LNG BC D 3.1 LNG L-CNG Technology

Transcription

EUROPEAN COMMISSION
DG MOVE
SEVENTH FRAMEWORK PROGRAMME
GC.SST.2012.2-3 GA No. 321592
European LNG/L-CNG technology
Deliverable No.
LNG-BC D3.1
Deliverable Title
European LNG/L-CNG technology
Dissemination level
Written By
Checked by
Approved by
Issue date
Public
Yanouch BAUX (GNVERT)
Milagros Rey Porto (GNF)
Xavier Ribas (IDIADA)
13/11/2013
15/10/2013
11/11/2013
13/11/2013
Executive summary
This report describes the technology of LNG and LCNG refueling stations based on existing stations.
LNG stations are mainly based on a tank which contains the LNG.
This tank delivers the LNG to the truck via a dispenser. Between the tank and dispenser, some stations
may have a cryogenic pump for faster filling but it is not mandatory.
Designing a “typical station” is quite difficult as the dimensions of the tank or the need for a pump
depends on the customer. Considering the survey made, latest stations are with the following
configuration:
-
One 60m³ LNG tank
One cryogenic pump
One dispenser delivering 2 different pressures ( 8 or 16 bar)
An L-CNG infrastructure
Anyway, an economical study has to be made regarding the different potential for delivering LNG and
CNG fuels.
Regarding the end user experiences, LNG is new and unfamiliar to the general public. All safety
procedures have to be taken into account, otherwise any accident at an LNG station could set the LNG
industry back a decade.
Page | 2
LNG-BC D3.1 – state of LNG and LCNG filling stations technologies in Europe
Public
Contents
1
Introduction ...........................................................................................................................................................................4
What is the LNG BLUE CORRIDORS Project .......................................................................................................................4
2
General presentation ..........................................................................................................................................................6
2.1
2.1.1
LNG Station .............................................................................................................................................................6
2.1.2
L-CNG Station ........................................................................................................................................................8
2.2
3
4
LNG and L-CNG Station presentation ...............................................................................................................6
LNG and L-CNG Station technologies............................................................................................................ 10
2.2.1
Permanent station ............................................................................................................................................. 11
2.2.2
Mobile station ..................................................................................................................................................... 18
LNG Fuel stations in Europe ......................................................................................................................................... 22
3.1
Spain ............................................................................................................................................................................ 23
3.2
The United Kingdom ............................................................................................................................................. 24
3.3
The Netherlands...................................................................................................................................................... 25
3.4
Sweden ....................................................................................................................................................................... 26
3.5
Portugal ...................................................................................................................................................................... 27
3.6
Other European countries ................................................................................................................................... 27
End user experiences....................................................................................................................................................... 28
4.1
Safety and Training ................................................................................................................................................ 28
4.2
Feedbacks from customer ................................................................................................................................... 28
4.2.1
France ..................................................................................................................................................................... 28
LNG consumption ................................................................................................................................29
Drivers feedback ............................................................................................................................................................... 29
5
4.2.2
Germany ................................................................................................................................................................ 30
4.2.3
Spain ....................................................................................................................................................................... 32
Conclusion ........................................................................................................................................................................... 33
Page | 3
1
Introduction
What is the LNG BLUE CORRIDORS Project
The Blue Corridors project’s aim is to establish LNG as a real alternative for medium & long distance
transport - first as a complementary fuel and later as an adequate substitute for diesel.
Up to now the common use of gas as fuel was for heavy vehicles running on Natural Gas (NG) only for
municipal use, urban buses and garbage collection trucks. In both types of application engine
performance and autonomy are good with present technologies, being well adapted to this alternative
and cleaner fuel.
However analyzing the consumption data, the equivalence in autonomy of 1 liter of diesel oil is 5 liter
of CNG, compressed to 200 bar. Five times more volume of fuel prevents the use of CNG in heavy road
transport, because its volume and weight would be too big for a long distance truck.
This opens the way for LNG (Liquefied Natural Gas), which is the way to transport natural gas by ship to
any point of the globe. NG liquefies at 162º C below zero, and the cost in energy is only 5% of the
original gas.
This state of NG gives LNG the advantage of a very high energy content. Only 1,8 liter of LNG are
needed to meet the equivalent autonomy as using 1 liter of diesel oil.
A 40 ton road tractor in Europe needs a tank of 400 to 500 liters for a 1.000 km trip; its equivalent
volume with liquid gas would be 700 to 900 liters of LNG, a tank dimension that could be easily fitted
to the lateral of the truck chassis. LNG is therefore opening the use of NG to medium and long
distance road transport.
LNG has huge potential for contribution to achieving Europe’s policy objectives such as the
Commission’s targets for greenhouse gas reduction, air quality targets, while at the same time reducing
dependency on crude oil and guarantying supply security. Natural gas heavy duty vehicles already
comply with Euro V emission standards and have enormous potential to reach future Euro VI emission
standards without complex exhaust gas after treatment technologies, which cause increasing
procurement and maintenance costs.
Page | 4
Public
To accomplish its objective it has defined a roadmap of LNG refueling
points along four corridors covering the Atlantic area (green line), the
Mediterranean region (red line) and connecting Europe’s South with the
North (blue line) and its West and East (yellow line) accordingly. In order to
implement a sustainable transport network for Europe, the project has set
the goal to build approximately 14 new LNG stations, both permanent and
mobile, on critical locations along the Blue Corridors whilst building up a fleet of approximately 100
Heavy Duty Vehicles powered by LNG.
This European project is financed by the Seventh Framework Programme (FP7), with the amount of 7.96
M€ (total investments amounting to 14.33 M€), involving 27 partners from 11 countries.
LNG Blue Corridors Project is supported by the European Commission under
the Seventh Framework Programme (FP7). The sole responsibility for the
content of the website lies with the authors. It does not necessarily reflect the
opinion of the European Union. Neither the FP7
nor the European
Commission are responsible for any use that may be made of the information
contained therein
Page | 5
2
2.1
General presentation
LNG and L-CNG Station presentation
2.1.1
LNG Station
The LNG refueling system, using a liquid natural gas (or liquid biogas) storage tank, allows
refueling of liquefied gas at pressures up to 20 bar.
Figure 2-1 Example of a flow scheme of an LNG Station
As described above, a LNG station is mainly composed of a vaporizer, an LNG tank and a
dispenser.
Some stations operate without a LNG cryogenic pump which implies a slightly lower flow rate
and sometimes a higher storage pressure (around 12 bar compared to 3 or 8 bar).
LNG is delivered at different pressures according to the truck manufacturer: it may be 3, 8 or
18 bar: Unfortunately, not all stations deliver the full range of existing pressures.
Figure 2-2 FordonGas LNG Station in Sweden
Page | 6
Public
The capacity of the tank is generally a function of its use. It may be a 10m³ storage
corresponding to approximately 4.5 T or less than 30 truck refilling. Otherwise, it may be
60m³ (or more) which may refuel 200 trucks.
The table below shows the general technical specifications of LNG components from the
main suppliers in Europe:
ITEMS
Capacity
Working
Pressure
(bar)
Storage
10 to 70m³
3 to 20 bar
Cryogenic Pump
Dispenser
3, 8, 13, 15
& 18 bar
Flow rate
Manufacturers
CHART, INDOX, VRV,
CRYOLOR, CRYOVAT
20 to 84kg/min
Vanzetti, Cryostar, Messer
According to pump
or the process
Vanzetti, Cryostar,
INDOX/Cetil, HAM, Ballast
Nedam, Cryonorm Projects,
Chart, Liquiline, Indox/LNG
Europe, Road Gas
Parker Kodiak, JC CARTER,
Macrotech
Nozzle
Figure 2-3 Dispenser from Cryostar with Parker Kodiak nozzle
Page | 7
2.1.2
L-CNG Station
A LCNG fueling station compresses liquefied natural gas (or biogas) up to 300 bar in order to
fuel CNG vehicles.
Figure 2-4 Example of flow diagram of an L-CNG Station with High pressure LNG pump
An L-CNG station is a CNG station except that the gas comes from an LNG tank and is
compressed at more than 200 bar at a liquid phase. Then the pressurized liquid is vaporized
and heated to become gas. The gas is odorized (if it is required due to national regulations)
and stored in high pressure vessels before being delivered.
Another way to obtain CNG from an LNG Tank is that LNG is directly vaporized / heated from
the tank, then goes through an odorizer and the gas is finally compressed by a standard gas
compressor. This solution can be advantageous if the operator does not want to maintain a
liquid cryogenic compressor but it consumes more electrical energy for the same capacity.
Page | 8
Public
The table below shows the general technical specifications of L-CNG components from some
suppliers in Europe:
ITEMS
Capacity
Working
Pressure
(bar)
Storage
10 to 70m3
6 to 18 bar
Cryogenic
Compressor
Up to
300bar
CNG compressor
Up to
300bar
Dispenser
Flow rate
Manufacturers
CHART, INDOX, VRV,
CRYOLOR, CRYOVAT
692 to 1400Nm3/h
Vanzetti, Cryostar, Messer
All ranges
NANOBOX GALILEO, CETIL,
SAFE, BRC, ASPRO… and all
standard CNG compressors
Max 100 kg/min
Dresser Wayne, Elettrogas,
Fornovogas, Meurs B.V.,
SAFE
Figure 2-5 L-CNG filling station in Poirino, Italy
Page | 9
2.2
LNG and L-CNG Station technologies
There are several designs of refueling stations with different level of technology.
The chart below summarizes different configurations of LNG station with mean options:
Station
Configuration
Advantages
Disadvantages
Fixed station
Cryogenic storage tank + LNG
dispenser with mass meter +
payment system + one control
panel
Lower CAPEX and
maintenance cost
Venting to
atmosphere, requires
regular customers
Optional
Boil-off recovery system
Improve performance &
safety (no venting)
Optional
Cryogenic centrifugal pump
Higher flow of rate
Higher CAPEX &
OPEX
Optional
Nitrogen tank cooling system
No venting
Operational cost
Optional
Different pressure
management
Refuel all kind of LNG
trucks
Cost
Optional
L-CNG
The station may deliver
2 fuels: LNG & CNG
Cost,
High flow rate
Need CNG customers
Safety, as all valves
are handled manually.
Cryogenic storage tank + LNG
pipe
Flexibility of a mobile
solution.
Optional
LNG dispenser with mass
meter/ payment system /
control panel
Automatic system
Cost
Optional
L-CNG
The station may deliver
2 fuels: LNG & CNG
As mobile station, the
flow rate is limited
Mobile station
Requires an operator
The following states some examples of LNG and L-CNG station configurations.
Page | 10
Public
2.2.1
Permanent station
Station type “A”
“A” station will refer to the more simple station based on the following main equipment:
•
One cryogenic storage tank.
•
One LNG dispenser with mass meter and payment system.
•
Control panel based on PLC (located in safe area or Atex box).
Figure 2.6. Station type “A”
In this station LNG is transferred by means of differential pressure, so no transfer pump is
required. LNG is stored at about 7 to 11 bar, which means gas phase in the tank will be at
slightly higher pressure. A programmable logic controller (PLC) validates the vehicle and
controls the refueling process with no intervention by the driver except connecting and
disconnecting the filling hose.
Advantages
Limitations
•
Low capital and operational costs.
• Not capable for “high” pressure trucks.
•
Low space requirements.
• Dispenser cannot be located far away from
tank as there is not pumping system.
• Since it is not possible to recover the boiloff from tank, it must be properly designed
(control system) to specific requirements
(custom design).
Page | 11
Station type “B”
This station upgrades the “A” type with a boil-off recovery system, which means:
•
Possibility to supply CNG from the same station to cars or medium powered trucks.
•
Using boil-off makes station more flexible at attending LNG demand (a minimum
number of LNG trucks is not required).
Figure 2.7:. Station type “B”.
Plant configuration is based on the following equipment:
•
Cryogenic LNG storage tank.
•
One LNG dispenser with mass meter and payment system.
•
Odorizing system.
•
CNG compression units featuring:
•
o
Gas Compressor with blowdown vessels
o
High pressure storage vessels
o
CNG dispenser
Control panel based on PLC (located in safe area).
Page | 12
Public
Advantages
Limitations
•
Medium capital.
•
•
Possibility to supply CNG vehicles.
•
Doesn’t require a minimum number of
•
Not capable for “high” pressure
trucks.
LNG trucks.
•
LNG Dispenser cannot be allocated
far away from tank.
•
Moderate
operational
costs
(compressor).
Station type “C”
Station referred as “C” type changes the transfer system of LNG by using a cryogenic
centrifugal pump.
Differential pressure given by the pump makes also possible to refuel on several dispensers
at the same time and they could be placed farther away.
Figure 2.8 Station type “C”
Plant configuration in this case is based on the following equipment:
•
Cryogenic LNG storage tank
•
Centrifugal cryogenic pump
•
LNG dispenser
•
Page | 13
Advantages
Limitations
• LNG dispenser does not need to be nearby
the storage tank.
• High
LNG
refueling
capacity
(several
dispensers can be served at same time).
•
Moderate-high investment cost.
•
Moderate operational cost.
•
Not capable for “high” pressure trucks
•
Since it is not possible to recover the
boil-off from tank, it must be properly
designed (control system) to specific
requirements (custom design).
Station type “D”
Station referred as “D” type refers to an upgrade of type C with a boil-off recovery system as
type B.
Figure 2.9 Station type “D”
Page | 14
Public
Plant configuration in this case is based on the following equipment:
•
Cryogenic LNG storage tank
•
Centrifugal cryogenic pump:
•
LNG dispenser
•
Odorizing system.
•
CNG compression units
•
Advantages
•
LNG dispenser doesn’t need to be
•
Moderate-high investment cost
time).
•
Moderate operational cost
Possibility to supply CNG vehicles
•
Not capable for “high” pressure
nearby the storage tank
•
Limitations:
Limitations
High LNG refueling capacity (several
dispensers can be served at same
•
trucks
•
LNG trucks, if the CNG sales volume is
appropriate
Station type “E”
The last station example consists of integrating a station able to provide LNG at different
equilibrium pressures so multiple types of trucks can be refueled.
One of the principles is to include a system which enables saturation of the LNG prior to
refueling between the pump skid and the dispenser. This system may be repeated to obtain
several filling pressures. Then, the 3 bar storage pressure can be increased at 7/8bar which
can also be increased at 18 bar.
Additionally, instead of using a compressor, CNG is obtained by compressing LNG up to 300
bar with a piston pump.
Page | 15
As liquids are much less compressible than gases, compressing a liquid is a more efficient
process requiring less energy. As a rule of thumb, a 22 KW piston pump is able to deliver
about 700 Nm3/h at 300 bar. To do the same work by compressing gas, a compressor with
about 100 KW of power is required.
Once the liquid is compressed (usually at 300 bar), it is regasified by using ambient
vaporizers designed for high pressure service (usually up to 400 bar). In this case odorization
needs to be done at high pressure by using an injection system with metering pumps. So,
this station is able to serve a wide number of CNG vehicles with lower power consumption
and with relatively low maintenance costs.
This station is also designed with an ordinary gas compressor but in this case the main
function of that compressor is to take boil-off filling the CNG storage. Not being linked with
the vehicle supply this compressor is very small (about 7 KW).
Figure 2.10 Station type “D”
Plant configuration is based on the following equipment:
•
Cryogenic LNG storage tank.
•
Centrifugal cryogenic pump
•
LNG dispenser with mass flow meter and electronic display.
Page | 16
Public
•
Boil-off recovery compressor
•
Cryogenic piston pumps
•
High pressure ambient vaporizer in aluminum finned pipe with internal stainless steel
pipe.
•
High pressure odorized injection system.
•
CNG storage cylinders
•
CNG dispenser with mass flow meter and electronic display.
•
Advantages
•
Possibility to refuel all kind of LNG trucks.
•
LNG dispenser does not need to be
nearby the storage tank.
•
Limitations
•
High investment cost.
•
High operational cost.
High LNG refueling capacity (several
dispensers can be served at same time).
•
High CNG refueling capacity.
•
LNG trucks, if the CNG sales volume is
adequate.
The following examples are focused on mobile station configuration.
Page | 17
2.2.2
Mobile station
Mobile Station type “1”
This is the simplest mobile station. The station can be installed on a 20 or 40 “platform.
Where following equipment will be installed:
•
Cryogenic ISO container 20’ or 40’
•
Manual valves and hose/nozzle
•
Cryogenic pump can be installed
Figure 2.11: Mobile Station type “1” (from Rolande LNG BV)
Figure 2.12 : Mobile Station type “1” (from Gazprom Germania operated by GasCom)
Page | 18
Public
Advantages
Limitations
•
Very low capital and operational costs.
•
Need an operator
•
•
No
•
Flexibility due the mobile concept.
homologation
•
More easy to obtain approvals (risk •
Not capable for “high” pressure trucks.
assessment) being an ADR vehicle.
Because it is not possible to recover the
•
weights
and
measures
•
No power supply needed
boil-off from tank, it requires to be
•
If cryogenic pump is installed it must be
properly designed (control system) to
operated by an external power supply or
specific requirements (custom design).
by the hydraulic drive of the truck cab
However, boil off is less critical if a
No approvals for operation required –
pump is used to refuel the truck.
immediate implementation permitted for
Without a cryogenic pump, the refueling
up to 12 months.
is done by increasing the temperature
If cryogenic pump is installed, a vent back
of the fuel in the storage tank, thereby
line can recover the gas phase from the
increasing its pressure.
•
•
vehicle to the tank of the filling station.
Station type “2”
This type 2 station is basically the same as the type 1, with a dispenser.
The station is intended to be installed on a 40’ platform. Where following equipment will be
installed:
•
Cryogenic ISO container 20” (approx. 18.000 lts), 18-20 bar MAWP.
•
LNG dispenser.
•
Control panel designed for classified area.
•
Cryogenic pump can be installed
Page | 19
Figure 2.12: Station type “A.M”.
This plant will require a power supply system specifically designed in accordance with ATEX
requirements and local regulations.
Advantages
Limitations
•
Very low capital and operational costs.
•
Not capable for “high” pressure trucks.
•
•
Being not possible to recover the boil-
•
off from tank, it requires to be properly
•
More easy to obtain approvals (risk
designed (control system) to specific
assessment) being an ADR vehicle.
requirements (custom design).
However, boil off is less critical if a
•
Fully automatic
•
If cryogenic pump is installed it must be
pump is used to refuel the truck.
operated by an external power supply or
Without a cryogenic pump, the refueling
by the hydraulic drive of the truck cab
is done by increasing the temperature
No approvals for operation required –
of the fuel in the storage tank, thereby
immediate implementation permitted for
increasing its pressure.
•
up to 12 months.
•
If cryogenic pump is installed, a vent back
line can recover the gas phase from the
vehicle to the tank of the filling station.
Station type “3”
Page | 20
•
Public
This third type is the most advanced mobile station which combines LNG and L- CNG.
Figure 2.13: Mobile unit from Ham
The mobile unit can supply natural gas in different modes:
•
Gas Phase at 250 bar for CNG application
•
Liquid phase at 8,5 bar of equilibrium for LNG Vehicular applications
Advantages
Limitations
•
Possibility to refuel all kind of LNG trucks
•
LNG dispenser doesn’t need to be nearby
boil-off from tank, it requires to be
the storage tank.
properly designed (control system) to
•
Low capital and operational costs.
specific requirements (custom design).
•
•
•
CNG refueling capacity.
•
•
Since it is not possible to recover the
LNG trucks.
Page | 21
3
LNG Fuel stations in Europe
LNG and L-CNG refueling stations are mainly in Spain, UK, the Netherland, Sweden and
Portugal as tagged in the map below:
Figure 3-0 LNG and L-CNG Stations in Europe
Page | 22
Public
3.1
Spain
Spain is undoubtedly the pioneer in Europe of LNG as fuel. Indeed, in 2000, the Spanish
transporter, HAM, purchases from the US, 10 truck tractors powered with Liquefied Natural
Gas, what made them the leader in its use for the transport in Europe.
Nowadays, this country counts over 16 fixed stations, delivering LNG and L-CNG. Other
stations are under developments within GARnet TEN-T EA project and FP7 LNG Blue
Corridors Projects.
Public and private refilling stations are stated below:
No.
Refueling station
Natural Gas Fuel
Owner and Operator
1
Abrera, Barcelona
LNG & L-CNG
HAM
2
Castellon de la Plana, Castellon
LNG & L-CNG
MONFORT
3
Torremocha del Campo, Guadalajara
LNG & L-CNG
HAM
4
Olaberria, Guipizcoa
LNG & L-CNG
GN TRUCK/VICUNA
5
Lleida, Lleida
LNG & L-CNG
GNF
6
Tarragona
LNG & L-CNG
BIONET/HAM
7
Alovera, Guadalajara
LNG & L-CNG
J. SANTOS/GNF
8
Vitoria, Alava
LNG & L-CNG
EUROCAM/GNF
9
Valencia
LNG & L-CNG
DISFRIMUR VALENCIA/GNF
10
San Isidro, Alicante
LNG & L-CNG
DISFRIMUR ALICANTE/GNF
11
Riba Roja del Turia
LNG & L-CNG
GNF
12
Zaragoza*
LNG & L-CNG
VIA AUGUSTA GAS
13
Rivas, Madrid*
LNG & L-CNG
GHC/GNF
14
Montilla del Palancar, Cuenca*
LNG & L-CNG
MONEGAS/GNF
15
Sevilla*
LNG & L-CNG
PREMIUM/GNF
16
Malaga
LNG & L-CNG
VILLANUEVA/GNF
* Stations built in 2013.
Technically, these stations are equipped with
30 or 60m³ tank storage and the filling
pressures are from 8 to 18 bar. Some
stations, such as in Tarragona, Motilla del
Palancar or Ribarroja del Turia, are not
equipped with a cryogenic pump.
F
Figure 3-1 Ham LNG Station in Tarragona
Page | 23
3.2
The United Kingdom
With 9 LNG refilling station, the United Kingdom is a high LNG developing country in Europe.
No data are available about L-CNG refilling stations.
Some public and private refilling stations are stated below:
No.
Refueling station
Natural Gas Fuel
Owner and Operator
1
Daventry
LNG
Gasrec
2
Warrington
LNG
BOC Gases / Stobart Group
3
Nottingham
LNG
Portal Gas Group (Hardstaff)
4
Tebay
LNG
Chive Fuels
5
Castleford
LNG
Chive Fuels
6
Carlisle
LNG
Chive Fuels
7
Londonderry
LNG
Chive Fuels
8
Middlesborough
LNG
BOC Gases
9
S. Yorkshire
LNG
BOC Gases / DHL Bawtry
These stations are equipped with 6 to 29T (13 to 65m³) LNG storage.
In May 2013, Gasrec opened the first Bio-LNG stations in the UK.
Bio-LNG is a natural, green source of renewable energy produced from organic matter such
as household food waste. Gasrec is Europe’s largest producer of this fuel.
Figure 3-2 Gasrec LNG Station in Daventry
Page | 24
Public
3.3
The Netherlands
The Netherlands count over 8 operating LNG fuelling stations and more than 100 LNGfuelled trucks on the road. The “Nationaal LNG plateform” highlights the high potential of
LNG in the Netherlands and ensures that by 2015, 500 trucks will be fuelled with LNG.
No.
Refueling station
Natural Gas Fuel
Owner and Operator
1
2
3
4
5
6
7
8
Oss, N. Brabant
Oss, N. Brabant
Tilburg, N. Brabant
Amsterdam, N. Holland
Zwolle, Overijssel
Delfgauw
Utrecht, Utrecht
Duiven
LNG
LNG & L-CNG
LNG & L-CNG
LNG
LNG & L-CNG
LNG
LNG
LNG
Vos Logistics
Rolande LNG B.V.
Rolande LNG B.V.
Simon Loos
Salland Ollie/LNG 24
Albert Heijn
Rolande LNG B.V.
LNG Solutions GDF SUEZ
These stations feature a large range of storage capacities, from 10 to 70m³, with different
filling LNG pressures 3 to 18 bar. Probably the very first in Europe, the station in Duiven, built
by LNG Solutions GDF SUEZ, delivers LNG at 3, 7 or 18 bar with one dispenser.
Figure 3-3 LNG24 LNG Station in Zwolle with Ballast Nedam technology
Page | 25
3.4
Sweden
Sweden counts over 5 refueling stations.
No.
Refueling station
Natural Gas Fuel
Owner and Operator
1
2
3
4
5
Göteborg, Stig Center
Järna, Södertajle
Malmö
Älvsiö
Jönköping, Finnvedens Lastvagnar
LNG & L-CNG
LNG & L-CNG
LNG
LNG
LNG & L-CNG
Fordonsgas
Statoil/AGA
Preem/EON
AGA Gas AB
Fordonsgas
These stations are equipped with 60m³ tank storage and the filling pressures are from 6 to
12.5 bar.
The NGVA Europe reports that there are 9 further L-CNG (only) stations in Sweden operated
by AGA, EON, the City of Uppsala and the Swedish Biogas.
Figure 3-4 Fordongas LNG Station in Göteborg
Page | 26
Public
3.5
Portugal
GoldEnergy has built a gas complex including LNG/L-CNG refueling station in Mirandela,
Tras os Montes. Unfortunately, no data is available about this station.
Figure 3-5 GoldEnergy LNG Station in Mirandela
Galp Energia aims to build 2 LNG stations in Lisbon and Porto. With storages of 20m³ and
60m³, the stations will deliver LNG at 8 and 16 bar.
3.6
Other European countries
Excepted that in Italy where 6 L-CNG stations (in Villafalletto - Cuneo, Poirino - Torino,
Tortona - Alessandria, Varna – Bolzano , Calderara di Reno - Bologna, and Roma) are built
and can easily be adapted for an LNG distribution, there are no operating LNG stations in
Belgium, France, Germany, Slovenia and Croatia. Missing type approvals for LNG vehicles
in most of these countries delay necessary investments to the infrastructure. If that obstacle
will not be overcome in the next months, the whole project will fail! At least the planned time
schedule must be extended. The distances between countries that already have some
refueling infrastructure are too long to create the defined corridors for a trans-European
network.
Page | 27
4
End user experiences
Safety and Training
4.1
LNG & L-CNG stations are mainly built according to local regulations. All safety measures
cannot be gathered in one document as these differ from one country to another or even by
the individual supervising authorities. Missing or incomplete national regulations require
individual approvals, causing inappropriate implementation phases and inflating costs.
One common point is that added to the instructions on how to fuel a vehicle displayed at the
dispenser, only trained persons are allowed to fuel a vehicle. The trainee is especially
focused on safety procedures, actions in emergency situations and fueling procedures.
Personal protective equipments are mandatory against potential spray of LNG (the risk of
skin and eye burns on contact), for which the minimum requirements are gloves and face
shield,
Feedbacks from customer
4.2
4.2.1
France
Generally, feedbacks from customer are relatively good.
Further to some tests held in the south of France with a transporter, the following feedbacks
from one IVECO truck Stralis 330cv has been made.
The context of the tests was as followed:
During the first part of the trial that lasted 2 weeks, the truck was running night and day
and travelling 400km per day with a relatively medium load on the portage of the truck.
For the second part of the trial that lasted 2 weeks, the truck was running at full load on
highway and travelled 1000km per day.
During the trial, several parameters either quantitative or qualitative were monitored:
• The consumption of the truck according to the load and the profile of the road (flat or
sharp)
• Noise and perception of the drivers
• The comfort of driving
• Engine brake
• Acceleration
Page | 28
Public
• Acceleration at low speed and low torque
• Gear box
LNG consumption
According IVECO, the expected consumption of the truck is 35kg/100km. The measurement
of the consumption was lower and in average close to 27-28kg/100km. But the consumption
varied significantly with the profile of the road. In a hills area, the consumption reached
35kg/100km. A second parameter that has an incidence on the consumption was the
behavior of the driver. Finally, the load of the truck has also an influence on the consumption.
The figure hereafter is indicated how was varying the consumption profile according to the
load of the truck.
Figure 3-5 Consumption profile according the load of the truck
Drivers feedback
Qualitative parameters were marked by the 4 drivers that have participated to the trial. All
drivers gave a note for each parameter according a reference that is a diesel engine truck of
the same category.
Page | 29
Figure 3-5 Qualitative parameters quotation results
•
Noise
Noise: the truck is very quite with almost no vibration whatever the speed is. Time to
time when stopped, drivers opened the window to hear if the engine was still running!
At very high engine speed, often used at full load while climbing a sloppy road, the
noise was comparable to the one of diesel with less vibration.
•
Acceleration:
Acceleration the feeling of acceleration was more important mainly due to the fact
that it was recommended to run the truck at high engine speed.
•
Driving comfort:
comfort Drivers appreciated the lack of noise and vibration. The drive of the
truck was perceived as softer than the one with a diesel engine.
•
Engine brake
brake: the engine brake is much less efficient than the one of a diesel engine.
•
Gear box:
box the use of a gear box was very well accepted.
4.2.2
Germany
In cooperation with Volvo Truck Center Berlin and Gazprom Germania, erdgas mobil
conducted a test run with one 460 HP Volvo EURO-V dual fuel truck at “ACT Abfall
Container Transport”, a subsidiary of Alba Group. ACT operates a HDV-fleet in the waste
management business. From April 15th to May 10th 2013 this vehicle was operated for 18
days between the center of Berlin and Schwedt – a town located northeast of Berlin at the
German-Polish border. For one distance of 150 km the truck was loaded to its maximum load
of 40t with waste paper for recycling purposes. In total the truck was operated for 5.152 km.
This route is characterized by 15 percent city traffic, 25 percent state road and 60 percent
Page | 30
Public
motorway. Furthermore, the route does not feature any unusual conditions, i.e. mountainous
geography, etc.
To refuel the truck a 6 ton mobile filling stations of Type 1 was installed at the facilities of
Volvo truck center Berlin. The station was equipped with a cryogenic pump, a vent back line,
a JC Carter nozzle and a manual control panel for billing.
The biggest challenge was to familiarize the driver with the refueling process. Due to the lack
of a permanent dispenser the driver had to learn to handle the different valves, connections
and the sequence of operation. It was necessary to assemble the refueling nozzle and vent
back line, to cool down the cryogenic pump for 30 minutes before refueling, and to
disassemble the equipment after refueling. Within three days and several trials the driver was
able to refuel the truck without any support or supervision.
Regarding drivability and handling the truck operator was totally satisfied with the vehicle’s
performance: “No difference to a familiar diesel truck.” However, the refueling process was a
bit intimidating at the beginning. After he understood the refueling process he became used
to it. Knowing that at least a semi-mobile station would be equipped with a fixed dispenser,
ACT is interested to acquire more Volvo dual fuel trucks. During normal operation the truck
would have been operated for two or three shifts leading to a daily mileage of 600 to 900 km
per day. Although the diesel substitution rate was with 36 percent (11.16 kg/100km), below
expectations, the project partners already agreed to choose an area at the ACT facility to
build a first semi-mobile filling station.
Before this goal can be realized, the project team is faced with two major obstacles. First,
ACT plans to replace only one to two trucks per year, leading to an insufficient LNG
consumption at least for the first half of the depreciation period of the refueling infrastructure.
Therefore, a competitive fuel price cannot be offered to ACT. However this obstacle could be
overcome if more fleet operators become interested in acquiring more LNG vehicles.
Unfortunately, no LNG trucks can receive a national type approval; the test vehicle was
registered in Sweden. This is the reason why Volvo does not offer this type of alternative
fueled vehicle in Germany. The next challenge for dual fuels is to meet the EURO-Vl exhaust
Page | 31
limitations, especially the HC emissions. After that challenge is technically solved, the vehicle
has to remain competitive compared to normal Diesel powertrains.
4.2.3
Spain
Generally, feedbacks from users are relatively good.
Two partners of the project, who are fleet operators, provided their feedback: Monfort and
HAM.
Monfort
•
Noise
Noise: the trucks are less noisy than the diesels, both in case of the otto and dual fuel
natural gas engines.
•
Acceleration:
Acceleration the feeling of acceleration was in line with the diesels in case of duals,
and good feeling of acceleration of the otto’s, but they need to be used at higher
speeds.
•
Driving comfort:
comfort Drivers appreciated the comfort of the vehicles, at the same level of
diesels.
•
Engine brake
brake: similar to diesel engine.
•
Gear box:
box Volvo and Mercedes trucks are available with automatic gearbox, while
others are available only in manual configuration. Scania has a torque converter
which works properly.
HAM
•
Noise
Noise: Dual fuel engines are slightly less noisy than the diesels and dedicated
engines are less noisy.
•
Acceleration:
Acceleration the feeling of acceleration was lower both in case of duals and
dedicated engines.
•
Driving comfort:
comfort At the same level of diesels.
•
Engine brake
brake: slightly less when compared to diesel engines.
•
Gear box:
box Same as in diesel.
Page | 32
Public
5
Conclusion
As a conclusion, designing a “typical station” is quite difficult as the dimension of the tank or
the need of a pump will depend on the customers demand and the LNG supply. This itself is
a function of LNG turnover per time unit, expected CNG-sales volume, lead time to refuel the
LNG storage from the next harbor, tank rhythm, and public or limited access
Considering the survey made, the latest stations are with the following configuration:
-
One 60m³ LNG tank
-
One cryogenic pump
-
One dispenser delivering at least 2 different pressures ( 8 or 16 bar)
-
An L-CNG infrastructure
Anyway, to settle the design, an economic study has to be made regarding the boil-off
management, the customer needs, the number of trucks, the type of the trucks and the
location.
Page | 33

LNG BC D 3.1 LNG L-CNG Technology

Transcription

Similar documents

lng vessels/buques gnl

Buks6r 0g Berging to build world`s first LNG tugs

Presentacion_AESDom_Mesa Redonda_2013.pptx

LIQUEFIED NATURAL GAS (LNG) PROJECTS ON INLAND BARGES

Samsung Heavy Industries

valves - SPE Offshore Europe

Uncertainties in the calculation of the energy unloaded from

Ledcor-Haisla LP gets major LNG contract

Klaipedos nafta