Feasibility study of introducing biogas buses in Rzeszow, Poland

Transcription

Feasibility study of introducing biogas buses
in Rzeszow, Poland
Final report
This publication has been produced with the assistance of
the European Union (http://europa.eu). The content of this
publication is the sole responsibility of Baltic Biogas Bus and
can in no way be taken to reflect the views of the European
Union."
The Baltic Biogas Bus project will prepare for and increase the use of the eco-fuel
Biogas in public transport in order to reduce environmental impact from traffic and
make the Baltic region a better place to live, work and invest in.
The Baltic Biogas Bus project is supported by the EU, is part of the Baltic Sea
Region programme and includes cities, counties and companies within the Baltic
region.
Authors:
Wojciech Gis, Ph.D, Motor Transport Institute (Project
Manager from the Polish site)
Marek Rudkowski, Ph.D, NGV Autogas
Andrzej Żółtowski, Ph.D, Motor Transport Institute
Project Manager:
Lennart Hallgren, Stockholm Public Transport
Date:
09.09.2012
Reviewed by:
Lennart Hallgren, Stockholm Public Transport
Petra Seidenberg, ATI erc gGmbH
2
TABLE OF CONTENTS
1.
2.
3.
4.
Introduction ................................................................................. 8
Summary and conclusions ................................................................. 8
Characteristics of the local public transport in Rzeszow ............................ 10
Rzeszow experiences in the CNG use to supply bus engines ........................ 15
4.1. Numbers of buses and their annual mileage in Rzeszow ....................... 15
4.2. Operating costs of buses powered by CNG compared to the costs of buses
powered by diesel oil ............................................................... 17
4.2.1. Depreciation costs .......................................................... 17
4.2.2. Costs of maintenance and minor repairs ................................ 18
4.2.3. Fuel costs ..................................................................... 19
4.3. Estimation of advantages and disadvantages of natural gas application in
the bus fleet ......................................................................... 20
4.4. Calculations of cumulative pollutant emissions from engines fuelled with
gaseous fuel and diesel oil, operated by MPK Rzeszow ........................ 21
4.5. Sources of finance for the acquisition of buses powered by gas fuel ....... 21
5. Development of public bus transport in Rzeszow city in the aspect of the
application of renewable energy sources ............................................ 23
5.1. Projected development of the urban bus transport for 10-20 years ......... 23
5.2. Ecology aspect of the methane fuel application in the urban buses ......... 23
5.3. Estimation of CO2 emissions reduction as a result of gaseous fuel use ...... 25
5.4. Estimation of the scale of the demand (daily, yearly) by the MPK in
Rzeszow for biomethane ........................................................... 27
5.5. Projected number of buses and annual mileage of operated buses
powered by gas fuel (now and in the 10-20 years time)....................... 27
6. Definitions of strategy and development of public transport in Rzeszow,
including growth share of buses fuelled with methane ............................ 28
6.1. A comprehensive analysis of factors suggesting growth share of
biomethane supply .................................................................. 28
6.2. Simulations of pollutants emissions and gas demand depending on the
development model of bus communication ..................................... 28
6.3. Optimal number of CNG buses (including biomethane) ........................ 29
7. The possibilities of using biomethane from municipal sources for powering
engines of MPK Rzeszow ................................................................ 30
7.1. Assumptions on the MPK Rzeszow bus fleet renewal ........................... 30
7.2. Assumptions to estimate the biomethane fuel powered MPK Rzeszow bus
fleet ................................................................................... 31
7.3. Estimate of the hypothetical number of buses powered by biomethane
using the potential production from municipal sources ....................... 32
7.4. Capital expenditures associated with the use of biomethane for Rzeszow
buses .................................................................................. 33
7.5. Fuel costs and depreciation of diesel-powered and biogas powered buses . 37
7.6. Economic costs of environmental use for the diesel and gaseous powered
buses .................................................................................. 39
8. Development of conditions to use biomethane in Rzeszow municipal transport
buses ....................................................................................... 41
8.1. Possible variants of biomethane fuelling methods ............................. 41
3
8.1.1. Biomethane compression to the pressure of 25-30 MPa (virtual
pipeline) .................................................................... 42
8.1.2. Biomethane compression to the pressure of 3-5 bar and
transmission with pipeline ............................................... 46
8.1.3. Biomethane liquefaction (LBG) ........................................... 47
8.2. Selection of the type of bus fuelling with biomethane ......................... 49
9. Short SWOT analysis ....................................................................... 51
10. Projected capital investments of the city of Rzeszow associated with
obtaining biogas for commercial buses ............................................... 52
11. Technical possibilities and conditions for obtaining purified biogas
(biomethane) .................................................................................. 53
4
LIST OF FIGURES
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
Fig.
1.
2.
3.
4.
5.
6.
MPK bus network map of Rzeszow ................................................. 11
Structure of Rzeszow bus fleet ..................................................... 12
Buses age structure of the MPK fleet .............................................. 12
Average mileages of MPK bus in 1999-2009 (in thous. km per year) .......... 13
Map of the Rzeszow public transport network ................................... 14
The fuel consumption costs in 2006 – 2009 for CNG and diesel oil
expressed in PLN/100 km .......................................................... 19
7. Block diagram of filling station in the wastewater treatment plant ......... 44
8. Hypothetical management of fuelling station area ............................. 45
9. GAZPACK 70 Compressor ............................................................ 50
10. Diagram of the facility for biogas purification ................................. 55
11. Fragment of planned pipeline to Wastewater Treatment Plant near Bus
Depot in Rzeszow.................................................................... 56
5
LIST OF TABLES
Table 1. Status of MPK bus fleet (October 2010) – makes and the number of
diesel/ CNG buses (CNG buses are marked in yellow) ....................... 16
Table 2. Calorific value of the engine fuels .............................................. 18
Table 3. Cost of emission in road transport (by prices in 2007) ....................... 18
Table 4. Vehicle mileage during the use of vehicles in the road transport .......... 18
Table 5. Prices of introduction of gas or dust into the air from combustion
processes occurring in the internal combustion engines - 2010 ............ 26
Table 6. Renewal plan for MPK Rzeszow bus fleet by the 2013 and estimates of
purchases by the 2020 [in units]................................................. 31
Table 7. The average annual demand for natural gas (biomethane) by a MPK
Rzeszow city bus ................................................................... 31
Table 8. Estimates of the hypothetical number of MPK Rzeszow buses by the
2020 powered by biomethane, acquired from ZK "Wisłok" area municipal
sources .............................................................................. 32
Table 9. The technical data and costs of gas compression and refuelling stations
(50 buses) ........................................................................... 35
Table 10. Foreseen and variant costs of purchasing buses for MPK Rzeszow
between 2011 - 2020, depending on the types of fuel (diesel or
compressed biomethane) ......................................................... 36
Table 11. Variant comparison of the estimated costs of fuel and depreciation
costs of MPK Rzeszow diesel and biogas-powered buses in a 2020 ......... 38
6
Abstract
This paper is a report from the 6.9 activity of Baltic Biogas Bus project, entitled
"Feasibility study of introducing biogas buses in Rzeszow, Poland‖ performed by
the Motor Transport Institute in cooperation with a NGV AUTOGAS Ltd company.
The subject of this paper is to analyze the possibilities and the conditions
necessary to be met for the introduction of biomethane to power city buses in
Rzeszow. It discusses various aspects related to the prospects and the possibility
to deliver biomethane for bus services in this city and the necessary costs
associated with the production and distribution of this fuel. The environmental
benefit associated with the use of biomethane was presented as well as outlining
of the scale and technical capabilities of supplies of this fuel for the transport
needs.
The
authors
hope
that
this
report
will
contribute
to
the
practical
implementation of the first Polish pilot construction expenditures, including the
launch of biomethane production as a fuel for urban buses and the fuel supplying
buses in Rzeszow.
The authors would like to thank the authorities of Rzeszow for their constructive
help and support in accomplishing the task and are counting on continued
support for the possible practical implementation of this program.
7
1. Introduction
The purpose of this study is to analyze the possibility of using biomethane as fuel
for the urban buses in Rzeszow. It has been compiled based on the analysis of
several factors affecting the successfulness of the project involving the use of
purified biogas to power buses. In order to make a proper analysis it was
necessary to assess the factors determining the success of the entire venture.
These included:
1. The development plan for the public bus service in Rzeszow.
2. Plans to replace buses powered by diesel engines with buses powered by
engines fuelled by compressed methane.
3. Possibility to produce biogas for the bus transport, in particular the
possibility of obtaining a suitable substrate mass needed to produce the
required amount of biogas.
4. The possibility of purifying the produced biogas to the quality required by
the bus-combustion engines.
5. Possibility to supply biogas to the bus depot.
6. The environmental impact of the biogas plants.
7. The analysis of investment costs.
8. Analysis of the operating costs of vehicles powered by biomethane.
9. Assessment of the investment risk in the implementation of this project.
2. Summary and conclusions
After analyzing the material gathered, the authors believe that due to a very
favourable attitude of the authorities of Rzeszow and MPK Rzeszow, and their
positive experiences in the operation on natural gas buses (one of the largest
fleets in the country) as well as substantial experience in the production of
biogas on a large scale draw up realistic possibilities for the implementation of
the drive to bring the biomethane buses transport.
From the viewpoint of cost-effectiveness of natural gas buses, it is clear at
current prices. Presented cost analysis was made on the basis of past experience
in the MPK Rzeszow and it shows no economic benefits. A similar analysis
8
performed in Gdynia Bus Company, shows a clear benefit from the use of natural
gas.
The differences are mainly due to the adopted by Rzeszow bus company high
rates of depreciation and maintenance costs. The level of modernity and the
condition of the bus (bus CNG version of the factory or after adaptation) are
highly influenced, where in Rzeszow CNG buses is part of the adaptation and
some purchased as new but the level of technical solutions is the older
generation. The PKM Gdynia in 2007, were purchased brand new MAN CNG buses.
In the last few years have been significant development both in the construction
of CNG bus engines and entire vehicles. Improved durability and reliability of
components and accessories, and gas production following a gas version of city
buses by most reputable manufacturers and extend the series-produced models
of CNG buses, there has been a growing competition and falling prices.
Saving on natural gas is about 35 PLN per every 100 km so at an annual average
bus millage of 65 000 km should be about 22 700 PLN. With 40 buses we can get
about 900 000 PLN not to mention the obvious environmental benefits in the
form of substantial emissions reductions, approximately 13% reduction in carbon
dioxide emissions and noise at the level of 6-7 dB / bus.
Even more preferably, the bill will be presented for the biomethane produced in
sewage treatment plant in Rzeszow. The authors don’t have specific prices of
biogas from the plant but we know the size of its production - about 1.7 mln Nm3
of biogas per year which is the methane content of 60-70% after purification get
around 1.02-1.19 mln Nm3 of biomethane.
Based on the prices of the biogas produced by similar water treatment plants in
the country it can be assumed with high probability that the price of 1 Nm 3 of
biogas doesn’t exceed 0.40 PLN/Nm3. Assuming that the cost of biogas
purification from the carbon dioxide, dry and already compressed biomethane to
a pressure of 20 MPa would be 0.70 PLN/Nm3, get the price of biomethane at the
amount of 1.10 PLN/ Nm3 which means 50% of the today’s price of CNG.
Biogas from sewage plant in Rzeszow is burned in cogeneration gensets and used
in local boilers. Undoubtedly, the price of biogas used as fuel for generator sets
9
and boiler is much lower, compared to the possible to get if it had been purified
and used as the compressed biomethane to a local buses drive.
In Rzeszow, there are possibilities to quickly implement a pilot program, of the
use of biomethane as a fuel for public transport buses, based on the biogas
produced by municipal wastewater treatment plant. In the first stage of the
program biogas produced here could be supplied to 20 - 30 buses. Due to the
convenient location of sewage treatment plant and landfill, the biomethane
produced could be delivered to the bus depot via pipeline, whose construction
would require incurring relatively low costs. For the distribution of biomethane
it would be possible to use the existing CNG distribution infrastructure at the bus
depot in Rzeszow.
The problem would be easier to solve if the Polish legislation contained
incentives to stimulate the use of biomethane to power vehicles. Taking into
account the priorities of the Polish energy sector and the petroleum sector, it is
expected that soon in Poland there will be better conditions created for the use
of biomethane as an engine fuel.
3. Characteristics of the local public transport in Rzeszow
Communal collective transport in Rzeszow is supported by the Municipal
Transport Company in Rzeszow (MPK). At the moment the company is the
exclusive provider of public bus transport services providing them on behalf of
the Municipality of Rzeszow.
Transport services provided by the Municipal Transport Company are performed
with 46 day-time lines and 2 night-time lines with the total length of routes
being 657 km, of which 481 km within the administrative boundaries of the city
of Rzeszow and 176 km in the neighbouring municipalities. Total number of stops
is 828, with 354 stops in the administrative borders of the city, and 474 beyond
the city. The 48 transport lines (21 urban lines, 20 urban-suburban lines, 5
special lines and 2 night lines) are operated by the following number of buses:
on the working days
on Saturdays
156 buses (including night buses),
63 buses,
10
on Sundays
54 buses.
Bus lines are operated with a frequency of 10 to 25 minutes on the urban lines
and 20 to 90 minutes for extra-urban lines.
A constant decrease in the amount of carriage of passengers has been observed
(from approximately 43 mln passengers in 2004 to about 36 mln in 2009), which
is the result of increased motorism, but also relatively poor quality of service
(most vehicles are seriously exploited, lack of priorities in traffic combined with
the congested streets). MPK bus network map of Rzeszow is shown in Figure 1.
Source: http://www.mpk.rzeszow.pl/
Fig. 1. MPK bus network map of Rzeszow
11
Structure of Rzeszow bus fleet and buses age are shown in the Figures 2 and 3. The
fleet structure being at the disposal of the Municipal Transport Company, and the
average fleet mileages are shown on the Figures 4 below.
Source: own work based on the MPK Rzeszow data
Fig. 2. Structure of Rzeszow bus fleet
age:
0-3 years
4-6 years
7-9 years
10-12 years
13-15 years
total
20
> 15
years
81
buses:
10
29
7
41
share:
5,32%
15,43%
3,72%
21,81%
10,64%
43,09%
100,00%
Fig. 3. Buses age structure of the MPK fleet
12
188
Fig. 4. Average mileages of MPK bus in 1999-2009 (in thous. km per year)
The Fig. 4 shows how varied the average mileage of each MPK bus was in different
years, since the beginning of its operation. Currently in the rolling stock there are
over 60 buses, which cover 1 mln km.
13
www.balticbiogasbus.eu
Source: http://www.zgpks.rzeszow.pl/?trasy-przejazdu.html
Fig. 5. Map of the Rzeszow public transport network
Regional bus transport
The main bus company offering regional connections operating from the main bus
station in Rzeszow, but also buses from other companies, like Veolia Transport and
Veolia Transport Carpathian Bieszczady, have stops there.
Bus Transport Enterprise in Rzeszow SA (PKS Rzeszow) provides bus passenger
services in regional, long distance and international transport. Travellers check in
takes place at two bus stations: Central Station, located in the immediate vicinity
of the railway station and the so-called Suburban Station, located in the Silesian
viaduct region, approximately 1 km from the city centre.
14
PKS Rzeszow supports connections to all cities in the Podkarpackie Province and
the cities outside the province. Most courses are executed on the following
directions (including the main railway station and the suburban station): Dynów,
Futoma, Gwoźnica Górna, Hucisko, Jasło, Kolbuszowa, Krosno, Lecka, Leżajsk,
Łańcut, Manasterz, Mielec, Pstrągowa, Ropczyce, Sanok, Stalowa Wola, Strzyżów,
Tarnobrzeg, Budy Głogowskie, Budziwój, Cierpisz Górny, Malawa, Niechobrz,
Nosówka, Straszydle, Wola Rafałowska, Woliczka, Wysoka Głogowska, Zabratówka.
International communication is maintained with Austria and Italy.
4. Rzeszow experiences in the CNG use to supply bus
engines
4.1. Numbers of buses and their annual mileage in Rzeszow
Operation of CNG buses in the MPK Rzeszow began in 2004. Currently there are 188
buses, including 40 CNG buses, all of 12 m standard length. In 2009, the total
mileage of CNG buses was 2 631 773 km, i.e. an average of 65 800 km/year per a
bus. The oldest CNG buses have already reached the mileage up to 450 000 km.
Since the beginning of their operation, CNG buses together with the diesel buses
have covered in Rzeszow more than 10 mln km (Table 1).
15
Table 1. Status of MPK bus fleet (October 2010) – makes and the number of
diesel/ CNG buses (CNG buses are marked in yellow)
Euro
Engine power
Mileage In
No..
Make, type
Number
Standard
KM
2009r.
1
Jelcz PR 110
58
185
2 927 900 km
2
Jelcz 120 M
22
220
999 248 km
3
Jelcz 120 M CNG
2
185
58 289 km
4
Jelcz 120 MM
1
1
245
38 612 km
5
Jelcz M 181 MB
4
1
300
119 337 km
6
Jelcz 120 MM/1
7
1
220
412 655 km
7
Jelcz 120 MM/2
4
2
220
288 872 km
8
Autosan A844MN
1
2
260
33 703 km
9
JELCZ M125M/4
11
3
245
736 366 km
10
JELCZ M120M/4
10
3
245
733 332 km
11
JELCZ M121M/4
8
3
245
338 500 km
12
Solaris Urbino 12
29
2
220
1 656 682 km
13
MAN NL 223
5
2
220
354 185 km
14
Solaris Urbino 15
8
2
260
528 528 km
15
Solaris Urbino
12CNG
9
3
270
606 297 km
1
1
218
0 km
1
1
220
0 km
2
1
220
0 km
3
2
250
178 393 km
2
3
177
96 203 km
16
17
18
19
20
NEOPLAN N4016
NEOPLAN K4016
JELCZ M125 M
Mercedes 0405 N
2
Autosan H720.07.02
188
16
4.2. Operating costs of buses powered by CNG compared to the costs of
buses powered by diesel oil
Differences in the unit costs generated in the operation of CNG and diesel buses
are occurring essentially in three aspects. The differences in the unit costs by type
in operation of buses powered by diesel oil and CNG occur basically in three
aspects.
4.2.1. Depreciation costs
Due to higher purchase prices of the new CNG buses compared to equally outfitted
buses powered by diesel oil, it can be assumed that in the period of operation,
with the assumed mileage of 800 000 km (according to the assumptions of the EU
Regulation on estimation of energy and operation costs in the vehicle life cycle),
the difference in costs shall amount to approx. 0.15 PLN per km 1.
In practice, at MPK Rzeszow, a bus achieves the mileage of approx. 1 200 000 km,
so the difference is smaller – 0.10 PLN/km
diesel oil. The value of 0.10 PLN
3
2
in favour of the buses powered by
is the difference resulting from higher purchase
price of a CNG bus, and thus higher depreciation. Calculations were performed
taking into account Directive 2005/283 of 19.12.2007, based on which, the
theoretical bus mileage of 800 000 km was adopted for the purpose of cost
comparison. Because it can be estimated that a CNG bus is more expensive by
120 000 PLN and its actual mileage in Rzeszow conditions can amount to 1 200 000
km, the higher cost of one km was calculated due to depreciation. In practice,
depreciation is accounted for in the period of 5 to 10 years.
In CNG buses, due to lower efficiency of gas engines compared to diesel engines
(tab. 2), there are higher energy costs, expressed in MJ/km (but not in PLN/km).
Data for calculation of external costs during the vehicle operating cycle in the road
transport is shown in table 2-4 (according to Directive 2009/33/EC).
1
1€ = 4 PLN
1€ = 4 PLN
3
1€ = 4 PLN
2
17
Table 2. Calorific value of the engine fuels
FUEL
ENERGY VALUE
Diesel
Gasoline
Natural gas
Liquid gas (LPG)
Ethanol
Biodiesel
Emulsion fuel
Hydrogen
36 MJ/liter
32 MJ/liter
38 MJ/Nm3
24 MJ/liter
21 MJ/liter
33 MJ/liter
32 MJ/liter
11 MJ/Nm3
Table 3. Cost of emission in road transport (by prices in 2007)
CO2
NOx
NMHC
Particulates
2 eurocent/kg
0.44 eurocent/g
0.1 eurocent/g
8.7 eurocent/g
Table 4. Vehicle mileage during the use of vehicles in the road transport
Vehicle category (M and N categories as defined by
the Directive 2007/46/EU)
Cars (M1)
Light commercial vehicles (N1)
Heavy duty vehicles (N2, N3)
Buses (M2, M3)
Lifetime mileage
200 000 km
250 000 km
1 000 000 km
800 000 km
4.2.2. Costs of maintenance and minor repairs
Up till now, the experience of MPK Rzeszow shows that CNG buses are
characterized by higher costs of maintenance and repairs due to the need of
maintenance, replacement of some parts and subassemblies in the fuel system
(valves, injectors) and in the ignition system (spark plugs, high voltage cables,
ignition coils), which have no equivalents in the maintenance of diesel engines – at
least within the range of currently achieved mileages below 500 000 km.
MPK Rzeszow in its fleet has no diesel oil powered buses meeting at least the Euro
IV standard, thus the comparison of the costs of maintenance and repairs refers to
buses below the Euro IV standard, not requiring additional equipment,
subassemblies for exhaust treatment, which equipment will probably increase the
costs of maintenance and repairs of buses powered by diesel oil.
18
The MPK Rzeszow data indicates that the maintenance and repairs costs of CNG
buses in the first period of their operation are higher by approx. 0.05 PLN/km
4
than for diesel buses. Due to low mileages of CNG buses (mileages qualifying
engines for the first repair have not been achieved yet) no reliable information has
been obtained on what mileages in Rzeszow conditions would be achieved by CNG
engines to reach the condition qualifying them for the main repairs, as compared
to self-ignition engines.
4.2.3. Fuel costs
Based on six years of operation of CNG buses, one can state that the average gas
consumption at MPK Rzeszow amounts to 57 Nm 3/100 km, while in buses powered
by diesel oil - 37 l/100km. Depending on the current price of diesel oil and CNG,
various savings effects on fuel costs are achieved, as illustrated in the diagram
below (Fig. 6).
Fig. 6. The fuel consumption costs in 2006 – 2009 for CNG and diesel oil
expressed in PLN/100 km
4
1€ = 4 PLN
19
Small, mutually compensating each other differences in the costs result from
insurance costs (higher for CNG due to higher price of the bus) and charges for the
use of the environment (smaller fees for combustion of gas than oil fuel).
To conclude the above, one can state that the increased depreciation costs, as well
as maintenance and repair costs of CNG buses, apart from short periods, are offset
by lower costs of gas fuel.
4.3. Estimation of advantages and disadvantages of natural gas application
in the bus fleet
Regardless of the economic effects, which depend mainly on the relation of
CNG/diesel prices, the operation of CNG buses has other characteristics.
Thus, the advantages include:
Low emissions, directly felt by other road users, which is of great importance in
the cramped, urban built up areas with high traffic. Even with the increased load
during starting from the stops, intersections, up-hill driving the emissions are
virtually imperceptible.
Reduced level of noise emitted by a moving CNG bus, both inside and outside the
bus, is also noticeable. The gaseous fuel is generally accepted as a modern one,
and city residents very positively receive it and are pleased to have highperformance eco-city buses.
The disadvantages of CNG buses operation include:
-
CNG bus refuelling takes much longer than the diesel bus. This makes more
difficult the organization of work and causes increased costs.
-
Gas tank capacity provides mileage in the city traffic of 350-450 km. This is
sufficient only for one day of operation. If for any reasons it will not be possible
to fuel the bus every day, it will be out of service. In the case of diesel buses
fuel tank is sufficient for 2 days of operation.
-
The height of buses with gas tanks mounted on the roof is higher, resulting in
inability to pass under low bridges. In the case of Rzeszow those buses can’t
serve a few transport routes.
20
-
Greater effort necessary in the technical services of power and ignition systems
of the engines.
4.4. Calculations of cumulative pollutant emissions from engines fuelled
with gaseous fuel and diesel oil, operated by MPK Rzeszow
The main reason for the plan of large-scale introduction of natural gas as an
automotive fuel is a concern for environmental aspects but the guarantee of
supplies to alternative transport sector currently dependent exclusively on oil
products.
Natural gas is the only alternative fuel with potential fuel market share of above
5% by the 2020, which could compete with conventional fuels in economic
condition terms, and which will have initial support at government level by the
favourable long-term tax policy and excise, providing stable conditions for the
market development.
Annual emissions from buses calculated for 2009 year on basis of emissions limits
and consumed fuel (diesel oil and natural gas) are as follows:
Diesel buses fleet:
CNG buses fleet:
NOx
452.04
Mg/year
PM
27.00
Mg/year
CO
255.44
Mg/year
HC
65.70
Mg/year
NOx
28.6
Mg//year
PM
0.15
Mg/year
CO
17.44
Mg/year
HC
0.04
Mg/year
4.5. Sources of finance for the acquisition of buses powered by gas fuel
Capital costs associated with upgrades (2 buses) and purchase of new buses
(38 buses) was covered from three sources:
- own resources
– 13 899 980,00 PLN;
- bank loans
– 5 482 920 PLN;
- credit from WFOŚ
- 4 141 200 PLN;
21
- grant from EKOFUNDUSZ
– 4 000 000,00 PLN.
22
5. Development of public bus transport in Rzeszow city in
the aspect of the application of renewable energy
sources
5.1. Projected development of the urban bus transport for 10-20 years
During the next 10-20 years the primary means of public transport in Rzeszow will
be buses. It is possible to increase the use of railway lines running through the city
for urban and suburban communication. According to the studies currently
performed for the "Building a public transport system integrating the City of
Rzeszow and its environs" project, the number of buses required for transport in
Rzeszow is approximately 160. Taking into account very high average age of buses
being currently in operation (above 14 years), virtually entire owned stock should
be replaced by new fleet, within that period.
Plan for fleet renewal specified in the proposed grant application, entitled:
"Building a public transport system that integrates the City of Rzeszow and its
environs", envisages the purchase of the following vehicles in the 2011: 20 buses
with 12 m standard length powered by diesel and in the years 2012 to 2013
purchase of 30 buses with a length of 9-10 m powered by diesel and 20 buses, 12 m
powered by CNG.
For the subsequent years the plan has not yet been developed in detail.
5.2. Ecology aspect of the methane fuel application in the urban buses
Due to the high performance, in ecological terms, of vehicles powered by methane,
the local authorities of the city of Rzeszow envisage further increase of the number
of buses powered by methane. It is assumed that by the 2020, half of the fleet,
operating in the city traffic, will be powered by such fuel. Right now it is only CNG
taken into consideration, but with the possible biomethane production, it is
assumed to shift some of these vehicles to run on biomethane. The important fact
for environmental protection is a high environmental performance maintained in
CNG buses throughout their life cycle and lack of the deterioration and wear of the
power systems and emissions, not as in the case of diesel engines.
23
In the future it is expected that the number of buses powered by natural gas will
surpass vehicles powered by diesels. The nature of the impact of lower greenhouse
gas emissions from CNG vehicles can be further used by the optimization of the
engine technology and new concepts for the vehicles engines.
CNG vehicles have a positive effect on improving air quality, comparable to the
draft of the future national regulations for diesel engine emissions, especially for
particulates emissions.
The main motive for the introduction, on a larger scale, of the natural gas as an
automotive fuel is a concern to guarantee the alternative supplying of the
transport sector currently dependent exclusively on oil products.
Natural gas is the only alternative fuel with a potentially significant market share
above 5% by the 2020, which can compete with conventional fuels in economic
terms. The development of refuelling infrastructure and related costs of the fleet
should minimize costs during the transition. Natural gas could capture a wide
market share if it had the support of the beneficial long-term mandatory taxes and
excise duties, providing stable conditions until the development of the broader
market. There is an advanced technology, but the variety of products and services
must be continuously developed. Further efforts in research and development
should encourage additional technology improvements.
Replacement of gasoline and diesel by natural gas may become technically and
economically feasible, if it was done on a large scale, providing there will be
benefits to the mass market for high volume production and use of CNG
infrastructure (CNG filling stations). In the early stages, fleet and local markets,
such as urban transport, offer potentially high use of the service stations on
condition of income achieved from investments and network development.
Rules and standards for the use of natural gas as an engine fuel for vehicles should
be adjusted to maintain a broad commercialization of CNG vehicles on the
European level.
24
5.3. Estimation of CO2 emissions reduction as a result of gaseous fuel use
Introduction of gaseous fuels (natural gas, methane) to power buses will contribute
to climate protection by reducing CO2 and reducing pollutant emissions. This is
particularly important for urban areas and areas with difficulties in complying with
directives on air quality (Directive 96/62/EC on ambient air quality and Directive
1999/30/EC on limit values of pollutants in ambient air). EU has made efforts to
green public procurement of road transport vehicles in the Green Paper on urban
transport [KOM (2007) 551, "Towards a new mobility culture in the city"]. It
proposes that a "possible solution would be the internalisation of external costs
throughout the life of the vehicle which is the subject of the tender related to
energy consumption, CO2 emissions, and particulates emissions resulting from the
operation of the vehicle, as an additional criterion for the award, in addition to the
price of the vehicle. The sooner the cleaner vehicles come to use, the faster it will
improve air quality in urban areas".
Currently, the EU legislation regulates emissions from vehicles using so-called Euro
standards, and they set emissions limits which are becoming more stringent. By the
2020, emissions are expected to decline to a level of 25-50% of the emissions from
2000.
The biggest impact on the market and the most cost-effective results in terms of
costs and benefits can be achieved by mandatory inclusion of energy costs during
the life cycle and CO2 and pollutant emissions reductions as the criteria for the
procurement of vehicles providing public transport services which are expected no
later than on the January 1st, 2012. These rules are subject to all purchases of
vehicles for providing public passenger transport services subject to license, permit
or authorization by a public body.
The application of these principles should definitely help to promote gas-powered
buses. Unfortunately, currently adopted principles of charging for the use of the
environment in Poland do not take into account the conversion of energy and the
emission of pollutants but the amount of the fuels consumed, without taking into
account their different calorific value.
25
Table 5. Prices of introduction of gas or dust into the air from combustion
processes occurring in the internal combustion engines - 2010
No..
1.
2.
3.
4.
5.
6.
7.
Combustion engine type
Engines in vehicles with a weight
above 3.5 Mg, with the exception of
buses, which had been first
registered by 30.09.1993.
Engines of buses with a weight
above 3.5 Mg, which were had been
first registered by 30.09.1993.
above 3.5 Mg, which were first
registered during 01.10.1993 30.09.1996 or a document proving
meeting the EURO 1 requirements
01.10.2001 - 30.09.2006 or a
document proving meeting the EURO
3 requirements
above 3.5 Mg, or a document
proving meeting the EURO 5
requirements
Fuel type
Motor gasoline BS1
Diesel Oil
Biodiesel
The unit rate
of charge
[PLN/Mg]
83.04
43.14
39.89
Diesel Oil
Biodiesel
50.06
45.29
Compressed natural gas CNG (rebuilt
engines), including biomethane
Diesel Oil
Biodiesel
13.24
Diesel Oil
Biodiesel
10.70
Compressed natural gas CNG (predesigned engines to gas supply),
including biomethane
Diesel Oil
Biodiesel
Diesel Oil
Biodiesel
Diesel Oil
Biodiesel
6.21
18.08
13.64
14.13
10.59
8.82
10.35
7.40
5.18
6.72
7.51
5.11
3.80
4.43
5.22
3.49
Today's advanced bus gas engines design (natural gas, biomethane) makes their CO2
emissions lower by 16% compared to petrol vehicles and 13% to diesel engine ones.
This means that in terms of CNG rolling stock owned by the MPK Rzeszow, with an
annual consumption of about 1.5 mln Nm3 of natural gas and biomethane of 1.7-1.8
mln Nm3 obtained reduction of the CO2 emissions was by about 16% compared to
before the introduction of gas fuel.
26
5.4. Estimation of the scale of the demand (daily, yearly) by the MPK in
Rzeszow for biomethane
Currently, CNG consumption by 40 buses in service averages 4 300 m3 of gas per
day which gives an annual consumption of approximately 1.5 mln Nm3.
MPK assumed that the amount of methane-fuelled buses will double, to 80, half of
which could be powered by biomethane (if their acquisition is possible). While
maintaining similar mileages and the likely increased use of biomethane and CNG,
arising the content of pure methane in these two fuels, it can be estimated that
the demand for bio-methane will increase.
5.5. Projected number of buses and annual mileage of operated buses
powered by gas fuel (now and in the 10-20 years time)
MPK Rzeszow claims, that from the currently operated 40 CNG buses that number
will rise to 60 buses in the 2015, and 80 buses in the 2020 and then will be
maintained at this level. The mileage of buses will not be much changed, and MPK
estimates that each year it will be around 65 -70 thous. km/bus/year.
27
6. Definitions of strategy and development of public
transport in Rzeszow, including growth share of buses
fuelled with methane
6.1. A comprehensive analysis of factors suggesting growth share of
biomethane supply
Several years of operation of buses fuelled with CNG meant that MPK staff,
technical staff and drivers have acquired the skills and practices to operate and
repair these vehicles. We assume that the small range of changes in regulations
and control of engine required for biomethane supplying will be relatively easy to
implement.
Indigenous biomethane from municipal waste and sewage sludge are addressed by
other utility companies (MPWiK, MPGK), which are like the MPK in 100% owned by
the city, should ensure a low and stable price for 1 m3 of methane, which will
provide competition for CNG.
Consumption of biomethane would also satisfy the conditions for use of renewable
energy, according to the prospective EU requirements in this regard. This fuel
meets the requirements of the EU concerning the growth in the share of renewable
fuels in the market for motor fuels imposed by the EU directive.
Regular recipient on biomethane, which will become the MPK may affect the rise in
the region of another plant of biomethane acquisition from agricultural and
industrial waste.
6.2. Simulations of pollutants emissions and gas demand depending on the
development model of bus communication
Leaving the current ratio between the CNG buses and diesel with the simultaneous
replacement of all the necessary diesel buses, most of which do not meet any of
the Euro standards, filling the Euro 5 standard, the amount of pollutants would be:
NOx 138.27 Mg, PM 1.51 Mg, CO 119 Mg, HC 31.18 Mg
In the case of performance objectives to achieve the proportion of CNG and diesel
buses in 50/50 estimated quantity of pollutants shall be:
NOx 91.72 Mg, PM 0.90 Mg , CO 73.13 Mg, HC 20.76 Mg.
28
Demand for gas in the first case will be approximately 1.6 mln m3 per year and the
second about 3.2 mln m3 per year.
6.3. Optimal number of CNG buses (including biomethane)
Established level of 80 units of buses fuelled with both CNG and biomethane, arises
from the need to ensure the security of supply of alternative fuels. Both the
technical side - the possibility of failure of equipment for purification, compression
and fuel distribution, as well as economically - fluctuations in fuel prices, failure to
provide a fixed price or at least parity between them, crossing the threshold of 50%
of the fuelled fleet can be risky.
Currently, the entire annual production of biogas in a wastewater treatment plant
in Rzeszow is used to produce 3 300 MWh of electricity and 18 000 GJ of heat - CHP
and 7 700 GJ in the boiler room. An alternative to the combustion of biogas in
cogeneration and boiler aggregates is to use biogas to drive buses.
The authors believe that this second option may be cost effective especially since
more and more discussion about changing the current approach to energy policy of
the country and issue certificates giving the possibility of obtaining grants. More
and more clearly crystallized the view that aid should only be used for biogas
production from agricultural and then biomethane from biogas production in
wastewater treatment plants will be very attractive fuel, affordable, even without
subsidies.
The aim of the study is to assess the possibility of using locally produced biogas to
drive a huge amount of buses and factual, technical and economic arguments to
make the right decisions.
29
7. The possibilities of using biomethane from municipal sources for
powering engines of MPK Rzeszow
7.1. Assumptions on the MPK Rzeszow bus fleet renewal
MPK Rzeszow is operating bus fleet which requires significant renewal. Three
quarters of the company buses are 10 or more years old, and 43% of the fleet is
over 15 years old. The average millage of new statistical bus is increasing. In 2002
this millage was 509 thousands kilometres per vehicle and in 2009 it grew to nearly
730 thousands kilometres per vehicle. Millage of the 1/3 of the current operated
buses passed 1 million km. The reason for the lack of sufficient renewal of MPK
Rzeszow bus fleet are primarily insufficient income from business activity and
insufficient funds from the local budget, which could be used to purchase the
stock.
According to the real conditions it can certainly be assumed that in the next 10 - 20
years the primary means of public transport in Rzeszow will remain the bus
transport. MPK Rzeszow’s bus status, necessary for the operation of public
transport needs of Rzeszow in the next 8-10 years is estimated at about
160 buses18. Considering the very advanced average age of vehicles being currently
in service (above 14 years) practically the entire fleet owned should be replaced
during this period with a new one. The renewal plan envisages purchase of
20 diesel-powered buses in 2011, of standard 12 m length and in the years 20122013, purchase of 30 diesel-powered buses with a length of 9 - 10 m and 20 CNGpowered ones with the 12 m length. Predictions of purchases in the following years
include a serious need for a MPK Rzeszow bus fleet renewal by the 2020.
Based on the available data on planned purchases of buses for MPK Rzeszow and
our own assumptions about the percentage of buses 9 - 10 meters in the structure
of the fleet in 2020 reaching 20 - 25% and also replacing 80-90% of old buses, it was
possible to show a hypothetical vision of bus purchases by the 2020 (Table 6).
30
Table 6. Renewal plan for MPK Rzeszow bus fleet by the 2013 and estimates of
purchases by the 2020 [in units]
2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Total
20
25
25
10
10
10
10
10
10
10
9-10 m
15
15
2
1
1
1
1
1
1
12 m
20
10
10
8
9
9
9
9
9
9
Source: Jakóbiec J., Rudkowski M., Filip M., Chruścicki T. „Determining the needs of supply of
biogas for powering MPK Rzeszow buses‖; NGV AUTOGAS Co. Ltd..; Kraków, September 2010 r.- own
assumptions and calculations
With the adopted assumptions, half of the MPK Rzeszow’s fleet would be replaced
by 2015.
7.2. Assumptions to estimate the biomethane fuel powered MPK Rzeszow
bus fleet
The review of bus companies using natural gas as a fuel shows that on average fuel
consumption of a bus with a standard length of 12 m is about 57 Nm 3/100 km. The
average annual mileage in MPK Rzeszow of one CNG-powered bus in 2009 was about
67.5 thousands km. (Table 7). The difference in fuel consumption of methane by
the standard 12-metres buses in Rzeszow (57 m3) and Warsaw (68 m3) comes from a
different traffic characteristics in both cities, a larger share of non-urban sections
in Rzeszow and increased road congestion in Warsaw.
Table 7. The average annual demand for natural gas (biomethane) by a MPK
Rzeszow city bus
twelve meter
long bus
Average consumption
of natural gas
(biomethane) per 100
km
[Nm3 per 100 km]
Average annual
mileage of a MPK
Rzeszow bus
[km per year]
Average annual
demand for natural
gas (biomethane) for
one bus
[Nm3per year]
57.0
67500
38500
Source: Jakóbiec J., Rudkowski M., op. cit. own assumptions and calculations
Calculated average annual demand for natural gas (or biogas) by a bus of 12 m is
estimated at about 38.5 thousands Nm3.
31
7.3. Estimate of the hypothetical number of buses powered by
biomethane using the potential production from municipal sources
Taking into account:
the expected average annual fuel requirements of methane by a MPK
Rzeszow city bus (Table 7),
directions of MPK Rzeszow bus fleet renewal (Table 6),
the number of MPK Rzeszow buses with a standard length of 12 m, which could
be powered by biomethane in 2020 (Table 8) has been estimated.
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
Table 8. Estimates of the hypothetical number of MPK Rzeszow buses by the
2020 powered by biomethane, acquired from ZK "Wisłok" area
municipal sources
Estimated number of buses
185 184 183 181 179 176 172 168 164 160
(units)
Expected total purchases of new
20
25
25
10
10
10
10
10
10
10
buses (units)
The hypothetical number of 12 m
operated buses powered by
40
45
50
55
60
64
68
72
76
80
methane (biomethane) (units)
Hypothetical demand for
biomethane to power the MPK 1.54 1.73 1.93 2.12 2.31 2.46 2.62 2.77 2.93 3.08
Rzeszow buses fleet [mln Nm3]
Source: tables 8.2., 8.3.; own assumptions and calculations
Balancing the estimated potential volume of biomethane possible to be obtained
from municipal sources of ZK "Wisłok" company to power MPK Rzeszow buses, with
a potential demand for this fuel for city buses (Table 8), one can say that with
adopted assumptions, both for estimating the potential possibilities to obtain
biomethane from municipal sources of ZK "Wisłok" area for use as motor fuel, and
the MPK Rzeszow prediction for using buses fuelled with methane, the amount of
biomethane generated in the fermentation processes of municipal waste produced
in the ZK "Wisłok" area (after deduction of the biogas demand for public utilities
own goals) is sufficient to power 80 MPK Rzeszow city buses with standard length of
12 m in 2020.
32
The demand of biomethane in 2020 by 80 MPK Rzeszow buses adapted for this type
of fuel would amount to about 3.1 mln Nm3.
In practice, it should be expected to face the possibility of difficulties related to
obtaining (derived from municipal sources) biomethane to power the bus engines.
Leaving aside considerations of high investment costs of the facilities for acquiring
and adapting biogas to biomethane parameters suitable as a bus engine fuel, the
difficulty of obtaining biomethane fuel for transport purposes in the coming years
may also result from the existing plans of public utilities for electricity generation
using biogas and delivering it to the grid.
In the future it would be reasonable in this aspect to consider the future possibility
of using other potential sources such as biogas from agricultural biogas plants in
the Rzeszow region. In this case it would be necessary to conduct separate studies
for the systematic identification of capabilities of biogas obtaining in the area of
the city of Rzeszow, and plans of individual ministries and local governments for
the acquisition and use of biogas. Very beneficial in this matter is the information
from the Carpathian Energy Agency about changes to the rules of co-financing the
Rural Development Program (under the action – ―Diversification into nonagricultural activities‖). The preferred type of activity will be the construction of
agricultural biogas plants, for the support of which it will be possible to obtain the
funds.
7.4. Capital expenditures associated with the use of biomethane for
Rzeszow buses
Estimates of capital expenditure on the use of biomethane to power the MPK
Rzeszow bus engines were made for 80 buses adapted to this type of fuel operating
as assumed in 2020 year. It means that as the number of buses powered by
biomethane was taken the total number of all Rzeszow CNG buses, which in 2020
will be in service in this town. Today in Rzeszow does not exist so big biogas
production to be able to handle so much buses. To meet this there is need to invest
in biogas plants.
The main items of capital expenditure concern:
33
stations, located at the municipal biogas plant, upgrading biogas to the
parameters of an engine fuel,
compressing and biomethane refuelling stations dedicated to bus cylinders
purchase of buses with engines adapted to operate on biomethane.
Expenditures related to the construction of biogas preparation station to the
parameters of the motor fuel
The amount of expenditures related to the construction of stations upgrading
biogas to engine fuel parameters, were calculated using the following assumptions:
The average annual output rate of one station upgrading biogas: 3 million
Nm3 / year (according to the Swedish study),
average expenditures related to the construction of one biogas upgrading
plant: 6 million PLN.
With the expected potential biomethane obtaining capacity from the municipal
sources, balanced with the demand for biomethane for the MPK Rzeszow fleet of
80 buses in 2020, the expected amount of the biomethane used should reach
3.08 million Nm3 (Table 8). The number of upgrading installations (located in the
municipal landfills and ZK "Wisłok" sewage treatment plant area) should be 3
(1 station at the wastewater treatment plant in Rzeszow and 2 stations in landfills
located in the ZK "Wisłok" area). The total costs for construction of three stations
upgrading biogas to motor fuel parameters would be 18 million PLN.
Expenditures related to the construction of biomethane compression and
refuelling stations dedicated to bus
MPK Rzeszow currently operates 40 buses fuelled with natural gas and has the
appropriate infrastructure for gas compression and refuelling. Preparing the
infrastructure for allowing biogas refuelling for another 40 buses requires, among
others, expenditures for the double stand dispensers, gas compressors, compressed
gas storage buffer, etc. (Table 9).
34
Table 9. The technical data and costs of gas compression and refuelling stations
(50 buses)
No.
Equipment belonging to the station
Expenditures
(thousand
PLN)
1. Two double stand dispensers - 4 gas filling positions with mass
250
metering
2. Two compressors with a capacity of 300 Nm3/h each
1 600
3. Buffer stores (sequential) for compressed gas, filled to 25 (30)
250
hPa along with the control, cylinders with a capacity of about
6000 dm3
4. Station infrastructure
300
TOTAL
2 400
Source: "The program of clean urban transport based on compressed natural gas (CNG) to Warsaw";
Goodwill Investment & Finance; Warsaw, February 2005
Costs associated with the implementation of new biomethane compression and
refuel stations dedicated to bus tanks in MPK Rzeszow with four fast filling
positions of biogas, would be around 2.4 million PLN.
Expenditures related to the purchase of buses with engines adapted for
biomethane
For comparison, the average depreciation costs of diesel-powered buses and CNGpowered buses, the net price of Solaris Urbino 12 bus in standard version (without
air conditioning, no ticket vending machines, without monitoring), were adopted as
an example. It was considered that in the case of financially troubled MPK Rzeszow
and lack of sufficient funds for the renewal of the bus fleet, the choice of buses
with basic standard equipment will be sufficient.
Higher costs associated with the purchase of buses adapted to be powered by
biogas result from the difference in the cost of these buses in comparison to the
cost of buses with diesel engines. Buses designed to run on gaseous fuel
(compressed natural gas or biomethane) are more expensive by about 20 - 25% than
buses with traditional engines (Table 10).
Net cost of buying 40 new buses with diesel engines would be about 28.6 million
PLN. Net costs of 40 new biogas fuel buses is about 35.4 million PLN. The
35
difference amounts to 6.8 million PLN in favour of buses equipped with diesel
engines.
Table 10. Foreseen and variant costs of purchasing buses for MPK Rzeszow
between 2011 - 2020, depending on the types of fuel (diesel or
compressed biomethane)
The 12 m long buses
Number of planned purchases
in years 2011 - 2020
Net price of diesel-powered bus
Net price of CNG (biomethane)
powered bus
[PLN]
The costs of purchasing new dieselpowered buses [mln PLN]
The costs of purchasing new CNG
(biomethane) powered buses [mln
PLN]
40
715000*
885000*
28.6
35.4
* Solaris Urbino 12
Source: Solaria Bus – representative of the Sub-carpathian region - own assumptions and calculations
All additional investments necessary for the years 2011 - 2020 in order to allow the
use of biogas from municipal sources in ZK "Wisłok" area to power the MPK buses
with biomethane, can be determined approximately at 27.2 million PLN (18.0 for
upgrading + 2.4 for compression + 6.8 for different bus prices).
The additional cost of purchasing buses with engines adapted for gas fuel would
take up about 1/4 of all capital expenditures related to the project.
36
7.5. Fuel costs and depreciation of diesel-powered and biogas powered
buses
The principal types of costs differentiating the operating costs of diesel-powered
buses from the operating costs of buses powered by natural gas or biogas, are the
fuel costs and the depreciation fleet costs. Fuel costs represent about half of all
costs of operating motor vehicles. Other operating costs (tires, vehicle insurance,
taxes on transport, etc.) are comparable in the case of biogas-fuelled buses and
diesel-powered buses. Some differences are between the costs of maintenance and
repair of buses with different fuel system. According to the incomplete MPK
Rzeszow data, operating CNG (natural gas) powered buses, the average
maintenance costs of gas powered buses are about 0.05 PLN / vehicle-km higher
when compared to diesel powered buses. These arise, among others, from a higher
frequency of replacement of the engine oil, higher costs of equipment and
technical facilities of buses with engines fuelled with natural gas5.
Comparison of the costs of fuel and depreciation costs of diesel-powered city buses
and the costs of gas-fuelled buses was made with the assumption of operating
additional forty buses purchased by MPK Rzeszow in the years 2011 - 2020 powered
by gaseous fuel. For the purpose of the comparison, the average price of fuel in
July 2011 was adopted. Moreover, we assume that in 2020 the relationship of
natural gas prices and biogas will be similar to today (Table 11).
5
In the absence of sufficient MPK Rzeszow data associated with use of biogas-fueled buses, the
maintenance cost of natural gas buses are not considered in detail in this paper.
37
Table 11. Variant comparison of the estimated costs of fuel and depreciation
costs of MPK Rzeszow diesel and biogas-powered buses in a 2020
dieselBiogas
powered
powered
buses variant buses variant
Number of buses purchased between units
40
40
2011 – 2020 being compared
The average annual bus mileage
thousand km 67.5
67.5
3
Average fuel consumption per 100 dm /100 km
37
57
km
Nm3/100 km
Fuel consumption per year
mln dm3
1.00
1.54
mln Nm3
Net fuel price
PLN/dm3
3.86*
2.09**
PLN/Nm3
Annual fuel costs
thousand
3856
3217
PLN
Average net price of a bus
thousand
715
885
PLN
The cost of purchasing new bus fleet mln PLN
28.6
35.4
in the years 2011 - 2020
The annual rate of depreciation of %
8
8
buses
The annual amount of depreciation
thousand
2229
2832
costs write-offs
PLN
The total annual cost of fuel and
thousand
6144
6049
depreciation of the fleet
PLN
* National average net price of ON was 3,86 PLN/dm3 by PIPP of 2011.07.22.
** Average net price of CNG in PGNiG stations 2,09 PLN/Nm3 by PGNiG of 2011.07.13
1€= 4 PLN
Source: data from tables 8.3., 8.4., own assumptions and calculations
Calculated and compared costs of fuel and depreciation costs of fleet in total, in
the case of operating, at the MPK Rzeszow, of 40 purchased buses after 2010,
powered by diesel fuel or bio-methane (with the assumptions about energy prices
and prices of buses) appear to favour gas fuels (savings of 95 thousand. PLN per
year, which is 1 - 2% of savings compared to the operation of diesel-powered
buses).
This cost relation could be beneficial for the bigger difference in price between
diesel and biomethane fuel or in case of a drop in prices of buses with engines
adapted for biogas, compared to diesel-powered buses.
38
These comparisons did not take into account e.g. equipment depreciation costs
associated with storage and refuelling vehicles tanks with biogas. In practice, the
costs of supplying buses with natural gas system in Poland have so far been covered
by national gas suppliers (Polskie Górnictwo Naftowe i Gazownictwo – Gas & Oil
Company).
7.6. Economic costs of environmental use for the diesel and gaseous
powered buses
In order to estimate the potential effects of biomethane use to power engines of
MPK Rzeszow buses, instead of diesel, the current fees for the use of environment,
were adopted. The unit rate for gas released into the air from a unit of fuel burned
in the engines of motor vehicles with a weight of more than 3.5 Mg (with a
document confirming compliance with the EURO V requirements) is6:
5.22 PLN per Mg of diesel oil7,
3.80 PLN per Mg of natural gas or biomethane (pre-adapted engines to gas).
Expected diesel oil consumption in 2020 for 40 additional buses purchased as new
from 2011 onwards has been estimated at 1.0 million dm 3 (0.84 Gg)8, and the
compared hypothetical consumption of biomethane (for operating 40 buses
powered by biomethane), would be (Table 11) 1.54 million Nm3 (1.11 Gg).
The costs related to the necessity of paying for the economic use of the
environment, depending on the variant of powering bus fleet, were calculated as
follows:
diesel-powered buses: 0.84 Gg x 5.22 PLN per Mg = 4830 PLN (~1207 €);
bio-methane powered buses: 1.11 Gg x 3.80 PLN per Mg = 4210 PLN
(~1052 €).
6
Statement of the Minister of Environment dated. 08.18.2009 on the amount of fees for use of the
environment; Monitor Polski number 57/2009, position 780
7
8
1 € = 4 PLN
mass of the diesel oil: 0.84 kg/dm3
mass of the biomethane: 0.72 kg/Nm3
39
With the assumptions used in the calculation of the quantity of fuel consumption
projected by the 2020, by an additional 40 MPK
Rzeszow buses and with the
current unit rates of charges for the gas released into the air from combustion of
fuels in motor engines, it does not appear that the use of biomethane will
significantly lower these costs. In case of using biomethane fuel, these costs will be
lower in comparison with the use of diesel fuel by about 170 PLN (~42 €), which in
relation to the financial scale of the entire project is negligible.
This issue, however, may change in the context of envisaged EU environmental
policies anticipating a significant increase in rates for the use of the environment.
This does not change the fact that the implementation of biogas system in MPK
Rzeszow currently operating at rates of fees for the use of the environment, does
not provide significant additional financial benefits, in the balance of MPK Rzeszow
costs.
To sum up, operating 40 additional MPK Rzeszow buses (purchased in 2011 - 2020)
powered by biomethane, is characterized by similar economic operating
parameters to those buses powered by diesel fuel. Economic neutrality of such
a solution can be changed by the price reduction of biomethane.
Under the current pricing, the reasons for the development of biomethane in
transport, including urban bus transport, appear to be ecological values supported
by the priorities and environmentally-friendly energy policy in the EU9.
9
EU directive no. 2009/28/UE obliges member states to increase the share of renewable
energy sources in final consumption to a minimum of 15%
40
8. Development of conditions to use biomethane in Rzeszow
municipal transport buses
8.1. Possible variants of biomethane fuelling methods
Among the possibilities of supplying biomethane produced at a biogas plant located
on the territory of the currently operating municipal wastewater treatment plant
on Ciepłownicza Street in Rzeszow to the Bus Depot on Lubelska Street or on
Trembeckiego Street, the following solutions must be analysed:
Biomethane compressed to the pressure of 25-30 MPa for cylinder vehicles,
pipe-vehicles or cylinder batches, and then delivery to bus depot, where
partial de-fuelling would occur directly to buses, and partially to CNG
warehouses located at the existing CNG station.
Biomethane compression to the pressure of 3-5 bars and its transmission via
a specially built pipeline between the biogas plant located on Ciepłownicza
Street and the Bus Depot on Lubelska Street. Biomethane would be then
supplied to the pipeline feeding the existing CNG bus filling station.
Biomethane compression to the pressure of 3-5 bars and its supply to the
municipal gas grid. The equivalent volume of gas would be collected, as at
present, at the bus depot, but the user would only pay the fee for gas
transmission.
Biomethane liquefaction and its supply as LNG to the LCNG station or after
partial or complete adjustment of buses to LNG fuel - as LNG.
The selection of the appropriate solution must be supported with a detailed
economic analysis. At the present phase of the project, we have no data that
would allow for full economic analysis, but basing on estimate values, it is possible
to assess the outlays necessary to execute each of the four presented variants of
the method for supplying biomethane produced in the volume of about 300 Nm 3 per
hour from the water treatment plant to the bus depot on Lubelska Street.
Due to the need to gather approx. 5 000 Nm3 of biomethane, the variant with
virtual pipeline (cylinders trailer vehicles) seems to be very cost-effective to star
using biomethane pilot fuelling station located at a bus depot. Ultimately, the best
41
solution for Rzeszow would be pipeline connection of the bus depot with the water
treatment plant.
8.1.1. Biomethane compression to the pressure of 25-30 MPa (virtual pipeline)
When selecting the variant of biomethane transport from its production and CO2
elimination site to the bus depot in the compressed form, the following must be
done:
a)
biomethane compressor station must be designed and built, together with
the infrastructure necessary to support complexes for do transport of
compressed biomethane (cylinder- vehicles, pipe-vehicles, cylinder batches)
on the territory of the treatment plant
b)
it must be decided what means of transport among the ones available will be
used for biomethane transport (cylinders trailer vehicles, pipe-vehicles,
cylinder batches)
c)
sites for biomethane de-fuelling must be designed and built on the territory
of the bus depot
With the assumption that biomethane would be transported in the compressed
form, apart from the appropriate selection of compressors at the CNG station, it
would be a significant problem to select the appropriate means of transport and
organization of de-fuelling operation. Several global companies offer cylinders
trailer vehicles and pipe-vehicles with capacity of from 3000 Nm3 to 8500 Nm3,
where gas is stored at the pressure of 20-30 MPa.
The size of cylinder-vehicle (pipe-vehicle) decide on its mobility. Usually,
cylinders trailer vehicles or pipe-vehicles are designed to transport possibly large
volume of gas. As a result, maximum permissible loads per axis are applied, and
the entire complex reaches the weight of almost 40 Mg, which largely limits the
opportunity of free movement on all domestic roads. When selecting a cylindervehicle or pipe-vehicle for biomethane transport, one must also consider the time
needed for their fuelling.
For example, in the case of a station with capacity of 300 Nm 3/h, fuelling of an
empty cylinder-vehicle with capacity of 8 500 Nm3 would take over a day
42
(28 hours), which is unacceptable for logistic reasons (we must have 4-5 hours per
day available for fuelling CNG buses and cylinder-vehicle transport). Time available
for biomethane fuelling and transport amounts to about 18 – 20 hours. It would be
thus beneficial to apply two cylinder-buses with smaller capacities (e.g. 4200 –
5000 Nm3 each).
The obtained reserve of CNG storage capacity would increase the flexibility and
security of biomethane deliveries. Another possible solution would be to transport
biomethane in cylinder batches transported with tractors on agricultural trailers.
Due to small distance, batch transport time would not play a significant role, and
the proposed system would additionally allow for significant flexibility and
reduction of the investment and transport costs.
Furnishing of biomethane compression station located at the wastewater
treatment plant
The station for filling cylinders trailer vehicles with biomethane would comprise:
Metering system for volume of biomethane collected before the compressor
unit;
Two gas compressors with capacity of e.g. 150 - 250 Nm3/h;
Sound-attenuating compressor casing with foundations;
External technological installation;
Electrical installation;
Energy connection,
Instrumentation systems,
Lightning-arrester,
surrounding
installation
and
technological
earth
electrodes,
Traffic lines;
Considering in the compressor control system of an algorithm that would
ensure shutdown in the event of flow reduction below the present threshold
43
value and readiness for launch upon possibility of supplies with the minimum
assumed output;
Algorithm preventing the possibility of launching two compressors in the
event of reducing the supply output below the threshold value of their total
capacity (e.g. 500 Nm3/h);
Reduction of the output causing compressor shutdown can also significantly
elongate the fuelling time.
Fig. 7. Block diagram of filling station in the wastewater treatment plant
Location of the station
The most favourable location of the station for cylinder-vehicle filling with
compressed biomethane would be the gas acquisition site, namely the area of the
wastewater treatment plant. Before confirmation of the assumed location on the
territory of the plant, one must determine categories and explosion danger zones,
according to PN-EN 1127-1:2001 ―Explosive atmospheres. Explosion Prevention And
Protection‖ and classify dangerous areas according to standard: PN-EN 6007910:2003 ―Electrical apparatus for explosive gas atmospheres. Classification of
hazardous areas‖. One must account for the existing land management in the
Wastewater Treatment Plant and the existing explosion danger zones. Due to lack
of regulations in the Polish legislation as regards the method for setting explosion
danger zones for gas compressing equipment to the pressure of 30 MPa, one must
rely of national guidelines and similar studies based on European literature,
prepared for CNG vehicle fuelling stations. Explosion danger zones set for vehicle
44
fuelling stations must remain within the fencing limits of the treatment plant, and
must not affect the equipment installed there. It is assumed that the distances are
determined with the size of explosion danger zones and protective zones around
the compressor station and loading terminals. For CNG fuelling stations, the
following zones are set:
Explosion danger zone 2:3 m from compressor casing;
Explosion danger zone 2:20 cm from the distributor and 1 m over it;
Protective zone: 5 m from compressor casing;
Protective zone: 6 m from distributor casing or range of fuelling hose + 1 m
from connection device
In this case, protective zone is the area around the explosion danger zone, where
no equipment and materials can be applied which could serve as the source of
ignition.
Required size of land for investment
The figure below presents hypothetical land management for fuelling station:
Fig. 8. Hypothetical management of fuelling station area
45
The above analysis of land management adopted the length of transport vehicle
trailer of 10 m and the width of 2.5 m. The location will require building of a
maneuver square with the bearing strength of 40 Mg on the area of 1100 m2. The
area around the compressor station will require hardening – the area of this land
amounts to: 200 m2.
One must also consider the need for locating the cabinet with compressor and
metering-settlement system powering and control elements for fuel collected. The
duct with biomethane from digesters for compression can also be run e.g. on a
trestle over the access road.
8.1.2. Biomethane compression to the pressure of 3-5 bar and transmission
with pipeline
For the purpose of performing the analysis of the possibility of biomethane
transmission via gas pipeline between the biogas plant (Ciepłownicza Street) and
bus depot (Lubelska Street) at the distance of 1.8 km (Fig. 11), in the line similar
to a straight line, a draft study was requested from a specialist Company.
The Draft Study, containing technical-economic assumption for: ―Construction of
pipeline for biomethane transmission from the areas near the Wastewater
Treatment Plant in Rzeszow to CNG station for MPK bus fuelling on Lubelska Street
in Rzeszow‖ constitutes Annex 2 to 5.8 report entitled Feasibility study of new
biogas fuelling station in Polish city of Rzeszow.
Gross value for performance of the pipeline according to prices from February 2010
amounted to approx. 260-305 thous. PLN, depending on the variant selected
(Variant No. 1 was proposed with underground crossing of the Wisłok River, and
Variant No. 2 with placement of the pipeline on the existing overground structure –
trestle crossing the Wisłok River).
The costs of pipeline construction must be enlarged by the cost of compressor
station construction to allow for gas transmission. The assumed parameters include
hourly transmission of 300-500 Nm3/h, pressure at the start point of pipeline
feeding of 2-3 bar (compression), maximum operating pressure of 5 bar. It is
estimated that the cost of construction of such a compressor station will amount to
46
approx. 550-600 thous. PLN. The planned route of the pipeline has been set aside
the controlled zone of the existing high-pressure gas pipeline owned by OPG ―GazSystem‖ – Branch in Tarnów.
8.1.3. Biomethane liquefaction (LBG)
Biomethane liquefaction would create a qualitatively different alternative to
classic compression and distribution of biomethane via virtual pipeline at high
pressure. When deciding on a more expensive technology of biomethane
liquefaction, there would be an opportunity for comparable in the CNG cost
aspect, but easier distribution of biomethane in the liquid form. It must be stressed
that, as a result of biomethane liquefaction, we would obtain a much greater
density of energy storage, both during transport of liquid biomethane to the
recipient and in the vehicle (LBG buses).
Probably, if the Management of Municipal Transport in Rzeszow had the
opportunity of gas supplier selection, the alternative to LNG-LBG application would
also be more attractive due to the opportunity of achieving almost twice greater
bus ranges at comparable weight (tank + fuel). The present LNG price is
maintained at the level of 1.46-1.5 PLN/m3
10
and is competitive to duct gas also
because it does not contain the transmission fee and other fee (including fixed
fee). However, it must be transported from the manufacturer to the customer,
which will constitute certain cost proportionate to distance. With the application
of LBG, lower costs than for CBG distribution station are achieved, and also of its
later operation, as we avoid the need to collect high volumes of electricity for gas
compression (0.2 – 0.35 kWh/Nm3).
Costs of LBG station construction with similar capacity as CNG station is lower by
approx. 30%, but the assurance of continuous operation of the LBG station requires
higher qualifications and skills. The annex to 5.8 report entitled Feasibility study
of new biogas fuelling station in Polish city of Rzeszow contains technical and
10
1 € = 4 PLN
47
price offer for LCNG station with the parameters similar to the parameters
required for support of 30 Rzeszow buses fuelled with compressed biomethane.
LCNG station allows for fuelling both CNG and LNG vehicles, yet for this purpose, it
must be more extended and thus more expensive. LNG production is a technically
complex and costly enterprise. The selection of natural gas or biomethane
liquefaction technology depends on the required installation capacity and the
composition of the liquefied gas (content of carbon dioxide, sulphur, abstract
compounds, nitrogen compounds, heavy hydrocarbons) and its initial pressure. LNG
is natural gas with high methane content (97-98% methane) cooled to the
temperature of –163°C.
At this temperature and at atmospheric pressure, the fuel is liquefied, and thus
reduces its volume by about six hundred times. Owing to this, it can be easily
transported e.g. via cistern vehicles. LNG is non-toxic and non-corrosive. Its
density is by half lower than water density. It is also colorless and odorless.
Technologies applied for LBG production
Biomethane liquefaction is just one link in the chain between fuel acquisition and
its supply to the end customer. Pre-treatment of biogas is equally important for
the liquefaction process as the selection of cooling methods and the cooling agent.
The selection of technology for biogas liquefaction depends on the desired
installation capacity and gas composition (CO2, H2S, N2 and heavy hydrocarbon
content). There are basically three methods for natural gas liquefaction:
classic cascade cycle;
cascade cycle with mixed cooling agent;
decompression cycle using turbo-expander.
Technologies applied for small-scale LBG production
LNG can be produced on a small scale by biogas liquefaction, storage and
regasification. Cryogenic liquefiers for LNG production are already available for
commercial purposes.
48
The developing market of vehicles fuelled with natural gas and other application
gives the opportunity for distribution and application of equipment for LNG
production. The research team of the Idaho Laboratory of the US Energy
Department has developed the technology for methane and biomethane production
on a small scale.
Gas Technology Institute (GTI) in cooperation with the US Energy Department has
developed a system for natural gas liquefaction on a small scale for application in
vehicles, for biogas and other special gas markets. Research works are oriented at
installation with capacity of from 70 kg/h to 2.1 Mg/h. The main objective is to
achieve LBG price that could compete with large LBG producing equipment. GTI
system uses mixed cooling agents in the simple (single) loop of the cooling agent.
The installation is built on the mobile frame for quick application.
8.2. Selection of the type of bus fuelling with biomethane
According to the assessment of the authors, the cheapest solution would be to
supply biomethane directly after production and treatment to the parameters of
biomethane at the wastewater treatment plant to the municipal gas grid and
collection of the equivalent volume of natural gas at the depot. MPK would then
only bear the cost of gas transmission. Assuming that unit price of biomethane
would be lower than the price of natural gas, the user would save on the difference
in the gas price and additionally on the cost of pipeline construction and
maintenance. For the purpose of biomethane compression to the pressure value at
the municipal gas network (medium pressure), compressor station should be built.
In the Polish conditions, performance of formal and legal issues related to the
introduction of biomethane in the existing gas pipeline manager by the local
operator (Rzeszow Gas Plant) and collection of an equivalent volume of gas from
high-pressure pipeline located at the CNG station at the bus depot on Lubelska
Street, managed by GAZ-SYSTEM S.A. seems rather unrealistic. As the easiest to
carry out, there is the construction of a separate pipeline connecting the
wastewater treatment plant and the bus depot namely biomethane compression to
the pressure of 3-5 bar and transmission via the newly built pipeline between the
biogas plant located on Ciepłownicza Street and the bus depot on Lubelska Street.
49
Biomethane would be then supplied to the pipeline supplying CNG station for bus
fuelling (technical data below - Fig. 9).
Fig. 9. GAZPACK 70 Compressor
At the rated operating pressure: 250 bar,
Biomethane pumping: 668 Nm3/h)
Engine power (kW): 110
Speed (rpm): 1034
Inlet pressure (bar): 10-13
CNG station - Rzeszow
Address:
Miejskie Przedsiębiorstwo Komunikacyjne, Zajezdnia nr 2, Lubelska street 54 Tel.
017 866 04 08, Fax. 017 853 67 03. Open daily from 6:00 AM to 1:00 AM. Between
6:00 - 9:00 and 22:00 - 1:00 hours, self-service fuelling with CNG Auto card. The
CNG
station
is
located
on
the
territory
of
Miejskie
Przedsiębiorstwo
Komunikacyjne, Zajezdnia No. 2, address: Lubelska street 54. Apart from CNG, one
can also tank liquid fuels there.
Services:
The station allows for tanking for everyone between 6:00 AM - 1:00 AM at night on
the following day.
Technical data:
Compressors: 2x 600 Nm3/h GAZPACK 70 (Compair)
50
Distributors: 2
Sites: 4 (2 x NGV-1, 2 x TN5)
Location: bus depot
9. Short SWOT analysis
Strengths
Weaknesses
● Biomethane is a renewable energy
source. Can be produced from:
▪ municipal waste,
▪ agricultural waste,
● Bus technology allowing for meeting
the growing ecological requirements
(Euro IV, Euro V, Euro VI),
● Vehicles fuelled with biomethane are
very safe,
● Better access to OEM components of
gas fuel equipment than in the case
of other alternative fuels,
● Well-developed standards for CNG
(biomethane) application:
▪ ISO,
▪ CEN,
▪ UN,
▪ National standards.
● Higher purchase cost of CNG vehicle
(bus, van, car):
▪ Requires continuous improvement
of regulations on use,
▪ High initial difficulties with entry
on the market,
● High costs of fuelling station,
● Small energy storage density makes
the vehicle range smaller as
compared to petroleum fuels,
● Greater requirements to fuel tanks,
● Poor fuelling station network – capital
requirements in the early phase of
solutions implementation, both on the
part of distributors and users,
●
Costly
storage
method
(low
efficiency).
Opportunities
Threats
● global environmental problems make
biomethane attractive due to small
CO2 emissions:
▪ urban strategies for alleviating
the effects of pollution,
● biomethane in vehicles is becoming
increasingly
attractive
due
to
international support for renewable
sources,
● alleviation
of market
energy
difficulties related to fluctuations of
oil prices,
●long-term increase in oil prices:
▪ shortages of supply,
▪ sudden growth of demand in the
● Lack of global support for development
of biomethane fuel:
▪ NGVs is not part of core business,
▪ Privatization weakens long-term
markets,
▪ Company fleets still drive using
competitive fuel,
● OEM is not yet involved on an
appropriate scale in the production,
distribution and services cycle in the
area of alternative fuels and NGVs,
● new generation of fuels and vehicles
reduces biomethane benefits to the
environment ,
● expectations related to hydrogen /
51
developing countries,
● European Union’s transport policy by
2020 and in the longer perspective,
assuming substitution of petroleum
fuels with ecological fuels.
fuel cells as a "cure-all" solution
reduce the attractiveness of NGV.
10. Projected capital investments of the city of Rzeszow
associated with obtaining biogas for commercial buses
In Section 7.4 described the investment cost of biogas introducing in 2020, in all
Rzeszow buses enable to be fuelled with CNG. This requires practically
construction of new biogas plants and a filling station. In this section are presented
the results of the economic analysis carried out only for the adaptation of 30 buses
to biomethane. 30 buses is the number of buses which could be supplied by existing
biogas plant at the Rzeszow wastewater treatment plant. From the other hand it is
also the number of buses, which could be additionally filled by existing gas filling
station at the bus depot. Such an approach would minimize the cost of the entire
investment project especially in its primary pilot stage.
Obtaining the necessary amount of biomethane for fuelling of 30 CNG buses with
biomethane to be introduced into service in Rzeszow, can require construction of
new fermentation tanks (digester) at the existing sewage treatment plant in
Rzeszow, or introduction of new biotechnology to produce algae. Biogas production
using classical methods is known and managed on a large scale, however, the
possible launch of a new biotechnology, i.e. the production of algae that are the
raw material for the production of biomethane is still in its early stages of
development and it is difficult to obtain output data to estimate the cost of the
technology. From the domestic and international experiences gained from similar
construction made so far it can be assumed that in the Polish conditions to obtain a
production capacity of 1 MWh of electricity from biogas it is necessary to invest
about $ 1 million in the plant for its production. The price level of such plants
accepted for the further course of discussions concerns the production of
biomethane, that is, biogas after treatment. This means that if potentially from
1 Nm3 of biomethane we can get about 10 kWh of energy, so to produce 1 MWh of
energy we need about 100 Nm3 of biomethane and the construction cost of a plant
with such capacity will be around 3 million EURO.
52
Gas propulsion of 30 CNG buses (biomethane), assuming a daily mileage of each bus
of 300 km and use of biomethane of about 60 Nm3/100 km - will require to provide
to the depot about 5400 Nm3 per a day (about 225-250 Nm3/h). The cost of
construction of the plant for the production of 250 Nm 3/h would be about
30 million PLN. Under the prevailing conditions in Rzeszow, the biomethane
produced in the newly built plant at the Wastewater Treatment Plant will need to
be sent to the bus depot, e.g. through the pipeline or in the form of CNG by trucks
carrying gas bottles. Expenditures required for its construction, calculated
according to the rates from the end of 2010 are approximately 180 thousand PLN.
Prior to feeding the biomethane into the pipeline it needs to be compressed to the
pressure 2.5 - 3 bar (average pressure) which requires the use of a compressor.
Price of the vane compressor made in EX version adjusted for the target output of
500 Nm3/h, will be around 200 000 PLN.
11. Technical possibilities and conditions for obtaining
purified biogas (biomethane)
In order to determine the technical and economic feasibility of obtaining biogas
with motor fuel parameters (biomethane), the competition was organized of
tenders for the construction of biogas plant with a part for mainly carbon dioxide
treatment.
The analysis of construction costs of the associated facilities has been made:
construction of the pipeline connecting the biogas plant with the bus depot and the
existing CNG station. At this stage it is assumed that the current hourly capacity of
CNG stations is sufficient to ensure filling an additional 30 gas buses.
As a result of a tender there were three offers received - one developed by the
Department of Environmental Engineering, Silesian Technical University, the
second one from a well known BIOGAS ZENERIS Sp. z o.o. company from Poznan,
and the third from the eGmina, Infrastruktura, Energetyka from Gliwice.
Best bid in the amount of EUR 1.8 million EURO was presented by the BIOGAS
ZENERIS Sp. z o.o. company from Poznan.
The main impurities associated with biogas received at sewage treatment plant are
carbon dioxide, hydrogen sulphide and water vapour. The removal of CO 2 from the
53
biogas takes place by physical, chemical or biological methods. The most popular
physical method is water washing, variable pressure absorption and absorption with
alkanolamines. Cryogenic, membrane, absorption methods combined with an
oxidant or in an alkaline solution, are also used.
The method utilising water uses physical property of the carbon dioxide, i.e.
increased solubility in water under pressure. At high pressures, carbon dioxide
dissolves in water while methane to a much lesser extent. Following pressure
reduction, the carbon dioxide contained in water is released from the water.
Blowing air through water with carbon dioxide enhances the process of releasing it
from the solution. The main disadvantage of this process is that it requires a large
amount of water which must be cleaned after the process. The biological sulphide
removal method must then be abandoned because of the introduction of nitrogen
into biogas. The use of bog iron ores to remove sulphur compounds or other
sorption method is then desirable. Other pollutants such as hydrogen sulphide,
mercaptans, esters, alcohols, etc. also dissolve in water and are then removed.
The absorption of carbon dioxide by water is a purely physical process. According
to Henry's law, the dissolving of CO2 in the water can be increased by increasing
the gas pressure. The optimal pressure is 6 - 8 bar.
The facility for production of fuel for gas engines should have:
- output capacity of about 600 m3 of purified biogas / h,
- methane content of about 90%,
- hydrogen sulphide content acceptable for internal combustion engines,
- water vapour content acceptable for internal combustion engines.
According to the diagram below biogas purification plant must:
- be resistant to the corrosive activity of the biogas components,
- be able to withstand working pressure of 7 bar,
- the absorption columns should be filled with inserts increasing surface area
required for the contact of water with CO2,
- include the system for washing columns,
- include the system for gas drying.
Diagram of the facility for biogas purification is shown on the Figure 10.
54
Fig. 10. Diagram of the facility for biogas purification
Fragment of planned pipeline to Wastewater Treatment Plant near Bus Depot in
Rzeszow is presented on the Figure 11.
55
Fig. 11. Fragment of planned pipeline to Wastewater Treatment Plant near Bus
Depot in Rzeszow
56
The cost of construction expenditures
- Station equipment and systems:
Price of the equipment for the CBG station with fast filling system (compressors
and their accessories) is shown in Annex No. 5 to 5.8 report entitled Feasibility
study of new biogas fuelling station in Polish city of Rzeszow.
- Station with a slow refuelling system
The price of equipment for the station with slow refuelling system is estimated at
about 2/3 of the price of the equipment of the station with fast refuelling system.
Stations with slow refuelling system can be built with relatively lower costs, as
there are lower numbers of relatively expensive gas distributors for high flows,
replacing them with simplified measurement systems, and to the necessary
minimum is limited size (capacity) of the expensive CBG tanks.
- Cost of constructing CNG / CBG station:
The manoeuvring area of the CBG station has to take into account the external
turning radius of the vehicle - a minimum of 12.5 m.
For the construction of medium-sized CBG bus station is needed a square with
dimensions of 25 x 25 m, with hardened surface (covered with tarmac or paving
stones).
About 1000 m2 is required for inner roads. The planned CBG station with partially
slow refuelling is designed to serve 15 buses. For every bus it is need to have the
square of dimensions – 18 m long and 2.5 m width, estimated at 680 m2. For the
spacing between buses and manoeuvring areas there must be added the same
amount, thus a total need is about 1 360 m2. The calculations for the depot do not
include the cost of constructing access to the depot and the CNG station located at
the depot must meet the requirements for the protected zone, roads and
manoeuvring areas.
From the standpoint of safety and ease of maintaining the station, there may be
required to build controlled traffic lights. These additional costs have not been
included in the calculation of profitability.
Therefore, for the financial analysis it was adopted that the cost of constructing
rapid refuelling station with the infrastructure and the pipeline is PLN 2.005 million
57
(305 000 PLN and PLN 1.7 million), while in the case of a station with partially slow
refuelling, the cost amounts to PLN 1.605 million (PLN 305 000 and PLN 1.3 million)
respectively. The higher construction costs of connections were adopted, which
will create an additional safety margin.
Analysis of the profitability of construction investments
Due to the fact that the expenditure evaluated is part of a larger project, the
accepted calculation method not only will give an answer as to the profitability of
building biomethane station, but also give a basis for assessing the profitability of
the other parts of the project, namely the biomethane acquisition plant
construction.
In the analyzed expenditure it was assumed that gas will not be bought on the open
market, but the supplier will be the located near the plant.
So one can not determine the profitability, if one can not establish the prices at
which the station will "buy" biomethane. Of course we talk about the cost of gas in
the internal accounting, since both the biogas obtaining plant, CO 2 removal plant
and compression and refuelling facilities are in fact one project.
The analyses adopted two options of the sale price of biomethane:
- the first one assumes the selling price of gas to be the market price of net 3.14
PLN per kg (2.36 PLN/m3) of biomethane,
- the second one assumes a preferential purchase price of biomethane, 20% below
market price, which is then PLN 2.51 per kg (1.97 PLN/m3) of biomethane.
Both analyses show that for the expected rate of return from the investment of
10%, the expenditure will be profitable when the internal price of gas to be
delivered is the right one (details below).
-
Calculations for quick refuelling station:
58
The assumption that the selling price will be the same as that of NG at the CNG
stations
Gas selling price to the customer
PLN/kg 3,14 PLN
Assumed rate of return from the expenditure 10%
Purchase price of gas from wastewater treatment at which NPV=0 PLN/kg 2,03 PLN
Assumption that the selling price will be 20% lower than the price of CNG
PLN/kg 2,51 PLN
Purchase price of gas from wastewater treatment at which NPV=0 PLN/kg 1,40 PLN
*1 € = 1 PLN
The above table shows that at the selling price of biomethane to the customer
being 3.14 PLN per kg (2.36 PLN/m3), the expenditure is profitable at the assumed
rate of return on investment, when the internal price of biomethane will be
a maximum of 2.03 PLN per kg (1.53 PLN/m3).
While with the desire to increase the competitiveness of biomethane compared to
CNG and lowering its selling price by 20% below the market price of CNG, the
internal cost of biomethane can fluctuate within the limits of up to PLN 1.40 per kg
(1.05 PLN/m3).
In the case of rapid refuelling station, the return on investment will occur in less
than eight years.
-
Calculations for quick refuelling station:
The assumption that the selling price will be the same as that of NG at the
CNG stations
PLN/ kg
3,14 PLN
Purchase price of gas from wastewater treatment at
PLN/ kg
2,12 PLN
which NPV=0
Assumption that the selling price will be 20% lower than the price of CNG
PLN/ kg
2,51 PLN
Purchase price of gas from wastewater treatment at
PLN/ kg
1,49 PLN
which NPV=0
*1 € = 1 PLN
In case of a slow refuelling station, assuming that customers will pay the price of
PLN 3.14 per kg of biomethane, the internal price of biomethane can not be higher
59
than PLN 2.12 per kg (1.59 PLN/m3), if we want to achieve 10% rate of return on
the investment.
When reducing the price of biomethane for external customer by 20% compared to
the CNG market price, the internal biogas price can not be higher than PLN
1.49 per kg (1.12 PLN/m3).
For such prices the NPV value is nearly 0.
a) Comparison of two types of fuel stations
Due to the nature of the project one can not make a comparison of the two
stations as alternative investments. The choice should be made taking into account
market demand. Both constructions seem to be profitable. Surely a better solution
is to build fast filling station, as it ensures an opportunity to compete on the
market, attract different groups of recipients, and develop the biomethane market
itself in the given area.
b) Risk evaluation
At this stage, the following risk areas appear to be the important:
• the risk of demand.
Biomethane is not widespread in Poland, and CNG consumption can be much
smaller than expected, even despite lower gas prices compared to the price of
gasoline and diesel oil. Decrease in the number of clients can also be caused by the
competitive prices of petroleum derived fuels. In order to assess this risk, the
calculations were performed, according to which, the projected sales volumes may
decrease even by 30% for fast filling stations, and 20% for slow refuelling stations.
• incorrect assessment of the value of the construction investment.
The volume of the investment used in the calculation of profitability is partly
estimated, and only then the actual volume is determined, created for the price
quotes and trade negotiations. These values may significantly differ from the
anticipated values.
• the risk of deliveries.
Practically the only supplier of natural gas in Poland is PGNiG, being a monopolist.
If delivery is interrupted, the operation of the station will be difficult. The use of
60
biomethane is the solution to the problem.
• reliability and risk guarantee of the proper equipment operation.
There are many manufacturers of gas compression equipment. Investor of the
equipment for the filling stations must carry out a market survey of potential
producers and suppliers in order to prevent future problems with the operation and
maintenance of the equipment. An important factor in selecting the right price
offer is the ability to perform maintenance and guarantee of services. One of the
major dangers is the lack of quick response in case of failure at the station CBG. In
order to reduce this risk, it was envisaged to use two compressors at the CBG
station.
• the risk of delivery.
The requirements for the location and operation of CBG stations are determined
based on the previous analysis to avoid problems in meeting the conditions of
delivery and suitability of the supplied object. This risk can be reduced by very
careful selection of the manufacturer.
• the construction risk.
Due to the nature of high pressure pipelines and gas systems, there may be risk
arising from the incompetence of construction workers.
• the risk of use.
Since gas is a flammable and explosive and devices operate under high pressure,
the risk of running the station is very high. To reduce the risk, the handling of CBG
should be based on detailed instructions and periodic training of personnel. The
caution and safety rules applicable to the refuelling station should be followed.
61
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