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Deliverable No. LNG-BC D3.1

Deliverable Title European LNG/L-CNG technology

Dissemination level Public

Written By Yanouch BAUX (GNVERT) 15/10/2013

Checked by Milagros Rey Porto (GNF) 11/11/2013 Approved by Xavier Ribas (IDIADA) 13/11/2013

Issue date 13/11/2013

EUROPEAN COMMISSION

DG MOVE

SEVENTH FRAMEWORK PROGRAMME

GC.SST.2012.2-3 GA No. 321592

European LNG/L-CNG technology

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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.

LNG-BC D3.1 – state of LNG and LCNG filling stations technologies in Europe Public

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ContentsContentsContentsContents

1 Introduction ........................................................................................................................................................................... 4

What is the LNG BLUE CORRIDORS Project ....................................................................................................................... 4

2 General presentation .......................................................................................................................................................... 6

2.1 LNG and L-CNG Station presentation ............................................................................................................... 6

2.1.1 LNG Station ............................................................................................................................................................. 6

2.1.2 L-CNG Station ........................................................................................................................................................ 8

2.2 LNG and L-CNG Station technologies ............................................................................................................ 10

2.2.1 Permanent station ............................................................................................................................................. 11

2.2.2 Mobile station ..................................................................................................................................................... 18

3 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

4 End user experiences ....................................................................................................................................................... 28

4.1 Safety and Training ................................................................................................................................................ 28

4.2 Feedbacks from customer ................................................................................................................................... 28

4.2.1 France ..................................................................................................................................................................... 28

LNG consumptionLNG consumptionLNG consumptionLNG consumption ................................................................................................................................ 29

Drivers feedbackDrivers feedbackDrivers feedbackDrivers feedback ............................................................................................................................................................... 29

4.2.2 Germany ................................................................................................................................................................ 30

4.2.3 Spain ....................................................................................................................................................................... 32

5 Conclusion ........................................................................................................................................................................... 33

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1111 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.


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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

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2222 General presentation

2.1 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


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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)

Flow rate Manufacturers

Storage 10 to 70m³ 3 to 20 bar CHART, INDOX, VRV, CRYOLOR, CRYOVAT

Cryogenic Pump 20 to 84kg/min Vanzetti, Cryostar, Messer

Dispenser 3, 8, 13, 15 & 18 bar

According to pump or the process

Vanzetti, Cryostar, INDOX/Cetil, HAM, Ballast Nedam, Cryonorm Projects, Chart, Liquiline, Indox/LNG Europe, Road Gas

Nozzle Parker Kodiak, JC CARTER, Macrotech

Figure 2-3 Dispenser from Cryostar with Parker Kodiak nozzle

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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.


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The table below shows the general technical specifications of L-CNG components from some suppliers in Europe:

ITEMS Capacity Working Pressure (bar)

Flow rate Manufacturers

Storage 10 to 70m3 6 to 18 bar CHART, INDOX, VRV, CRYOLOR, CRYOVAT

Cryogenic Compressor

Up to 300bar

692 to 1400Nm3/h Vanzetti, Cryostar, Messer

CNG compressor Up to 300bar

All ranges NANOBOX GALILEO, CETIL, SAFE, BRC, ASPRO… and all standard CNG compressors

Dispenser Max 100 kg/min Dresser Wayne, Elettrogas, Fornovogas, Meurs B.V., SAFE

Figure 2-5 L-CNG filling station in Poirino, Italy

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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

High flow rate

Cost,

Need CNG customers

Mobile station Cryogenic storage tank + LNG pipe

Flexibility of a mobile solution.

Safety, as all valves are handled manually.

Requires an operator

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

The following states some examples of LNG and L-CNG station configurations.


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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.

AdvantagesAdvantagesAdvantagesAdvantages LimitationsLimitationsLimitationsLimitations

• Low capital and operational costs. • Low space requirements.

• Not capable for “high” pressure trucks. • Dispenser cannot be located far away from

tank as there is not pumping system. • Since it is not possible to recover the boil-

off from tank, it must be properly designed (control system) to specific requirements (custom design).

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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).


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• Medium capital. • Low space requirements. • Possibility to supply CNG vehicles. • Doesn’t require a minimum number of

LNG trucks.

• Not capable for “high” pressure 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 • Control panel based on PLC (located in safe area).

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• 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”


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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 • Control panel based on PLC (located in safe area).

AdvantagesAdvantagesAdvantagesAdvantages LimitationsLimitationsLimitationsLimitations:

• LNG dispenser doesn’t need to be nearby the storage tank • Moderate-high investment cost

• High LNG refueling capacity (several dispensers can be served at same time). • Moderate operational cost

• Possibility to supply CNG vehicles • Not capable for “high” pressure trucks

• Doesn’t require a minimum number of 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.

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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.


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• 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. • Control panel based on PLC (located in safe area).


• Possibility to refuel all kind of LNG trucks. • LNG dispenser does not need to be

nearby the storage tank. • High LNG refueling capacity (several

dispensers can be served at same time). • High CNG refueling capacity. • Doesn’t require a minimum number of

LNG trucks, if the CNG sales volume is adequate.

• High investment cost.

• High operational cost.

The following examples are focused on mobile station configuration.

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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)


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• Very low capital and operational costs. • Low space requirements. • Flexibility due the mobile concept. • More easy to obtain approvals (risk

assessment) being an ADR vehicle. • No power supply needed • If cryogenic pump is installed it must be

operated by an external power supply or by the hydraulic drive of the truck cab

• No approvals for operation required – immediate implementation permitted for 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.

• Need an operator • No weights and measures

homologation • Not capable for “high” pressure trucks. • Because it is not possible to recover the

boil-off from tank, it requires to be properly designed (control system) to specific requirements (custom design). However, boil off is less critical if a pump is used to refuel the truck. Without a cryogenic pump, the refueling is done by increasing the temperature of the fuel in the storage tank, thereby increasing its pressure.

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

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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.


• Very low capital and operational costs. • Low space requirements. • Flexibility due the mobile concept. • More easy to obtain approvals (risk

assessment) being an ADR vehicle. • Fully automatic • If cryogenic pump is installed it must be

operated by an external power supply or by the hydraulic drive of the truck cab

• No approvals for operation required – immediate implementation permitted for 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.

• Not capable for “high” pressure trucks. • Being not possible to recover the boil-

off from tank, it requires to be properly designed (control system) to specific requirements (custom design).

• However, boil off is less critical if a pump is used to refuel the truck. Without a cryogenic pump, the refueling is done by increasing the temperature of the fuel in the storage tank, thereby increasing its pressure.

Station type “3”


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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


• Possibility to refuel all kind of LNG trucks • LNG dispenser doesn’t need to be nearby

the storage tank. • Low capital and operational costs. • Low space requirements. • Flexibility due the mobile concept. • CNG refueling capacity. • Doesn’t require a minimum number of

LNG trucks.

• Since it is not possible to recover the boil-off from tank, it requires to be properly designed (control system) to specific requirements (custom design).

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3333 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


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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

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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


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3.3 The Netherlands

The Netherlands count over 8 operating LNG fuelling stations and more than 100 LNG-fuelled 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. Public and private refilling stations are stated below:

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

No. Refueling station Natural Gas Fuel Owner and Operator

1 Oss, N. Brabant LNG Vos Logistics

2 Oss, N. Brabant LNG & L-CNG Rolande LNG B.V.

3 Tilburg, N. Brabant LNG & L-CNG Rolande LNG B.V.

4 Amsterdam, N. Holland LNG Simon Loos

5 Zwolle, Overijssel LNG & L-CNG Salland Ollie/LNG 24

6 Delfgauw LNG Albert Heijn

7 Utrecht, Utrecht LNG Rolande LNG B.V.

8 Duiven LNG LNG Solutions GDF SUEZ

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3.4 Sweden

Sweden counts over 5 refueling stations. Public and private refilling stations are stated below:

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

No. Refueling station Natural Gas Fuel Owner and Operator

1 Göteborg, Stig Center LNG & L-CNG Fordonsgas

2 Järna, Södertajle LNG & L-CNG Statoil/AGA

3 Malmö LNG Preem/EON

4 Älvsiö LNG AGA Gas AB

5 Jönköping, Finnvedens Lastvagnar LNG & L-CNG Fordonsgas


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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.

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4444 End user experiences

4.1 Safety and Training

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,

4.2 Feedbacks from customer

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


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• Acceleration at low speed and low torque • Gear box

LNG consumptionLNG consumptionLNG consumptionLNG 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 feedbackDrivers feedbackDrivers feedbackDrivers 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.

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Figure 3-5 Qualitative parameters quotation results

• NoisNoisNoisNoiseeee: 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.

• AccelerationAccelerationAccelerationAcceleration: 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 comfortDriving comfortDriving comfortDriving 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 brakEngine brakEngine brakEngine brakeeee: the engine brake is much less efficient than the one of a diesel engine. • Gear boxGear boxGear boxGear 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


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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 | 32

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

• NoisNoisNoisNoiseeee: the trucks are less noisy than the diesels, both in case of the otto and dual fuel

natural gas engines. • AccelerationAccelerationAccelerationAcceleration: 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 comfortDriving comfortDriving comfortDriving comfort: Drivers appreciated the comfort of the vehicles, at the same level of diesels.

• Engine brakEngine brakEngine brakEngine brakeeee: similar to diesel engine. • Gear boxGear boxGear boxGear 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

• NoisNoisNoisNoiseeee: Dual fuel engines are slightly less noisy than the diesels and dedicated engines are less noisy.

• AccelerationAccelerationAccelerationAcceleration: the feeling of acceleration was lower both in case of duals and dedicated engines.

• Driving comfortDriving comfortDriving comfortDriving comfort: At the same level of diesels. • Engine brakEngine brakEngine brakEngine brakeeee: slightly less when compared to diesel engines. • Gear boxGear boxGear boxGear box: Same as in diesel.


Page | 33

5555 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.

Date post:	06-Mar-2018
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