed only as emulators, since their main functionwas to read the MAP signal andprocess it so that the advanceapplied by the original petrol ECUwould improve operation with NaturalGas. This processing essentiallyinvolved varying the advance by a fewdegrees (approx. 2°-4°) for a limitedperiod (during the transient phase ofoperation).

By nature, a MAP emulator cannotbe adapted to different vehicles, andthe advance it applies cannot be controlled or modified. Its only function is to operate only whenlarge variations are required (duringsudden acceleration, for example).

In all other cases, it is inactive. Forthese reasons, the MAP cannot beconsidered to be a timing advanceprocessor; for all intents and purposes, it is an emulator.

The second generation of processorsagain came about in response todevelopments in ignition systems,which finally shed their last mechanical component: the distributor.Ignition became static, and the

vehicle’s ECU was connected to rpmand TDC sensors. As a result, thesignal that was generated becamean inductive or Hall effect signal.This development resulted in the

Happy birthday to the timingadvance processor

4th generation timing advance processor -AEB518N

First timing advance processor -AEB501


invention of the famous pickupprocessor (AEB510), which (likemaster processors) permits theselection of the degrees of advanceit provides and excludes advance attickover, while still restoring the original degrees of advance whenrunning on petrol. From that pointon, these functions would becomestandard on all future processors.

However, the second generation ofprocessors had a serious limitation:their programming was permanentand could not be specifically adaptedto a particular vehicle. The problemwas overcome with the third generationof processors called: reprogrammabletiming advance processors.

The best known models of reprogrammable processors are theAEB510N and the AEB511N, whosedefault applications include a ratherwide range of vehicles. And sincethey are reprogrammable, the rangecan be increased even further.Thanks to a simple reprogrammingkit, the firmware can in fact bereplaced directly by the installer ifthe vehicle is not a standard model.Reprogramming the advance (by 6,9, 12 or 15°) obviously variesdepending on the type of alternativefuel used and to suit the characteristics of the vehicle.

This processor adjusts the advancecorrectly because the unit reads andthen directly modifies the signal itreceives from the TDC sensor, thusacting as an intermediary betweenthe sensor and the original ECU.Moreover, to ensure optimum performance and also stable rpm attick-over, the installer can excludeadvance at tickover, which is accomplished simply by connectingthe TPS signal and adjusting a trimmer to set a minimum thresholdfor the advance.

The main difference between theAEB510N and the AEB511N is thatthe former reads an inductive signaland the latter detects a Hall effectsignal. The AEB515N is also a third-generation timing advanceprocessor. It is designed for carswith a Hall effect signal and an ignition module.

These three models of processorscover almost 80% of all the vehicleson the market.

The fourth generation of processors

closes this gap and covers almost allthe vehicles currently on the road;the AEB516N and the AEB518N arethe first fourth-generation models tobe developed. Their most importantfeature is still the fact that they canbe reprogrammed, but the relativeprocedure is quicker than withprocessors of the previous generation (a few seconds as compared with a few minutes, onaverage).

What's more, their standard configuration covers a broader rangeof vehicles, and an infinite number ofothers can be added. All that isneeded is an ordinary oscilloscope tomeasure the wave shapes that allowthe processing of a new specific configuration which can be downloaded into the ECU, thanks toa reprogramming kit. These timing advance processorscan be updated since the configuration of all current andfuture vehicles can be determined.

Besides the single configurations,the firmware can also be updated toadd new functions and capabilities.However, another factor has helpedattain such a high degree of flexibility: the higher power electronics used for this type ofprocessors. In fact, the AEB516Ncan read an inductive signal and upto two Hall effect signals, while theAEB518N reads two Hall effect signals. Thanks to these characteristics, only 2 of theseprocessors can completely replaceall the previous generation processors. Unlike third-generationmodels, it is not necessary to connect either of the new processors to the TPS: by means ofa trimmer, timing advance can beremoved below 1250 rpm. Theadvance is also more flexible; it caneven be varied as a function ofengine load and not only accordingto rpm.

For all these reasons, fourth-generation processors – andthe AEB516N in particular – can beconsidered to be universalprocessors.

The history of timing advanceprocessors can in no way be considered to be over. At present, the main goal is toincrease flexibility and efficiency evenmore. The door is thus being openedto the fifth generation of processors,which can adapt themselves automatically to the different types ofvehicles on the market.


News,News, Products,Products, TechnologyTechnologyBRC FuelmakerBRC Gas Equipment, società italianaleader nella produzione e commercializzazione di componenti eimpianti a gas metano e GPL perautotrazione, ha recentemente consolidato la propria presenza nelcampo dei compressori metanoacquisendo lo scorso maggio lasocietà canadese Fuel Maker, produttrice di una gamma completadi compressori domestici di metanodi varie dimensioni e portate, chepermettono il rifornimento delle autovetture direttamente presso leabitazioni private. Gli asset e la tecnologia dell'aziendaCanadese sono stati trasferiti pressola sede italiana BRC in uno stabilimento dedicato costruito appositamente per questa attività.Sotto il nuovo marchio BRCFuelMaker, la linea di prodotti continua ad essere rappresentata daPhill e FMQ 2.5. Phill è il primoapparecchio progettato e prodotto inserie per rifornire direttamente dallarete cittadina tutte le automobili alimentate a metano. Phill porta ilmarchio CE ed e certificato IMQsecondo la direttiva Macchine98/37/CE.

FMQ 2.5, commercializzato ormaida più di 15 anni in tutto il mondo,risponde invece soprattutto all'esigenza di rifornire più mezzi

contemporaneamente, come nelcaso di piccole e medie flotte di automezzi privati e pubblici. BRC integra così l’offerta già esistente di compressori di metanodestinati alle stazioni di rifornimentostradali con la nuova gamma di prodotti specifica per le applicazionidomestiche. Le potenzialità dei nuovi

prodotti sono molteplici: la semplicità di utilizzo, l’affidabilità e lacomodità derivante dalla direttadisponibilità di rifornimento di metano presso la propria abitazione rendono Phill e FMQ 2.5 la soluzione ideale per risparmiare nel rispetto della filosofia BRC e dell’ambiente che ci circonda.

BRC Gas Equipment, Italian leaderin the world of automotive CNG andLPG conversion systems and components, recently strengthenedits own presence in the field ofCNG compressors through theacquisition of the Canadian FuelMaker, a company manufacturing acomplete range of domestic CNGcompressors having differentdimensions and flows, allowing thefilling of private vehicles directly inthe home garage.

All assets and technology wasmoved from Canada to BRC Italy ina dedicated new plant suitably builtfor the new activity. Rebranded asBRC FuelMaker, the product line continues to be represented by Philland FMQ 2.5. Phill is the firstmachine planned and manufactured

for refuelling CNG vehicles directlyfrom the home methane pipeline.Phill is CE marked and IMQ certificated according to98/37/CE Machine Directive. FMQ 2.5, sold all over the worldfor more than 15 years, is the perfect answer for small to medium private and public fleets ofvehicles needing a contemporaneous refuelling.

BRC integrates so the already existing CNG compressor line forrefuelling stations with this new product for the domestic use, having a big potential: it’s easy-to-use, reliable and comfortable thanks tothe direct refuelling at home. Philland FMQ 2.5 are so the perfectsolution for saving, respecting BRCphilosophy and environment.

Il presidente della BRC Mariano Costamagna insieme ai relatori del convegno"BRC FuelMaker" tenutosi a Cherasco nell'ambito di Expo Energie Rinnovabili eSostenibili 2009.


News,News, Products,Products, TechnologyTechnologyFirst public appearance of the Greener Cities GroupGreenercities is an International Project dedicated specifically to NGV development in the public transportation segment.

Their initiators are high-profile companies currently operating in the marketplace:Cavagna Group; Fornovogas; Metatron;Ragasco and Raufoss.

The Project was launched on the occasion ofBus&Bus’ event, held on last 18-21 November in Fiera Verona, Italy. The Group was present with an important booth and also organized aForum given by high-level speakers, among others: Peter Boisen, former NGVA Europe Chair; Manuel Lage, NGVA Europe GeneralManager; Massimo Ferrera, Director of FiatPowertrain Technologies; Michele Ziosi, Director of NGV System Italia; Juan Del Olmo,Responsible of buses of EMT –Madrid Transport Public Company; Ezio Volpi, former Director of Fiat PowertrainTechnologies; Bruno Decio, now Greenercities Consultantand until last June Director of the MilanTransport Company and Antonio Piovesan fromATV, the Verona Public Transport Company. l. to r.: Peter Boisen, Manuel Lage and Massimo Ferrera


News,News, Products,Products, TechnologyTechnologyMultitubes – Zapp reliable piping systems for CNG stationsSince years, Multitubes are used as reliable piping systems to connect the storage-bottles with the dispenser of a CNG station. All major European manufacturers of compressors are using these cost efficient tubes. The system is maintenance free and wellprotected against mechanical damage, abrasion and corrosion. The admitted design pressure is 300 bar oreven more, depending on the selected dimension. Thesize range goes from OD 6 mm up to OD 25 mm.Simple and quick installation in long units (up to 1000 m)will lower your costs, says Thomas Domke, ProductManager Stainless Steel-Specialty Materials from RobertZapp Werkstofftechink. He also states no conduit needed.

All tubes are approved by third-party survey organizationslike TUV or LRS. Pressure test and certification are conducted directly after production. No additional pressure test is necessary after installation.

The Zapp Group is now looking back over a 300 year history. Today the company benefits by having productionlocations in the United States and Germany with a salesorganization operating worldwide. Zapp is a world classsupplier of semi finished products specializing in StainlessSteel and High Performance Alloys.More info: www.zapp.com Contact: [email protected]

Italy: The top ten best-sellingOEM NGVs

September 2009 January-September 2009

1 Fiat Panda 5900 1 Fiat Panda 49118

2 Fiat Punto 2829 2 Fiat Punto 33509

3 Citroën C3 356 3 Fiat Multipla 4289

4 Opel Zafira 229 4 Opel Zafira 2607

5 Fiat Multipla 212 5 Citroën C3 2286

6 VW Touran 149 6 VW Touran 1390

7 VW Passat 124 7 VW Passat 900

8 Mercedes 'B' 98 8 Citroën C4 806

9 Citroën C4 86 9 Mercedes 'B' 617

10 Fiat Doblo 25 10 Fiat Doblo 407


Notes The column 'theoretical monthly consumption' is calculating total monthly consumption if cars consume 180, buses3000, trucks 800, and other vehicles 50 Nm3 per month. There is, of course, a huge difference between different truck types.A 44 ton truck may consume up to 8000 (not 800) Nm3 per month. The final column compares this number with the reportedconsumption (if available), otherwise shown as 0 %. Figures far below 100 % might indicate that the true fleet of vehicles islower than reported, alternatively that vehicles reported as trucks or buses are light/medium duty vehicles. Bulgaria plans tobuild 18 more CNGs tations, of which 15 of those will be private stations. As in November 2008, 146,235 NGVs consist ofjeeps, cars and minuses plus 12,000 taxis, 25,773 auto-rickshaws, and heavy-duty buses have been registered in Bangladesh.About 30-50,000 more (including converted trucks) are still to be registered. From 146,235 vehicels, about 41,000 NGVswere imported as either OEM or retrofitted NGVs. In the other vehicles section, Czech Rep.ublic has 19 forklifts and 2 iceresurfacers, New Zealand has 6 tractors, 3 motorbikes, 12 motorcaravans, and 16 forklifts. China has 20,000 NG trucks and"other" types of vehicles. Italy has 3,5000 HD NGVs, of which around 2/3 are buses and 1/3 consist of trucks. In 2009, moremethane daughter refueling stations will be constructed in 21 new cities. Currently, already 58 cities have NG refuelling facilitiesof which 16 cities have connection to the natural gas pipelines. Switzerland has 100 NG forklifts. Twenty-one public refuellingstations are planned to be built. Singapore has 2,444 private bi-fuel cars plus 978 taxis by Febraury 2009. As of December2008, the Netherlands plans to build 31 CNG stations in various provinces and 30 more will be built by private sector in 2009.Additionally, 1 public LNG station is planned to be constructed in 2009. Russia has 3 forklifts, 15 tractors, and 2 locomotivespowered by NG. Already including in Russian's total NG stations are 2 public and 1 private LNG stations.Of the total 33 stations, United Kingdom has 1 LCNG public refuelling station, 10 public and 8 private stations. The rest are CNG stations (oneopen for public). According to the early 2009 plan, 3 CNG stations would be closed soon.

Worldwide NGV statistics

Rough estimate due tolack of precise data inmany marketsNm3: Normal cubicmetreTWh: Terawatt hours(10^18 Watt)PJ: Peta-Joule (10^15Joules)Mtoe: Million tonnes ofoil equivalent

Probable annual magnitude of worldconsumption of methane as a vehicle fuel

BillionNm3 TWh PJ Mtoe %

Total 35,4 353 1272 30,4 100,0Cars 22,3 223 803 19,2 63,1Buses 11,3 112 405 9,7 31,8Trucks 1,8 17 63 1,5 4,0Other 0,0 0 1 0,0 0,1

Country

Natural Gas Vehicles NGV Refuelling stations

VRA

Monthly gas consumption (M Nm3)

Last updateTotal Cars/LDVs MD/HDBuses

MD/HDTrucks Others

% of totalNGVs inthe world

Total Public Private Planned% of total

fuelling sta-tions in the

world

Average consumption

(actual report)

The consump-tion in theory

Reportedconsumption

Pakistan 2.250.100 2.200.000 100 50.000 20.66% 3.000 3.000 1.002 18.43% 398,80 0,0% September 2009Argentina 1.793.449 1.793.449 16.47% 1.835 1.835 11.27% 32 220,91 322,82 68,4% August 2009Iran 1.638.284 1.632.313 5.971 15.04% 981 957 24 884 6.03% 177,00 311,73 56,8% October 2009Brazil 1.614.404 1.614.404 14.82% 1.769 1.769 10.87% 7 164,60 290,59 56,6% October 2009India 700.000 680.380 12.000 715 6.905 6.43% 500 181 319 3.07% 52,00 159,39 32,6% April 2009Italy 587.577 584.577 2.000 1.000 5.40% 732 690 42 80 4.50% 199 49,00 112,02 43,7% June 2009China 500.000 320.000 150.000 30.000 4.59% 1.339 1.140 199 230 8.23% 9 531,60 0,0% October 2009Colombia 296.261 272.801 13.800 9.660 2.72% 458 458 2.81% 3 45,00 98,23 45,8% July 2009Bangladesh 180.000 168.412 3.233 8.355 1.65% 463 463 2.84% 13 21,36 46,70 45,7% October 2009Thailand 158.002 127.786 11.065 17.473 1.678 1.45% 369 344 25 36 2.27% 0 70,26 0,0% November 2009Ukraine 120.000 60.000 30.500 29.500 1.10% 224 204 20 1.38% 8 46,00 125,90 36,5% December 2007Bolivia 122.812 122.812 1.13% 128 128 0.79% 46 26,28 22,11 118,9% May 2009Egypt 110.100 107.442 1.209 708 741 1.01% 119 115 4 16 0.73% 33,90 23,57 143,8% June 2009Russia 103.000 60.000 8.000 35.000 0.95% 226 201 25 1.39% 12 26,79 62,80 42,7% December 2008Armenia 101.352 69.971 9.831 19.626 1.924 0.93% 275 9 266 14 1.69% 28,50 57,88 49,2% September 2009USA 100.000 86.500 11.000 2.500 0.92% 816 816 5.01% 4.747 55,00 50,57 108,8% September 2008Germany 77.000 72127 1513 3324 36 0.71% 835 835 150 5.13% 823 10,76 20,18 53,3% June 2009Peru 73.839 73.828 11 0.68% 77 77 0.47% 8,18 13,32 61,4% August 2009Bulgaria 60.236 60.000 216 20 0.55% 76 75 1 13 0.47% 13,00 11,46 113,4% September 2009Uzbekistan 47.000 47.000 0.43% 43 43 0.26% 4,25 8,46 50,2% December 2007Malaysia 41.921 41.442 465 14 0.38% 128 126 2 0.79% 10 8,87 0,0% November 2009Japan 38.042 14.587 1.467 20.566 1.422 0.35% 344 293 51 2.11% 672 23,55 0,0% September 2009Myanmar 22.821 4.527 18.290 4 0.21% 37 37 0.23% 55,69 0,0% October 2008Korea 24.358 1.183 22.416 758 1 0.22% 157 157 5 0.96% 13 81,68 68,07 120,0% October 2009Sweden 18.579 17.396 810 372 1 0.17% 133 101 32 55 0.82% 21 5,12 5,86 87,4% June 2009France 12.450 9.500 2.100 850 0.11% 125 15 110 0.77% 1.290 8,69 0,0% December 2008Canada 12.140 9.500 240 0 2.400 0.11% 101 85 16 0.62% 3.789 2,55 0,0% December 2007Tajikistan 10.600 10.600 0.10% 53 53 0.33% 4,13 1,91 216,5% December 2007Chile 8.064 8.055 9 0.07% 15 15 0.09% 1 3,20 1,48 216,7% December 2007Switzerland 7.600 7355 131 54 60 0.07% 117 114 3 15 0.72% 117 10,06 1,76 570,5% June 2009Kyrgyzstan 6.000 6.000 0.06% 6 6 0.04% 0,60 1,08 55,6% December 2007Belarus 5.500 5.500 0.05% 25 25 0.15% 3,00 0,99 303,0% December 2007Moldova 5.000 5.000 0.05% 14 14 0.09% 1,00 0,90 111,1% December 2007Venezuela 4.200 4.200 0.04% 124 124 0.76% 8,15 0,76 1078,0% November 2008Austria 4.637 4.597 34 6 0.04% 197 149 48 15 1.21% 58 0,50 0,93 53,5% July 2008Singapore 4.499 4.461 23 15 0.04% 5 5 0.03% 0,88 0,0% September 2009Trinidad & Tobago 3.500 3.500 0.03% 13 12 1 0.08% 0,80 0,63 127,0% December 2006Turkey 3.056 2.564 492 0.03% 9 5 4 0.06% 35 0,40 1,94 20,6% July 2008Mexico 3.037 3.037 0.03% 8 8 0.05% 22 0,02 0,55 3,7% November 2008Georgia 3.000 3.000 0.03% 42 42 0.26% 0,54 0,0% January 2008Indonesia 2.550 1.755 335 210 250 0.02% 9 9 0.06% 1,50 0,0% December 2008Australia 2.825 100 1.700 275 750 0.03% 47 4 43 39 0.29% 130 5,38 0,0% November 2009Netherlands 2.032 1.350 542 140 0,00% 51 35 16 32 0.31% 558 1,98 0,0% November 2009Poland 2.106 1.502 300 4 300 0.02% 33 32 1 0.20% 49 1,19 0,0% August 2009Spain 1.863 213 847 760 43 0.02% 42 1 41 0.26% 21 3,52 3,19 110,5% December 2008Czech Republic 1.580 1.279 244 17 40 0.01% 35 20 15 0.22% 60 0,45 0,98 46,0% June 2009Slovakia 564 228 305 31 0.01% 7 5 2 4 0.04% 0,75 0,98 76,5% April 2009Latvia 500 30 10 187 273 0,00% 4 4 0.02% 11 0,23 0,0% December 2007Greece 520 0 414 106 0,00% 2 2 1 0.01% 1,33 0,0% August 2009Portugal 407 44 334 29 0,00% 5 1 4 0.03% 1,03 0,0% December 2008Finland 542 420 105 15 2 0,00% 13 12 1 5 0.08% 10 0,49 0,40 121,7% June 2009Serbia 326 320 6 0,00% 5 4 1 0.03% 0,015 0,08 19,8% April 2009United Arab Emirates 305 305 0 0 0,00% 2 1 1 0.01% 1 0,05 0,0% March 2007United Kingdom 294 4 217 73 0,00% 33 12 21 0.20% 115 0,40 0,18 224,8% December 2008New Zealand 283 180 66 37 0,00% 14 14 0.09% 0,23 0,0% March 2007Norway 311 150 138 7 16 0,00% 8 5 3 0.05% 0,45 0,0% June 2009Luxembourg 203 167 36 0,00% 7 5 2 0.04% 2 0,06 0,14 40,2% July 2009Belgium 143 143 0,00% 9 4 5 0.06% 60 0,03 0,0% December 2008Lithuania 133 56 77 0,00% 2 1 1 10 0.01% 20 0,130 0,24 53,9% June 2009Croatia 130 92 30 8 0,00% 1 1 0.01% 0,013 0,04 31,7% April 2009Algeria 125 125 0,00% 3 3 0.02% 0,02 0,0% October 2004Iceland 120 101 2 17 0,00% 2 2 1 0,01% 0,04 0,04 103,2% September 2009Lichtenstein 101 72 28 1 0,00% 3 3 0,02% 0,10 0,0% December 2008Hungary 72 30 42 0,00% 4 1 3 0,02% 12 0,12 0,13 95,1% December 2008Nigeria 60 60 0,00% 2 2 0,01% 0,01 0,0% May 2005Macedonia 50 7 43 0,00% 1 1 0,01% 0,02 0,13 15,4% March 2007Philippines 36 11 25 0,00% 3 1 2 0,02% 0,08 0,0% February 2006Tunesia 34 32 2 0,00% 1 1 0,01% 0,01 0,0% October 2007Ecuador 40 40 0,00% 1 1 0,01 0,0% May 2009Panama 15 15 0,00% 0,00% November 2008Bosnia & Herzegovina 7 7 0,00% 3 0 3 0,02% 2 0,00 0,0% December 2007Montenegro 0,00% 1 1 0,01% 0,00 0,0% March 2006Estonia 4 4 0,00% 1 1 0,01% 0,00 0,0% December 2008Taiwan 4 4 0,00% 1 1 0,01% 0,01 0,0% April 2005Mozambique 4 4 0,00% 1 1 0,01% 0,01 0,0% May 2007Tanzania 3 3 0,00% 0,00% 0,00 0,0% July 2007Vietnam 2 2 0,00% 1 1 0,01% January2009Ireland 2 2 0,00% 1 1 0,01% 1 0,00 0,0% October2008Dominican Republic 1 1 0,00% 1 0,01% 0,00 0,0% May2007Total 10.890.717 10.328.654 312.537 182.566 66.960 16.278 14.900 1.378 2.607 12.979 1.107,20 2.946,20 37,6% November2009


Cities with CNG refuelling stations

Europe Worlwide

www.ngvgroup.com • Visit the biggest NGV portal in the world

Country's share of the world's total NGVs and fuelling stations

1.217

CountryNatural Gas Vehicles Refuelling stations

Last updateTotal

% of total NGVsin the world

Total% of total fuelling

stations in the worldPakistan 2.250.100 20.66% 3.000 18.43% September 2009Argentina 1.793.449 16.47% 1.835 11.27% August 2009Iran 1.638.284 15.04% 981 6.03% October 2009Brazil 1.614.404 14.82% 1.769 10.87% October 2009India 700.000 6.43% 500 3.07% April 2009Italy 587.577 5.40% 732 4.50% June 2009China 500.000 4.59% 1.339 8.23% October 2009Colombia 296.261 2.72% 458 2.81% July 2009Bangladesh 180.000 1.65% 463 2.84% October 2009Thailand 158.002 1.45% 369 2.27% November 2009Ukraine 120.000 1.10% 224 1.38% December 2007Bolivia 122.812 1.13% 128 0.79% May 2009Egypt 110.100 1.01% 119 0.73% June 2009Russia 103.000 0.95% 226 1.39% December 2008Armenia 101.352 0.93% 275 1.69% September 2009USA 100.000 0.92% 816 5.01% September 2008Germany 77.000 0.71% 835 5.13% June 2009Peru 73.839 0.68% 77 0.47% August 2009Bulgaria 60.236 0.55% 76 0.47% September 2009Uzbekistan 47.000 0.43% 43 0.26% December 2007Malaysia 41.921 0.38% 128 0.79% November 2009Japan 38.042 0.35% 344 2.11% September 2009Myanmar 22.821 0.21% 37 0.23% October 2008Korea 24.358 0.22% 157 0.96% October 2009Sweden 18.579 0.17% 133 0.82% June 2009France 12.450 0.11% 125 0.77% December 2008Canada 12.140 0.11% 101 0.62% December 2007Tajikistan 10.600 0.10% 53 0.33% December 2007Chile 8.064 0.07% 15 0.09% December 2007Switzerland 7.600 0.07% 117 0.72% June 2009Kyrgyzstan 6.000 0.06% 6 0.04% December 2007Belarus 5.500 0.05% 25 0.15% December 2007Moldova 5.000 0.05% 14 0.09% December 2007Venezuela 4.200 0.04% 124 0.76% November 2008Austria 4.637 0.04% 197 1.21% July 2008Singapore 4.499 0.04% 5 0.03% September 2009Trinidad & Tobago 3.500 0.03% 13 0.08% December 2006Turkey 3.056 0.03% 9 0.06% July 2008Mexico 3.037 0.03% 8 0.05% November 2008Georgia 3.000 0.03% 42 0.26% January 2008Indonesia 2.550 0.02% 9 0.06% December 2008Australia 2.825 0.03% 47 0.29% November 2009Netherlands 2.032 0.00% 51 0.31% November 2009Poland 2.106 0.02% 33 0.20% August 2009Spain 1.863 0.02% 42 0.26% December 2008Czech Republic 1.580 0.01% 35 0.22% June 2009Slovakia 564 0.01% 7 0.04% April 2009Latvia 500 0.00% 4 0.02% December 2007Greece 520 0.00% 2 0.01% August 2009Portugal 407 0.00% 5 0.03% December 2008Finland 542 0.00% 13 0.08% June 2009Serbia 326 0.00% 5 0.03% April 2009United Arab Emirates 305 0.00% 2 0.01% March 2007United Kingdom 294 0.00% 33 0.20% December 2008New Zealand 283 0.00% 14 0.09% March 2007Norway 311 0.00% 8 0.05% June 2009Luxembourg 203 0.00% 7 0.04% July 2009Belgium 143 0.00% 9 0.06% December 2008Lithuania 133 0.00% 2 0.01% June 2009Croatia 130 0.00% 1 0.00% April 2009Algeria 125 0.00% 3 0.02% October 2004Iceland 120 0.00% 2 0.01% September 2009Lichtenstein 101 0.00% 3 0.02% December 2008Hungary 72 0.00% 4 0.02% December 2008Nigeria 60 0.00% 2 0.01% May 2005Macedonia 50 0.00% 1 0.00% March 2007Philippines 36 0.00% 3 0.02% February 2006Tunesia 34 0.00% 1 0.00% October 2007Ecuador 40 0.00% 1 0.00% May 2009Panama 15 0.00% 0.00% November 2008Bosnia & Herzegovina 7 0.00% 3 0.02% December 2007Montenegro 0.00% 1 0.00% March 2006Estonia 4 0.00% 1 0.00% December 2008Taiwan 4 0.00% 1 0.00% April 2005Mozambique 4 0.00% 1 0.00% May 2007Tanzania 3 0.00% 0.00% July 2007Vietnam 2 0.00% 1 0.00% January 2009Ireland 2 0.00% 1 0.00% October 2008Total 10.514.612 15.926 August 2009

Country Number of cities Last updateGermany 530 Dec. '06

Argentina 324 Feb. '09

Brazil 290 Oct. '09

Iran 251 Oct. '08

Russia 172 Aug. '07

Italy 150 Dec. '06

Austria 95 Jan. '09

China 74 Sept. '04

Sweden 63 Jun. '09

Colombia 59 Dec. '08

Pakistan 50 Apr. '08

Thailand 39 Aug '08

Armenia 37 Mar. '08

Bulgaria 36 Sep. '09

Korea 34 May. '05

Venezuela 26 Nov. '08

France 26 Aug. '02

Switzerland 21 Dec. '08

Czech Republic 17 Oct. '08

Netherlands 16 Dec. '08

Egypt 16 Apr '06

Spain 13 Jan. '06

Trinidad & Tobago 11 Dec. '07

India 8 Oct.' 06

Bangladesh 8 Nov. '05

Slovakia 7 Apr. 09

Finland 7 Dec. '07

Malaysia 6 Oct. '06

Bolivia 6 Apr. '08

United Kingdom 5 Nov. '04

Serbia 5 Dec. '07

Portugal 5 Jul. '04

Chile 5 Dec. '07

Australia 3 Nov. '09

Norway 3 Oct. '04

United Arab Emirates 2 Oct. '06

Turkey 2 Aug. '04

Peru 2 Dec. '08

Mexico 2 Jun. '05

Luxembourg 2 Jan. '06

Lithuania 2 Jun. '09

Indonesia 2 Sept. '08

Hungary 2 Aug. '02

Iceland 2 Sept. '09

Taiwan 1 Apr'. 05

Singapore 1 Jul. '05

Philippines 1 Oct.'05

Macedonia 1 Jan. '05

Liechtenstein 1 Sept. '04

Ireland 1 Oct. '08

2.444


NGV’s statistics balanceBest growth in NGV population by number

Best growth in fuelling station population by number

Best growth in fuelling station population by % Best growth in NGV population by %


Last twelve years evolution

Argentina 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs 418.916 480.764 544.748 630.548 755.671 879.587 1.164.839 1.348.126 1.459.236 1.429.973 1.678.230 1745677Stations 570 646 770 871 982 1.049 1.152 1.330 1.494 1.636 1.744 1.806CNG sold (MNm3) 1.270 1.412 1.508 1.681 1.851 2.041 2.649 3.062 3.186 3.061 2.940 2.659Brazil 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs ... ... ... ... 284.751 380.515 642.844 826.364 1.052.295 1.325.823 1.467.219 1.588.331Stations ... ... ... ... 265 506 667 905 1.206 1.411 1.575 1688CNG sold (MNm3) ... ... ... 251 635 959 1.340 1.573 1.937 2.305 2.580 2.341Germany 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGV 1.059 2.040 3.245 (*) 6.829 10.509 14.420 19.105 27.175 38.933 54.772 77.191Stations 30 50 120 130 250 350 400 500 630 720 804CNG sold in MWh 132.472 165.127 239.871 325.546 424.697 527.314 685.836 963.204 1.400.000Italy 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGV (LDVs) 260.000 260.000 263.119 296.358 327.643 344.306 335.205 326.104 358.488 410.000 432.900 523.100Stations 276 281 298 323 344 402 456 498 535 589 609 700CNG sold (MNm3) 330 335 340 400 448 448 442 442 468 520 588 588Sweden 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs 657 1.079 1.374 1.725 2.000 3.309 4.248 5.298 7.897 12.119 14.536 16.900Stations 14 19 22 26 31 39 48 65 85 97 115 122CNG and CBG sold (Nm3x1000) 7.137 9.862 11.335 13.950 16.678 20.125 25.434 28.872 35.450 43.856 53.636 58.126Switzerland 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008NGVs 30 60 80 100 150 350 650 1.250 1.965 3.313 5.830 7.122Stations 3 7 13 14 20 26 37 50 64 78 97 112CNG and CBG sold (Nm3x1000) 220 451 840 994 1.575 1.859 2.281 3.054 4.422 658 10.200

India Peru Thailand China Bulgaria Iran Italy Malaysia Bolivia Switzerland2007 354.000 23.958 55.864 200.873 40.255 611.516 432.900 28.405 80.082 5.8302008 821.872 53.441 117.727 336.500 60.255 846.169 580.000 37.258 99.657 7.122

China Iran Austria Thailand Bangladesh Pakistan Colombia Bolivia Italy Switzerland2007 486 347 98 166 200 1.847 313 105 609 972008 1.260 637 170 253 296 2.600 401 123 700 112

NGV x 1.000Round up figures

World’s top 10 NGV countries

Nov. '09

2250

1787

1605

1538

700

523

400

296

735 Pakistan200 Argentina

1 Iran

25 India

370 Italy

36 China

9 Colombia

22 Bangladesh

1 Thailand´07 ´06 ´05 ´04 ´03 ´02 ´01

180

147

272 Brazil

European NGV statistics



Fuel prices in Europe

All data shown on this work sheet are the result of work conducted by The GVR and NGVA Europe.

Country

Natural Gas Vehicles Refuelling stations

VRA Monthly gas consumption (M Nm3) Last updateTotal Cars/LDVs MD/HD

BusesMD/HDTrucks Others Total Public Private Planned

Italy 587.577 584.577 2.000 1.000 732 690 42 80 199 49,00 112,02 43,7% June 2009Ukraine 120.000 60.000 30.500 29.500 224 204 20 8 46,00 125,90 36,5% December 2007Russia 103.000 60.000 8.000 35.000 226 201 25 12 26,79 62,80 42,7% December 2008Armenia 101.352 69.971 9.831 19.626 1.924 275 9 266 14 28,50 57,88 49,2%September 2009Germany 77.000 72127 1513 3324 36 835 835 150 823 10,76 20,18 53,3% June 2009Bulgaria 60.236 60.000 216 20 76 75 1 13 13,00 11,46 113,4%September 2009Sweden 18.579 17.396 810 372 1 133 101 32 55 21 5,12 5,86 87,4% June 2009France 12.450 9.500 2.100 850 125 15 110 1.290 8,69 0,0% December 2008Switzerland 7.600 7355 131 54 60 117 114 3 15 117 10,06 1,76 570,5% June 2009Belarus 5.500 5.500 25 25 3,00 0,99 303,0% December 2007Moldova 5.000 5.000 14 14 1,00 0,90 111,1% December 2007Austria 4.637 4.597 34 6 197 149 48 15 58 0,50 0,93 53,5% July 2008Turkey 3.056 2.564 492 9 5 4 35 0,40 1,94 20,6% July 2008Georgia 3.000 3.000 42 42 0,54 0,0% January 2008Poland 2.106 1.502 300 4 300 33 32 1 49 1,19 0,0% August 2009Netherlands 2.032 1.350 542 140 51 35 16 32 558 1,98 0,0% November 2009Spain 1.863 213 847 760 43 42 1 41 21 3,52 3,19 110,5% December 2008Czech Republic 1.580 1.279 244 17 40 35 20 15 60 0,45 0,98 46,0% June 2009Slovakia 564 228 305 31 7 5 2 4 0,75 0,98 76,5% April 2009Finland 542 420 105 15 2 13 12 1 5 10 0,49 0,40 121,7% June 2009Greece 520 0 414 106 2 2 1 1,33 0,0% August 2009Latvia 500 30 10 187 273 4 4 11 0,23 0,0% December 2007Portugal 407 44 334 29 5 1 4 1,03 0,0% December 2008Serbia 326 320 6 5 4 1 0,015 0,08 19,8% April 2009Norway 311 150 138 7 16 8 5 3 0,45 0,0% June 2009United Kingdom 294 4 217 73 33 12 21 115 0,40 0,18 224,8% December 2008Luxembourg 203 167 36 7 5 2 2 0,06 0,14 40,2% July 2009Belgium 143 143 9 4 5 60 0,03 0,0% December 2008Lithuania 133 56 77 2 1 1 10 20 0,130 0,24 53,9% June 2009Croatia 130 92 30 8 1 1 0,013 0,04 31,7% April 2009Iceland 120 101 2 17 2 2 1 0,04 0,04 103,2%September 2009Lichtenstein 101 72 28 1 3 3 0,10 0,0% December 2008Hungary 72 30 42 4 1 3 12 0,12 0,13 95,1% December 2008Macedonia 50 7 43 1 1 0,02 0,13 15,4% March 2007Bosnia & Herzegovina 7 7 3 0 3 2 0,00 0,0% December 2007Estonia 4 4 1 1 0,00 December 2008Ireland 2 2 1 1 1 0,00 0,0% October 2008Montenegro 1 1 0,00 March 2006Total 1.120.997 967.808 59.100 91.313 2.776 3.303 2.628 675 395 3.484 200,14 424,73 47,1% November 2009

CountryPremiumGasoline

(Euro/litre)

RegularGasoline

(Euro/litre)

Diesel(Euro/litre)

CNG(Euro/Nm³)

CNG priceequivalent perlitre gasoline

CNG priceequivalent per

litre diesel

Armenia 0,67 0,63 0,61 0,32 0,29 0,33Austria 1,10 1,05 1,02 0,94 0,84 0,96Belgium 1,25 0,96 0,73 0,65 0,75Bulgaria 0,89 0,84 0,76 0,80Croatia 0,84 0,83 0,86 0,45 0,40 0,46Czech Republic 1,07 1,02 0,85 0,76 0,87Finland 1,32 1,01 1,07 0,96 1,10France 1,26 1,05 0,87 0,78 0,89Germany 1,33 1,12 0,90 0,54 0,92Greece 1,08 0,98 0,65 0,58 0,67Iceland 1,58 1,46 1,42 0,79 0,71 0,81Italy 1,29 1,12 0,53 0,50 0,55Lithuania 1,08 0,90 0,65 0,58 0,67Luxembourg 1,04 0,89 0,63 0,56 0,65Netherlands 1,40 1,04 0,56 0,50 0,58Poland 1,00 0,88 0,51 0,46 0,52Portugal 1,28 1,05 0,55 0,49 0,56Russia 0,80 0.69 0,70 0.22 0,20 0,23Serbia 0,91 0,82 0,65 0,58 0,67Slovakia 1,16 1,13 0,86 0,77 0,88Spain 1,08 0,97 0,73 0,57 0,64Sweden 1,20 1,11 0,99 0,79 0,89

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