"Czas na gaz!"-Time For Gas magazine, No 52/2012

POLSKI RYNEK LPG W 2011 ROKU GLOBAL AND EUROPEAN LPG MARKET

THE NATURAL GAS AND LPG BOOM OF ITALYTHE FAVORABLE OUTLOOK FOR THE CNG VEHICLES MARKET

WYDAWCA (EDITOR) Amber Mediaul. Myśliwska 8/20, 81- 572 Gdynia, Polande-mail: [email protected] ID: PL578-146-51-90

REDAKTOR NACZELNY (CHIEF EDITOR)Sylwia Bujalska

OPRACOWANIE GRAFICZNE / SKŁADPaweł Wójcike-mail: [email protected]

TŁUMACZENIAAleksander Skoblenko

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LPG car fuel in Switzerland a growing market .....................................................................................5

CNG market info ............................................................................................................................................6

Propane-powered Maxximus LNG 2000 ................................................................................................8

Informacje z rynku LPG ................................................................................................................................9

GasShow 2012 REPORT ..............................................................................................................................10

The favorable outlook for the CNG vehicles market encourages the suppliers

of process control equipment .................................................................................................................14

Global and European Liquefied Petroleum Gas (LPG) Market ...................................................18

Almost two Euro for a litre of super: The natural gas and LPG boom of Italy .........................22

Polski rynek LPG w 2011 roku ....................................................................................................................24

Применение газа и его электрическое будущее ......................................................................26

Uncertain supply outlook prevents Brazilian LNG terminal decisions ........................................28

ŠKODA Citigo także z LPG ........................................................................................................................30

LPG for boats: From Lübeck, Germany, Świnoujście, Poland, on gas........................................32

Transport’s impact on US gas market to remain muted ................................................................36

Fuels prices / Ceny paliw ..........................................................................................................................39

www.timeforgas.com www.czasnagaz.com.pl no52 V-VI 2012

REDAKCJA (OFFICE)tel. (+48) 506 180 062e-mail: [email protected]: czas_na_gaz

List of coming gas-expos:

• XIX International Fair "Petrol Station 2012", 23-25.05, Warsaw, Poland;

• AEGPL Congress 2012 (Congress & Exhibition), 6-7.06, Brussels, Belgium;

• 3rd NGVA Europe International Show&Work-shops NGV2012 Bologna, 19-21.06, Bologna, Italy;

• 25th World LP Gas Forum, 11-13.09, Bali, Indonesia; www.wlpgas2012.com

more info on www.timeforgas.com

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A growing market

Index of companies mentioned in current issue:AC S.A., Centaur Performance Group, Chart Ferox, Clean Air Power, Clean Energy Fuels, Dong-feng Peugeot-Citroën Automobile, Evergreen CNG Systems, ERC, ExxonMobil, Femitec, Flashlube, Ford, Gas and Air Systems Inc., Gazprom, GE Energy, Gfi, GNVert, GTT, Iveco, Landi-Renzo, LPGTech, Mizu, Menecon Consulting, Omnitek, Opel, Petrobras, Prins, Progas, Scania, Shell, Si¬bur, Škoda, SyEnergy, Syscom 18, Temasek, Vialle, Vitogaz Switzerland AG

Currently the expansion is proceeding with rapid strides, and more than ten further stations are to quickly complete the already quite dense network of LPG stations. After the expansion of the transit routes, especially the stations at high-ways and long-distance routes should also guar-antee supply across the entire country.

In order to make the environmentally-friendly alternative fuel more appealing to the future LPG-powered vehicle owners in Switzerland, Vitogaz Switzerland AG supports all conversions to LPG with ten vouchers having a redeeming value of 500 Swiss franc. These bonuses were up to now well received, and make it easier for Swiss drivers to reach the decision to switch to LPG.

More and more cold-calculating drivers are doing this, and it is well known that there are more than enough of such drivers in Switzerland. One litre of petrol costs currently in Berne two Swiss Francs, a litre of LPG only 99 rappen. Other market conditions also speak for themselves: As was announced by the Swiss Federal Statistical Office, the BFS, there are currently 4,3 million ap-proved vehicles in Switzerland, of which more than 80% run on petrol. Diesel fuel plays a rather subordinate role in Switzerland. The Swiss prefer to buy high-power vehicles, and there is a clear tendency to purchase heavy SUVs powered by petrol engines, which, however, consume ap-propriately large amounts of petrol, but on the other hand are best suited for conversions to LPG. Apart from this, the average Swiss driver travels in excess of 10.000 kilometres abroad,

and in case they should use LPG they can rely on a well-developed infrastructure, meaning – a dense network of LPG stations – in the countries they travel to most often, meaning Italy, Germa-ny and France.

And while the expansion of the network of LPG stations is progressing quite quickly in Switzerland, missing are still conversion specialists with a good offer of engine conversions to LPG, so that many of the Swiss who want to save are left with noth-ing but the need to search for a professional con-version workshop abroad. Also private imports of LPG vehicles to Switzerland have increased visibly, because the vehicle manufacturers have most clearly not noticed this trend, offering on their part only limited and individual LPG solu-tions.

Those who would like to gain further infor-mation on the market conditions in Switzer-land will discover all they need on the website www.autogas24.ch, ran by Vitogaz Switzerland. The experts from Vitogaz will be keen to pro-vide advice to potential conversion specialists in Switzerland on the legal conditions as well as market opportunities in the individual regions. The specialists, of which there are still quite few, already feel something of a gold rush in terms of LPG, however cannot respond to the queries for conversions because of the high petrol prices. The known proverb says after all: „Life will punish those who come late.“ This definitely also applies to the expansion of the network of LPG conver-sion specialists in Switzerland.

Wolfgang Kröger

LPG and Switzerland are getting ever closer just as they should be. Swit-zerland used to be one of those few European countries where LPG

is not so widely known yet. However, if all goes according to the vision of the leading Swiss liquefied gas supplier, Vitogaz Switzerland AG, this shall change soon, because Vitogaz is looking to expand the Swiss LPG station network nationwide, and only recently reported opening of the 50th LPG station in Switzerland.

LPG car fuel in Switzerland

LPG stations in Switzerland, like the one here at the Viamala rest area, are often built in wonderful scenic surroundings.

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RUSSIAGazprom’s Management Committee has

met to discuss opening up the natural gas vehicle market in Russia. Chairperson for the committee, Alexey Miller, said at the open-ing of the meeting: “The time has come for a breakthrough in the Russian NGV market and Gazprom is the only domestic company that can do it. Our main goal is to expand the sales market of this type of fuel to the extent possible to serve the public interests.”

The meeting participants discussed the sta-tus of the global and domestic NGV fuel mar-kets as well as Gazprom’s experience gained in this sector.

In December 2011, Gazprom and major bus manufacturer Volga Bus entered into an Agreement for the creation and implemen-tation of a full range of modern natural gas powered buses as well as the formation of a favorable environment for developing the natural gas vehicle market in Russia.

Earlier, in mid 2011, a Gazprom delegation called on Russian automotive manufacturer KAMAZ to discuss actively promote natural gas vehicles.

The Russian NGV fleet currently amounts to some 86 thousand units (total fleet is about 15 million units), serviced by 247 CNG filling stations (207 are owned by Gazprom) across 58 regions of the Russian Federation. Besides, a new CNG filling station is currently being built in the Kaliningrad Oblast. 361.6 million cubic meters of compressed natural gas were sold by Russian CNG filling stations in 2011, which was 16.6 million cubic meters more than in 2010.based on NGVGlobal

UKClean Air Power - developer of dual-fuel

combustion technology that enables heavy-duty diesel engines to operate on a combi-nation of diesel and natural gas, has received an extension of order from Sainsbury’s, a ma-jor UK supermarket. The initial order, for 14 units of its Genesis Edge Dual-Fuel system has been increased by 10 more units, planned for delivery during the current financial year. The 24 trucks will operate using biomethane gas produced from landfill waste.

The Genesis Edge product can be installed on customers’ existing vehicles. Diesel engine performance and efficiency are maintained while delivering significant fuel cost savings, along with a marked reduction in carbon emissions.

Commenting on the order, John Pettitt, CEO of Clean Air Power, said: “We are de-lighted that Sainsburys has increased its or-der. We have been working very closely with them over the last 3 years and their further support of our Genesis Edge Dual-Fuel sys-tems is extremely encouraging.”based on Clean Air Power info

GERMANYOpel has launched is latest Opel Combo,

once again with the option of operating with a bi-fuel CNG engine. The NGV is driven by a 1.4 CNG ecoFLEX engine (88 kW/120 hp) engine, is equipped with a 22 liter gasoline tank and CNG cylinders with a total volume of 95 liters or 130 liters (the latter only avail-able in long wheelbase). This results in maxi-mum ranges of up to 625 and 750 kilometers respectively. The “Cargo” version can carry

a payload of up to 1 ton (including driver), with volume up to 4.6m3. The Combo Tour with five-seats and a short or long wheel base has a loading capacity of up to 3,200 liters (long wheel base) and payloads of up to 800 kg.

Long intervals between servicing of CNG model (a routine service every 30,000 km) helps to reduce the running costs.based on Opel Press Release

UKFollowing significant success in a number of

Swedish cities and other locations around the world, Scania (Great Britain) Limited in con-junction with bodybuilder Alexander Dennis Limited is to launch a low entry gas bus into the UK. The new vehicle will be based on Sca-nia’s KUB chassis and feature Scania’s 270 horsepower EEV 9.3-litre five-cylinder energy efficient lean burn gas engine, which offers high efficiency and low fuel consumption with no need for exhaust gas recirculation (EGR).

Noise and vibration levels are also low and the engine can operate on either CNG or biogas (biomethane). Scania (Great Britain) Limited is working with a gas infrastructure provider in order to be able to supply opera-tors with a complete gas-powered transport system.based on Scania Press Release

FRANCEGNVert, part of the GDF Suez group, has

built and financed more than 140 CNG of all sizes. Currently, the company operates more than 40 CNG stations for heavy vehicles (buses, refuse collection, delivery trucks) and about 100 CNG stations dedicated to light vehicles (fleets).

czas na gaz 2012 no.5206

I N F O R M A C J E Z R Y N K U C N G / C N G M A R K E T I N F O

market infoCNG ITALY & THE NETHERLANDSIveco presented its new Stralis LNG vehicle. This vehicle is designed for medium range distribution and night-time deliveries. The displayed

vehicle was a two axle tractor unit with semi-trailer, Cursor 8 natural gas engine with a power rating 330 HP, manual gearbox, production line Intarder and EBS. It is built for applications carrying between 18 and 40 tons. One of the key benefits of the LNG technology is that it guarantees a much greater range for vehicles, that can reach up to 750 km. For regional distribution missions it has been estimated that savings of up to EUR 10,000 (USD 13,200) are possible compared with a traditional diesel-powered vehicle, over a distance of approximately 40,000 km per year. On refuse collection and recycling missions it is estimated that the saving can be up to EUR 20,000 (USD 26,400) per year.

“The natural gas vehicle technology represents a priority for Iveco’s activities” – said Alessandro Mortali, Senior Vice President Heavy Range at Iveco. “We are among the few manufacturers to have had the foresight to understand the importance of methane as an alternative energy source”.

The LNG models will soon also be available in the 2 and 3 axle rigid versions, for urban and out of town missions with a 16 speed manual transmis-sion and hydraulic retarder. Alternatively-fuelled vehicles can be specified with a 6 speed automatic transmission with hydraulic torque converter and integrated retarder. The natural gas Cursor 8 engine complies with the Euro VI emission limit values which will come into force in 2014.based on Iveco Press Release

Charlotte Hubert, GNVert president, explains that natural gas and its renewable counter-part, biomethane, are the fuels best suited to implement an alternative to diesel. Economic qualities (best cost / benefit), environmental considerations (public health / air quality / particles / emissions and noise), performance, autonomy and technological maturity of CNG “are in its DNA”, she said.

Hubert acknowledges the dramatic growth of CNG fuelled transportation around the world, citing a study of the IGU (International Gas Union) in September 2010 that indicates the number of CNG vehicles is expected to grow from 13 million in 2010 to 104 million in 2030.AFGNV

CZECH REPUBLICChart Ferox, a.s. has received a contract to

design, build and deliver a LNG fuel system for a fast ferry which will be built by Incat, Australia. The boat will be the 1st catamaran powered by 27,000 HP gas turbines fuelled by natural gas. Chart Ferox says the catamaran, measuring 99 meters length, will be the world’s fastest, envi-ronmentally cleanest, most efficient, high speed ferry and will be operated in Latin America.

Chart is contracted to supply the on-board LNG fuelling system, including the storage tank, piping and control system as well as the bun-kering system. The LNG storage tank is double walled stainless steel utilizing Chart’s propri-etary multilayer composite vacuum insulation system which maximizes the volume of LNG available to be stored. The piping, pumps, heat exchangers and control system, contained within a fire proof room, deliver the natural gas to the turbine engine at a precise pressure and flow. A secondary heat exchanger utilizes waste heat from the turbine exhaust to vapor-ize the LNG, changing its state to gas.

The bunkering system is designed to load two cryogenic LNG trailers simultaneously in less than one hour, creating a virtual LNG pipeline to the ferry.Chart Ferox, a.s.

USAOmnitek has developed a kit that can be

used to convert these popular diesel engines into natural gas engines. Omnitek’s proprietary diesel-to-natural gas engine conversion kits are widely used around the world for bus and truck applications, as well as stationary applications. It simplifies the engine conversion process by integrating the ignition control and electronic fuel injection into one control unit. The system offers closed-loop fuel control for low emissions, as well as J1939 CANbus communications with electronic gauges in the dashboard.

The Omnitek Kit includes all components needed to convert the diesel engine into a natural gas engine, such as low compression

pistons, natural gas fuel injectors and ignition components, as well as an advanced elec-tronic control module and multiple sensors. For applications requiring extra-low emissions, such as EURO IV or EURO V, Omnitek can also supply catalytic converters.

Omnitek’s CEO, Werner Funk, reports: “Truck and bus operators have been particularly hard hit by the increase in the price of diesel, to a point, where converting to natural gas is many times the only way to stay in business. Converting to natural gas will not only reduce fuel costs, but also air pollution. It was particu-larly important to us to develop a system that is affordable and offers a rate of return around one year, and I think we have succeeded.”

A converted bus (OM904) has been oper-ating in Mexico since January 2012 with great success (savings of 40% fuel costs).

EUOn 19th April, the European Parliament vot-

ed by large majority in favour of extending tax benefits for natural gas and biomethane as a transport fuel. Thus, the EP plenary officially confirmed important amendments supporting NGVs, which have been adopted on 29 Febru-ary by the Committee on Economic and Mone-tary Affairs (ECON), under the lead of Rapporteur Astrid Lulling.

The EP acknowledges that natural gas has a less harmful environmental impact than other fossil fuels and its distribution infrastructure could be beneficial in the introduction of renewable alternatives (see Amd. 22, Rectial 18). NGVA Eu-rope particularly welcomes the EP positioning that any tax increase plans should be linked to the market development of NGVs and the needed CNG and L-CNG refuelling infrastructure for those vehicles (see Amd. 34,Art.4,par.3,subpar.2): "In the case of natural gas and biomethane used as mo-tor fuel, higher minimum levels of general energy consumption taxation shall apply only after an as-sessment, to be carried out by the Commission by 2023, of the implementation of the provisions of this Directive relating to the level of taxation appli-cable to natural gas in road transport. That assess-ment shall, inter alia, examine the progress in the availability of natural gas and biomethane, the growth of the refilling stations network in Union, the market share of natural gas vehicles in the Union, the innovation and technological developments in biomethane used as transport fuel and the real value of the minimum level of taxation."

According to the initially proposed alignment of fuel taxation based on CO2 and energy content, the EP recommends that for the energy com-ponent of natural gas and biomethane "from 1 January 2023 until 1 January 2030, Member States may apply a reduction of up to 50% of the mini-mum levels of taxation for these fuels" (see Amd. 45,Art.15,par.1,point i).Source: NGVA Europe, European Parliament

Informacje z rynku LPGNiska akcyza warunkiem rozwoju rynku autogazu?

Kierowcy nie zdecydują się na samochody na-pędzany LPG, jeśli nie będą za tym stały korzyści natury finansowej - uważa Trevor Morgan, dyrek-tor wykonawczy firmy Menecon Consulting. Jed-ną z nich jest z pewnością niższa akcyza na au-togaz, której podwyżki oczekuje od rządu branża paliwowa.

Z propozycją podniesienia akcyzy na LPG o 19 euro za 1000 litrów i jednoczesną obniżkę akcyzy na benzynę o tę samą kwotę wystąpiła Polska Organizacja Przemysłu i Handlu Naftowego. We-dług POPiHN, pod pewnymi warunkami, nie musi to oznaczać końca popularności LPG jako paliwa transportowego w Polsce. Innego zdania jest jed-nak ekspert z Menecon Consulting. Według niego fakt, iż akcyza na LPG jest w znacznej większości krajów znacząco niższa od podatku nakładanego na benzynę (średnio o nieco ponad 30%, a w Pol-sce nieco mniej niż 30%) sprawia, że paliwo to jest przeciętnie o połowę tańsze niż benzyna.

„Często jednak nawet preferencje akcyzowe nie wystarczają do zbudowania rynku autogazu. W przypadku rynków, które dopiero zaczynają się rozwijać konieczne mogą być również innego rodzaju zachęty, np. ulgi przy zakupie samocho-dów wyposażonych w instalację LPG” – twierdzi Morgan.

Zarówno zakup samochodu wyposażone-go seryjnie w instalację LPG, jak również przy-stosowanie posiadanego już auta do spalania autogazu pociąga za sobą określone koszty. Koszty te zwracają się tym szybciej, im większy dystans będziemy pokonywać. Według Trevo-ra Morgana w Polsce koszty użytkowania auta z oryginalnie zamontowaną instalacją zrównują się z kosztami utrzymania samochodu spalają-cego benzynę przy rocznym przebiegu rzędu 60 tys. km. W przypadku instalacji zamontowanej w używanym pojeździe ta granica wynosi nieco ponad 20 tys. km.

Według niego kluczem jest jednak długoter-minowa przewidywalność polityki fiskalnej: „Bez tego trudno o zapewnienie stabilnego rynku au-togazu” - podkreśla. Przedstawia też wyliczenia, z których wynika, że udział autogazu w całości rynku paliw jest największy w krajach, w których korzyści finansowe zagwarantowane polityką rządu są największe. „Tak jest w Turcji, Korei czy w Polsce, największych rynkach autogazu na świe-cie” – mówi.źródło: wnp.pl, Marcin Szczepański

Będzie więcej LPG z Rosji

Rosja od kilku lat pozostaje największym do-stawcą gazu płynnego na polski rynek. Niemal połowa sprzedawanego w Polsce LPG pochodzi z tego kierunku. Wiele wskazuje na to, że w naj-bliższych latach uzależnienie od rosyjskiego auto-gazu jeszcze się pogłębi.

Największy rosyjski producent LPG – firma Si-bur, zapowiada, że w perspektywie najbliższych 5 lat produkcja gazu płynnego w Rosji wzrośnie o ponad 50% (z 10 do 15,8 mln ton rocznie). We-dług przedstawiciela spółki Aleksieja Rodiczewa zwiększy się zarówno wydobycie gazu płynnego ze złóż, jak również jego produkcja w rafineriach. W samym 2012 roku produkcja LPG w Rosji ma wzrosnąć o około 10%, przy czym wewnętrzne zapotrzebowanie na gaz płynny w tym kraju wzrośnie zaledwie o 4%. Oznacza to, że znaczą-co wzrośnie eksport LPG -– twierdzi Rodiczew. Jego zdaniem niewielki wzrost rosyjskiego rynku autogazu spowodowany jest przede wszystkim brakiem infrastruktury logistycznej oraz stacji pa-liw oferujących to paliwo. W efekcie prawie 90% rosyjskiej konsumpcji pochodzi w europejskiej części kraju.

Jeśli nic się w tym względzie nie zmieni w najbliż-szych kilku latach to rosyjski gaz dosłownie zaleje Europę. W 2011 roku na eksport trafiło 3,1 mln ton LPG (z czego do Polski prawie 2 mln). - W ostroż-nym scenariuszu zakładamy, że wielkość ekspor-tu w 2016 roku osiągnie 6,8 mln ton. W skrajnych szacunkach import może wzrosnąć do ponad 9 mln ton – informuje przedstawiciel firmy Sibur. Dla porównania europejska konsumpcja LPG w 2011 roku wyniosła 30 mln ton.

Sam Sibur zakłada zwiększenie eksportu LPG z obecnego poziomu 1,6 mln ton do ponad 4 mln w 2016. W jaki sposób spółka chce tak zna-cząco zwiększyć eksport? W tej chwili zdecydo-wana większość gazu wysyłana jest na eksport koleją. Już w 2013 roku Sibur uruchomi jednak pierwszy w Rosji morski terminal LPG w Ust-łu-dze. Będzie on w stanie wyeksportować rocznie 1,5 mln ton gazu na statkach o ładowności do 40 tys. m sześc. Mają one dostarczać rosyjski gaz do portów w całej Europie – od Polski i Finlandii aż po Francję i Hiszpanię.

W 2011 roku sprzedano w Polsce 2,2 mln ton gazu płynnego, z czego niemal 2 mln pochodziło z importu. W tym okresie import z Rosji sięgnął nie-mal 900 tys. ton – to ponad dwukrotnie więcej od kolejnego w tej klasyfikacji Kazachstanu.źródło: wnp.pl

Maintaining the crown as the world's fastest street-legal car, the Maxximus LNG 2000, the brainchild of financier Bruce McMahan and Indianapolis-based designer Marlon Kirby, continues to smash existing re-cords in the automotive history with three new world records set using propane (LPG), making it the fast-est powered supercar ever created using both LNG and LPG. By utilizing proprietary technology, the Maxxi-mus team has revolutionized the next generation of green vehicles that provides legendary versatility for using both natural fuels and reducing our dependence on foreign fuel sources.

Driven by designer Marlon Kirby, the Maxximus LNG 2000 using LPG achieved:• 0 - 60 mph: 2.6 sec;• Speed in 1/4 mile: 134 mph;• 1/4 mile elapsed time: 10.28 sec.

Recent world records set in Jan-uary 2012 by the Maxximus LNG 2000 using LNG were:

• 0 - 60 mph: 1.96 seconds;• 0 - 150 mph: 9.21 seconds;• Speed in 1/4 mile: 159.9 mph;• 1/4 mile elapsed time: 9.63 seconds

Centaur Performance Group, the incubator group that researched and brought these technological monster advancements in the green automo-tive sector, unveiled the Maxximus LNG 2000 last year in Las Vegas. Its unique qualities include:

• The car runs on LNG, CNG and LPG with on demand adjustments• All carbon fiber body• 430 CI twin turbos• All aluminum V8, 1600 + HP• Cryogenic chilled intercoolers

• Self pressuring fuel tanks• Gaseous fuel injectors• Boost reference gaseous regulators• All state legal emissions

Centaur Performance Group is owned by financier and phi-lanthropist Bruce McMahan, who states, "When it comes to auto-mobile performance, natural gas is at the forefront of people's thinking. By using both LNG and LPG instead of gasoline, Centaur is taking up the charge in doing all it can to reduce America's de-pendence on foreign fuel sources." "Natural gas is a lot more attractive given the situation in the market, and there isn't a car on the market that currently utilizes both LNG and propane. It's the ultimate win-win for everybody," commented Kirby.

In addition, Centaur is also devel-oping a consumer-targeted line of vehicles called the Centaur Drag-onfly that can be powered by four fuel types – gasoline, LNG, LPG and CNG (compressed natural gas). This new generation of cars, equipped with cutting-edge onboard tech-nology developed by Maxximus, is specifically designed to put the owner of the vehicle in a position where they can avail themselves to the lowest priced fuel in their vicin-ity. The fuel locator draws on a con-tinually updated database to eas-ily locate alternative fuel stations along any given route complete with turn-by-turn driving directions and also identify the most econom-ical alternative fuel sources locally, regionally and nationally.

Source: Maxximus Press Release

Maxximus Technology, a Division of Centaur Performance Group, Creators of the World's Fastest Street-Legal Supercar, Continues to Break Barriers by Setting New World Records With Innovative Propane Powered

Maxximus LNG 2000

Propane-powered Maxximus LNG 2000

T E C H N O L O G I E / T E C H N O L O G I E S

czas na gaz 2012 no.5210 cont. on page 12 >>>

The GasShow in Warsaw is the most important European trade fair concerning the use of LPG as vehicle fuel. Every year in the beginning of March, the Polish metropolis sets the standards which will be the driving force

of markets surrounding this alternative source of power. What is shown in Warsaw in March is usually found on the streets already in the summer, progress in the field of LPG as car fuel takes enormous steps, and the trendsetters for this are the classic LPG user nations like Poland and Italy. And it was primarily AC (STAG), Landirenzo and Lovato which were responsible for beating out the rhythm in Warsaw, presenting their newest inventions. Summarily one may describe the main tendencies as follows: fast processors (64 bit) in the control units will in the future deliver even more efficient combustion, regardless of the individual manufacturer, and they will care more for LPG as a source of power, the prices of which have also risen at petrol stations in line with the general price increases of petrol and diesel fuel. A further trend is also seen in the area of dual fuel engines (diesel fuel/LPG), because, beside Prins, the Polish market leader AC (STAG) is becoming a further global player in the field of this technology, who has moreover made a point of picturing for the experts already now a bright shiny future.

GasShow 2012 REPORT

The German supplement producer ERC presented at their stand a Kia Cee’d, currently undergoing a long-run test running on LPG with the supplement Gaslube Spezial with the P 1000 formulation under the all-seeing eyes of TÜV Nord.

Femitec importer Peter Feldgebel presented a new heated LPG tank at the AC stand.

A new face at Prins – Angelique Berden shall in the future be responsible for marketing at the leading Dutch manufacturer of car LPG systems.

MEDIA PARTNER

P R Z E G L Ą D R Y N K U / M A R K E T R E V I E W


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czas na gaz 2012 no.52 13


The Q-Box, the new control unit from STAG that should be available on the market even before the Summer. Who guesses the exact weight of the units was flown to a racing week-end in Monza.

The new control units from STAG for mixed diesel fuel operation attracted lively attention of the visitors of the GasShow.

Landi One, the new control unit from Lan-direnzo is a play on the name Air Force One, the service aircraft of the president of the United States.


R Y N E K C N G / C N G M A R K E T

14 czas na gaz 2012 no.52

CNG’s popularity stems, in part, from its clean-burning properties. In many cases, CNG vehicles generate fewer exhaust and green-house gas emissions than their gasoline- or diesel-powered counter-parts. CNG is odorless, colorless, and tasteless. It consists mostly of methane and is drawn from gas wells or in conjunction with crude oil production. CNG vehicles store natural gas in high-pressure fuel cylin-ders at 3,000 to 3,600 pounds per square inch. An odorant is normally added to CNG for safety reasons. In recent years, technology has im-proved to allow for a proliferation of natural gas vehicles, particularly for fuel intensive vehicle fleets, such as taxicabs and public buses.

NGV around the worldThe natural gas vehicles (NGV) market has jumped from 1.7 million

to 14.5 million vehicles around the world, with an average growth rate of more than 30% since 2000. The rapid growth is due largely in part to global economic factors and the current energy crisis, but is also at-tributed to increasing environmental awareness. Many countries are using natural gas vehicles to meet aggressive fuel emissions reduction goals over the next decade. If the annual growth rate of the NGV market continues at this pace, the impact on oil consumption and fuel emissions will be incredibly significant as early as 2020 – especially as large countries such as the U.S. and China expand use of NGV to their many consumers. Currently, Iran (having almost 2,900,000 NGV), Paki-stan (more than 2,850,000 vehicles), Argentina (more than 2,000,000 vehicles), Brazil (more than 1,700,000 vehicles) and India (more than 1,100,000 vehicles) have the highest number of CNG run vehicles in the world, all representing more than 70% of total NGVs worldwide (see table NGV WORLDWIDE). The U.S., Germany and Russia are de-veloping strategies to boost their numbers over the next decade.

With these countries rising to the challenge of meeting energy, eco-nomic and environmental demands in their home lands, the global market for natural gas transportation fuel is expected to be a 400 bcm (billion cubic meters) /year industry by 2020.

Countries with the highest numbers of CNG vehicles in circulation are strategizing the conversion of their vehicular fleets to smooth the transitions for consumers and provide a number of incentives – both financial and socioeconomic – toward CNG vehicle development. Many of these strategies either are – or could be – employed in the U.S. to drive the CNG market.

NGV in EuropeIn Europe the popularity and production of NGV increase. While

many European countries are developing the market, Italy, Russia and Germany are currently dominating the agenda. Before 1995 the European NGV market was basically limited to Italy. Since then the number of NGVs in Europe is growing steadily. During the last five years the market growth for NGVs in Europe picked up significantly. Italy (with more than 770,000 vehicles) remained the largest number of CNG vehicles in Europe. Germany, Bulgaria, Sweden and France are rapidly working to catch up with Italy (see table NGV EUROPE). Germany plans to expand their numbers to include 2 million CNG ve-hicles in circulation by 2020, facilitated by an aggressive program to decrease carbon emissions.

The cost for CNG fuel is between 1/3 and 1/2 compared to other fossil fuels in Europe.

Europeans can buy CNG vehicles from seven automakers includ-ing General Motors, Ford and Volkswagen. In all, more than 28 CNG models are in production globally by Audi, Fiat, Ford, Honda, Hyundai, Lincoln, Mercedez-Benz, Opel, Peugeot, Renault, Toyota and Volk-swagen.

Concerning the filling stations, they keep the rate of growth based on the existing market of NGV. The largest natural gas filling station in Europe is operating in Madrid, Spain; the station has cutting-edge technology in bus fleets management, optimizing the energy con-sumption and also reusing any gas emission during the process. In Italy there are more than 800 public CNG stations, while in Denmark, Portu-gal, Slovenia and United Kingdom there is only one public CNG refuel-ing station (also see table NGV EUROPE, CNG stations).

CNG measurement equipmentAs the global market increases, the CNG measurement becomes

an extremely important aspect. “At the retail level, natural gas is compressed and sold as <<Compressed Natural Gas>> or <<CNG>>, and it is measured either in mass or energy units when being used for

Natural gas is one of the most widely used forms of energy today and it is considered an alternative fuel for the transportation sector. The natural gas vehicles operate (in most cases) using compressed natural gas. More than 14 million CNG vehicles are operating successfully today.

Top NGV CountriesNatural Gas Vehicles

Total NGVs

% of total NGVs worldwide

Argentina 2 044 131 14,08%Brazil 1 702 790 11,73%Germany 96 215 0,66%India 1 100 376 7,58%Iran 2 859 386 19,70%Pakistan 2 850 667 19,64%Russia 86 012 0,59%USA 112 000 0,77%

NGV WORLDWIDE

cont. on page 16 >>>

Top NGV CountriesNatural Gas Vehicles

Total NGVs

% of total NGVs in the area

Bulgaria 61 506 6,06%France 13 500 1,33%Germany 96 215 9,49%Italy 779 090 76,82%Sweden 40 029 3,95%

CountryCNG stations

Total Public Private Planned % of total CNG stations in the area

Denmark 1 1 0 0 0,0%Italy 858 811 47 38 30,6%Portugal 5 1 4 1 0,2%Slovenia 2 1 1 1 0,1%United Kingdom 9 1 8 4 0,3%

NGV EUROPE

NGV

sche

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NGV EUROPE

energy fuel, and <<Gasoline Gallon Equivalents>> or <<GGE>> when being used for transportation fuel. However, because of the rapid vari-ation in pressure, temperature, gas density and flow during a fill, and the potential for variation in gas composition over time or by location, some technologies are more appropriate than others.”, Syscom18 Company’s specialists explain. Syscom18 is a system integrator offer-ing complete solutions for industrial automation and process control and the distribution of equipment and implementation of projects in gas measurement represent one of its main activities. “For example, the Optigas mass flow meter we deliver has high accuracy and wide measuring range and it is developed in conjunction with dispenser manufacturers.“, Syscom18’s specialists say. Briefly, the way of the gas from the pipeline to the NGV involves compression and measurement systems as it follows: pipeline – gas from the distribution pipeline at

pressure of 50-250 psi; compressor - gas is compressed in 3-4 stages to a maximum pressure of 3600 psi (flow rate capacity for a compressor is 200-750 Nm3/hr); storage cascade - compressed gas is stored in three banks (high, medium and low) at the maximum pressure of 3600 psi; dispenser – double-hose dispenser with a filling rate of less than three minutes per vehicle; NGV – finally, the gas is stored in the vehicle at 3000 psi (see table NGV scheme).

1

2

3

4

5

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Storage cascade

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Pipeline

<<< cont. from page 14 R Y N E K C N G / C N G M A R K E T

source: syscom.ro

Source: NGVA Europe, The GVR

Source: NGVA Europe, The GVR

Global and European Liquefied Petroleum Gas (LPG) Market

Middle East and Asia-Pacific regions maintained their leadership as far as the percentage increase in production over the preceding year is concerned. The North America region had the largest quanti-tative share in global production of LPG, most of all due to the record-breaking production in the USA – 50.4 million tons (almost 20% of global pro-duction). As opposed to 2009, no region recorded a decrease. Nevertheless, the production level in the whole America and Africa region ran on a simi-lar level as in previous years. In Europe and Eurasia, 41.9 million tons of LPG were produced, which is a 2.2% increase, as compared to 2009. After a de-crease in production, which occurred a year be-fore, the level reached in 2008 was reached again.

Diagram no.1 presents the countries, which are the largest producers of liquefied petroleum gas in the world. Their total share in global pro-duction amounts to 63.6%. The top five countries in this breakdown (USA, Saudi Arabia, China, Rus-sia, and India) account for over 48% of total pro-duction of LPG in the world.

The production in Europe amounts to 10.5% of global production (Norway: 6.8 million tons, UK: 4.9 million tons, Germany: 2.6 million tons, Italy: 2.2 mil-lion tons, France: 1.7 million tons).

It is estimated that 53% of global production comes from natural extraction, whereas 47% comes from refinery production. In Europe, gas from refinery processes constitutes 63% of total production, while 36% of gas comes from natural extraction.

In Europe, the majority of countries obtain LP gas only from refineries. The exception is Norway (6.5 million tons from natural extraction), which together with Great Britain sets the European gas origin proportions.

Diagram no.2 presents the largest producers of that product in Europe. Their share in the total European production amounts to 87.7%. In 2010, the total production in Europe amounted to 26.7 million tons and increased by 0.5 million tons, as compared to the amounts from 2009.

LPG consumption systematically increases – from 200 million tons in 2000, through 220 million tons in 2005, up to 248.8 million tons in 2010 (an increase of 3.4% over 2009). The region with the most rapid increase in the consumption level is the Middle East, followed by the Asia-Pacific regions. The percentage increase in production in those regions covers the increase in consumption, so it can be concluded that national markets' capac-ity for LPG shall magnify the increase in the pro-duction level.

As it is shown in diagram no.3, the greatest con-sumer is still USA, which alone uses 22.5% of the amount of LPG consumed globally. The greatest increase was recorded in Australia and Thailand, and the greatest decrease – in Portugal and The Netherlands. European consumption amounts to 30.5 million tons, that is 13% of the LPG consump-tion worldwide.

As compared to the preceding year, the con-sumption in Europe increased by approximately 1% (the largest consumption: France: 3.9 million tons in 2010. (Diagram no.4) and Turkey: 3.7 million tons). France is, at the same time, the largest im-porter of that resource in Europe.

Whereas, in 2010 Norway reached record-breaking amount of LPG surplus and exported 83% of the country's production of the gas.

In particular regions of the world, the consump-tion structure is diverse in different sectors.

Global and European division is presented on diagrams no.5 and no.6.

Autogas still remains the fastest growing sector of LPG in the world. Its share in global consump-tion amounts to 9.2%, and in European consump-tion it amounts to 25.2%. In both breakdowns, an increase was recorded of 7.2% and 4.3% re-spectively, as per the tonnage of consumption. In accordance with diagram no.7, the largest consumer of autogas is still South Korea despite the small decrease in demand for that resource. In 2010, it amounted to 4.5 million tons, which was 19% of global consumption of autogas.

According to WLPGA, in 2010, the global production of LP gas amounted to 253.8 million tons, which is a 4% increase over 2009. The rising trend is a constant phenomenon in the production of liquefied petroleum gas, however, in previous years the increase was between 1-2%.

R Y N E K L P G / L P G M A R K E T

Changes (surprising from our perspective) oc-curred in a breakdown of countries with the larg-est consumption levels because Russia outrun Poland and now takes third position. The position of Japan decreased significantly, and the country recorded a decrease in internal consumption of approximately 16%. Natural catastrophe, which afflicted that country in the first quarter, contrib-uted to extensive infrastructure destructions.

With the consumption increase in transport sector, the number of LPG-powered cars also in-creased by 1 million 40 thousand in 2010. Europe accounts for a major part of that increase since there is over 0.5 million LPG-powered cars more than the year before. Throughout the world, there are 17 million 743 thousand LPG-powered cars in total, of which 9 million 52 thousand cars are in Europe alone.

Diagrams no.8 and no.9 present the countries, which in 2010 had the largest number of LPG refu-elling stations and of LPG-powered cars.

The majority of LPG-powered cars are in Tur-key, Poland and South Korea. Despite the above, LPG is not a very popular fuel worldwide since the number of those vehicles amounts to less than 3% of total number of vehicles.

In 2011, many experts from the industry were surprised by the information about the doubled size, as compared with the preceding year, of autogas market in Russia, with reference to the consumption of that fuel and to the amount of cars powered by it. After data analysis, the organ-isations and the companies performing market analysis corrected previous data regarding auto-gas market in Russia.

An unusual upsurge was recorded in the Greek autogas market, where over 100% increase in de-mand for that fuel was recorded. Although the scale of consumption is inconsiderable there (cur-rently 18 thousand tons), a certain trend was dem-onstrated, which, due to the deep economic cri-sis in Greece, in relation with a relatively low price of LPG, has a chance to last longer, especially since the distribution network is being developed as well.

In Italy and Germany a relatively high increase in the number of LPG-powered cars was recorded (by 200 thousand and by 50 thousand pieces re-spectively). In the previous years, the amount of refuelling units has rather increased. In the context of a persisting economic deadlock, direction of customers' attention to LP gas may foreshadow a greater increase in LPG consumption in those countries in the following years.

The Danish LPG market is in deep recession. A 75% decrease in consumption of LPG was re-corded in that market (1 thousand tons of gas, 250 LPG-powered cars and 8 refuelling units were sold, which means that the Danish autogas market practically does not exist). The immediate reason may be the excise duty level, which, in Denmark, is the highest in Europe. It should be noted that the Danish government supports a new taxing system of energy products in the European Union. Intensive works regarding that matter have been carried out recently. The planned changes of the European regulations, which assume the increase in excise duty levels and their setting for the whole European Union may have results similar to those, which may be observed on Danish, as well as on other national markets.

In 2010, the number of refuelling units worldwide increased by 1793 units, 1000 of which were creat-ed in Turkey and 500 – in Germany. Autogas may be refuelled in 57,150 points worldwide, 37,029 of which are located in Europe alone. The increase in the number of refuelling stations worldwide amounted to 3.2%, so it is unequal in relation to the consumption of that resource.

Especially in Russia, the disproportion be-tween the increase in the number of cars

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1. The biggest world LPG producers in 2010 [thousands tones]

3. The biggest world LPG consumers in 2010 [thousands tones]

7. The biggest world autogas consumers in 2010 [thousands tones]

8. Countries with the biggest quantity of LPG stations in 2010

6.

2010 European LPG consumption in sectors

5.

2010 World LPG consumption in sectors

4. The biggest European LPG consumers in 2010 [thousands tones]

2. The biggest European LPG producers in 2010 [thousands tones]

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czas na gaz 2012 no.5218 czas na gaz 2012 no.52 19


cont. on page 20 >>>

and the density of LPG distribution network is visible. Despite the increase in the number of cars, new refuelling units were not recorded.

Therefore, the autogas market in Russia shall probably develop in this direction.

There are significant differences in the consumption of autogas by various vehicles, as well as in the sale volume of different autogas refuelling units, de-pending on the geographical region. Worldwide, on average, one refuelling station sells 400 tons of gas per year and, statistically, 306 LPG-powered cars use one station. Statistically a car uses 1306 kg of gas annually.

In Europe midyear data on the above matter for 2010 is presented as follows: one car uses 847 kg of gas (a decrease by 2%, as compared to the preceding year), a petrol station sells 207 tons and serves 244 cars.

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In South Korea, one station sells 2762 tons of gas; it serves 1428 cars, and each vehicle consumes on average 1.93 tons of gas per year.

In Australia, one car consumes 1.75 tons of gas by the middle of the year; in Russia – 1.79 tons, and in Mexico – 1.56 tons. In Poland and in Italy, it is 710 and 720 kg, respectively.

With reference to Poland, throughout 2010, monthly consumption of one car, with LPG installation, amounts to 106 litres of propane butane mixture.

Similar levels of midyear consumption per car are recorded in such coun-tries as Germany and Lithuania – 1.12 tons each, Turkey – 1.04 tons and Serbia – 1 ton.

The absolute leader in midyear consumption of LPG per car is Japan, where a vehicle consumes over 4.17 tons of the product per year, while one station on average sells 633 tons of gas per year. In the USA, a car consumes annually 2.95 tons, but in the same period, a station sells 222 tons of gas. Per contra, in France and India one car consumes 240 kg of gas per year.

A surprisingly low sale per station was recorded in countries such as Can-ada, France, Great Britain and Germany – especially when considering the established position of these countries in the global LPG market. In those countries, midyear sale ranges between 57 and 80 tons of gas.

Per contra, European powerbrokers, i.e. Italy and The Netherlands, record sales of 443 tons and 176 tons by one station respectively.

Source: Annual Report of POGP [Polish LPG Association]

9. Countries with the biggest quantity of LPG-fuelled cars in 2010 [thousands]

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<<< cont. from page 19 R Y N E K L P G / L P G M A R K E T




czas na gaz 2012 no.52 23

Alternative engines, such as those using CNG and LPG, are currently again on the rise in Italy. The high petrol prices cause many Italians to switch to LPG even when there aren't any more state subsidies for conversions.

Currently (middle of April 2012) a litre of petrol costs 1,97 Euro in Italy, a litre of diesel fuel - 1,82 Euro, a litre of LPG in turn - 0,87 Euro, and a kilogram of CNG - 0,96 Euro. The economic fuel source can currently be purchased at 800 natural gas stations, found mainly in northern and central Italy, and at the 2800 LPG stations. These are spread out across the entire country. In case of LPG there are no such areas without sup-ply. such as south Italy in case of natural gas.

„In total for Italy for 2012 we are looking at a decisive rise of the num-ber of vehicles using LPG, which are approved for the road. One may estimate that at the end of the year there shall be many more than 100.000 LPG-powered vehicles more to count. The share of CNG-pow-ered cars will also rise significantly“, clarifies the press representative

of Landirenzo, Corrado Storchi, during an interview for the Polish paper Czas na Gaz! When speaking of the overall positive market expecta-tions, he used the sales numbers from the first quarter of 2012 and the advance order numbers of OEMs in Italy for the entire year 2012 to support his words.

Already the first quarter of 2012 saw 20.637 new LPG-powered ve-hicles allowed on the roads of Italy. Add to this 11.867 natural gas-powered vehicles. The manufacturers, however, hint at the packed order books for alternative motors. This is not a random occurrence, because in Italy the gas system for the motor is free for new cars, no matter whether one wants LPG or CNG. At the same time the vehicle

manufacturers continue to beat the drum accordingly: it is quite im-possible to find a single advertising clip which would not explicitly sup-port alternative motors.

The common opinion that alternative motors are only meant for large, petrol-hungry vehicles is also easily contradicted on the Italian market. The LPG vehicle hit list begins with Opel's Corsa, of which the first quarter of 2012 saw 3.018 sold, in comparison to 398 vehicles in the same period of the previous year. Further down the list we find the Fiat Punto with 2.229 units (previous year: 473), the Ford Fiesta with 1.853 units (previous year: 1.548), and the Fiat Panda, with 1.800 new vehicles (previous year: 921).

In the field of natural gas vehicles, Fiat is the leading vendor in Italy. The Turin specialists sold a total of 7.582 CNG-powered Pandas in the first quarter of 2012, and in the same period of the previous year that number amounted to 4.017 vehicles. The Fiat Punto sold itself 2.362 times in its CNG variant (the previous year: 2.135), and the space miracle Fiat Qubo on natural gas changed owners 1.321 times in the

first quarter of 2012, and in the same period of the previous year the company was only able to find 487 persons willing to purchase the Qubo.

The threshold of discomfort for consumers thinking seriously about switching to an alternative source of fuel is, however, not easily as-certained. According to Corrado Storchi, the press representative of Landirenzo, it shall be reached at the latest when the savings potential reaches 40% of the fuel price: „In Italy we daily see record prices at gas stations selling petrol and diesel fuel, so in this regard the manufactur-ers' offer is right on time.“

The Landirenzo marketing gods observed a tangible trend towards alternative fuels also in countries like Greece and Turkey. In these countries as well the drivers suffer due to high petrol prices, and the only answer presently available is gas. And in this case it really does not make a difference whether it is the popular LPG or natural gas, it's most important that the driver saves money.

Wolfgang Kröger

W 2011 roku sprzedaż LPG w Polsce wyniosła 2 200 000 ton, a tym samym rynek LPG zanotował w stosunku do roku ubiegłego spadek w wysokości 2,9%. W czasie kryzysu gospodarczego na świato-wych rynkach oraz uwzględniając dość wysokie całoroczne temperatury, mające wpływ na wybrane segmenty rynku, taki wynik potwierdza tezę o stabilizacji oraz dojrzałości tego sektora gospodarki.

Polski rynek LPG w 2011 roku


Analizując źródła pochodzenia gazu naj-większy spadek zaobserwowano w wielkości krajowej produkcji LPG. W roku 2011 wyniosła ona 290 tysięcy tj. o 9,4% mniej niż w ubiegłym roku. Jest to powrót do tendencji z lat ubie-głych, kiedy to produkcja krajowa nie sięgała 300 tys. ton. Polski rynek gazu płynnego wciąż uzależniony jest od importu. To właśnie import zaspokaja ponad 90% krajowych potrzeb i wyniósł w 2011 roku 1984 tys. ton. W stosun-ku do roku ubiegłego udział importowanego gazu w konsumpcji krajowej wzrósł o 1,5%, co w korelacji z ogólną tendencją spadkową w pewnym stopniu rekompensuje spadek produkcji krajowej.

IMPORTRosja pozostaje naszym głównym partne-

rem w handlu LPG (895 tys. ton, tj. 49,4% ca-łego importu tego surowca i o 1,3% więcej niż w roku 2009). Na drugim miejscu ponow-nie uplasował się Kazachstan (423 tys. ton, tj. 23,3%), a następnie plasuje się Białoruś (189 tys. ton, tj. 10,5%), Litwa (124 tys. ton, tj. 6,8%), Niemcy (44 tys. ton), Czechy i Szwecja (30 tys. ton, tj. 1,7%). O uzależnieniu polskiego rynku LPG od dostaw ze wschodu świadczy fakt, iż import łącznie w wysokości 1,5 mln ton z Rosji, Kazachstanu, Białorusi zaspokaja ponad 83% potrzeb importowych, podczas gdy dostawy z państw UE to jedynie 15% polskiego zapo-trzebowania.

Udział wyszczególnionych na wykresie państw w imporcie wyniósł 99,7% i zmniej-szył się tylko o 0,1% co nie przyczyniło się do zwiększenia dywersyfikacji źródeł pochodze-nia tego produktu z przeznaczeniem na rynek polski. Warto zauważyć, że od naszych geo-graficznych sąsiadów, będących jednocze-śnie członkami UE, sprowadzamy blisko 10% łącznego importu LPG.

EKSPORTW roku 2011, eksport gazu płynnego wy-

niósł w 74 tys. ton (w 2010 - 60 tys. ton, co daje 23% wzrost). Największym odbiorcą gazu z Polski są Niemcy, a dostawy do tego kra-ju zajmują 48,5% całego eksportu gazu.

RYNEK LPG 2010 2011 DynamikaPochodzenie gazuProdukcja krajowa 320 290 -9,4%Import 2005 1984 -1,0%Razem 2325 2274 -2,2%Eksport 60 74 23,3%Konsumpcja LPG w Polsce 2265 2200 -2,9%

SPRZEDAŻ W POSZCZEGÓLNYCH SEKTORACH RYNKU 2010 2011 Dynamika

Sektor rynkuAutogaz 1660 1610 -3,0%Gaz w butlach 345 330 -4,3%Gaz w zbiornikach poza autogazem 260 260 0,0%

Razem 2265 2200 -2,9%

ZUŻYCIE GAZU W PODZIALE NA SEKTORY GOSPODARKI 2010 2011 Dynamika

Zużycie na potrzebyKomunalne 330 308 -6,7%Przemysłowe 135 139 3,0%Rolnicze 75 77 2,7%Autogazu 1160 1610 -3,0%Inne 65 66 1,5%Razem 2265 2200 -2,9%


RYNEK GAZU SKROPLONEGO W POLSCE W 2010 I 2011 ROKU (w tys. ton)


W stosunku do roku 2010 proporcja ta wzrosła o 6% co jest zgodne z wcześniejszymi przewi-dywaniami na temat kontaktów handlowych z Niemcami. Poza tym polskie LPG kierowane jest głównie do Czech, Słowacji, Serbii i Węgier (w sumie 82% krajowego eksportu). Ponownie odnotowano eksport drogą morską do Maroka (6 tys. ton w ciągu 11 m-cy 2011 roku).

AUTOGAZSprzedaż autogazu zmalała do 1610 tysięcy

(spadek o 3% w stosunku do 2009r.), mimo to dalej utrzymuje ponad 73% udział w ogólnej sprzedaży LPG. W sektorze autogazu odnoto-wano spadek ilości modułów do tankowania LPG – z 5900 do 5700 sztuk. Zaobserwować tu można restrukturyzację sieci polegającą na zamykaniu indywidualnych stacji (oferujących jedynie LPG) na rzecz stacji koncernowych. O ile jeszcze niedawno stacje sieciowe stano-wiły 45% ogólnej ilości punktów tankowania to pod koniec ubiegłego roku wskaźnik ten stano-wił już 60%. Ta konsolidacja wynika z realizacji polityki dużych firm podążającej za zmianą na-stawienia klientów, którzy stację paliw traktują również jako uzupełniający punkt zakupu pro-

duktów pierwszej potrzeby oraz podstawowej gastronomii.

Na początku 2011 roku wg. GUS łączna ilość pojazdów samochodowych z instalacjami LPG osiągnęła 2477 tysięcy sztuk, co oznacza to przyrost o 152 tys. sztuk.

W ciągu roku rynek autogazu, a w tym rynek instalacji LPG, różnie reagował na doniesienia medialne o planowanych zmianach obciążeń finansowych oraz planowanym wzroście cen paliw.

Początek jesieni przyniósł uspokojenie na-strojów z tym związanych w wyniku ogłosze-nia sceptycznego stanowiska polskiego rządu wobec propozycji unijnych. Warto zauważyć, że statystyczna stacja autogazu sprzedaje rocznie ponad 282 ton tego produktu co daje około 1377 litrów dziennie przy założeniu cią-głej sprzedaży. Średnioroczne zużycie autoga-zu przez jeden pojazd wynosi około 652kg co oznacza zużycie na poziomie 97 l/mies. W po-równaniu do roku 2010 notuje się więc spadek o 9 l/mies. – tj. o 8,5%. Taka sytuacja jest spo-wodowana stopniową wymianą samochodów na te o niższym spalaniu oraz wzrostem ceny produktu.

W 2011 roku znacznie zmieniło się nastawie-nie klientów co do poszczególnych rodzajów paliwa. Wyższa cena detaliczna oleju napę-dowego w stosunku do cen benzyny spowo-dowała, że klienci zaczęli kupować więcej aut benzynowych. Według danych Instytutu Samar w 2010 roku 43% nowych aut jeździło na oleju napędowym, a w 2011 roku odsetek ten wynosił już 38,2%. Nie przewiduje się żeby możliwy był powrót do sytuacji kiedy benzyna była tańsza od oleju napędowego. Dla ryn-ku autogazu jest to szansa na rozwój z uwagi na techniczne możliwości instalacji autogazu w pojazdach benzynowych.

Należy podkreślić, że polski rynek LPG pozo-staje nadal wśród liderów europejskich w tym sektorze, tak pod względem wielkości sprzeda-ży, jak i ilości samochodów. Co piąty kilogram sprzedanego autogazu oraz co czwarty sa-mochód z instalacją LPG to dane pokazujące nasze miejsce w całej Europie. Jeśli weźmie-my pod uwagę tylko kraje Unii Europejskiej to Polska jest niekwestionowanym liderem w tym segmencie.

źródło: Roczny Raport POGP

Sprzedaż autogazu w Polsce (w tys. ton) Ilość stacji autogazu w Polsce (w sztukach) Liczba samochodów zasilanych autogazem w Polsce (w tys. szt.)

1705 60502170

2009 2009 2009

1660 5900 2325

2010 2010 2010

1610 5700

2477

2011 2011 2011

Транспортные средства составляют около 28% от общих потреб-ностей Соединенных штатов в энергоносителях, практически все они основаны на применении нефтепродуктов. Потребление энергии одними только американскими автомобилями сравнимо с общим потреблением энергии странами Латинской Америки. В ближай-шие декады ожидается разрастание глобального рынка транспорт-ных средств, поскольку миллионы потребителей в развивающихся странах получают возможность приобрести свой первый автомобиль. Согласно прогнозам консультативной Кембриджской ассоциация исследований в области энергетики (CERA), на протяжении следу-ющего десятилетия объем продаж автомобилей в Китае удвоится и в 2020 г. возрастет до 30 миллионов единиц.

На сегодняшний день в сфере транспорта газ применяется в огра-ниченных масштабах. Продвигаемые субсидиями, транспортные средства, приводимые в движение сжатым природным газом, заняли свою нишу во многих городах мира. Девять десятых автомобилей так-си в Буэнос-Айресе и большинство автобусов Сингапура работают на сжатом газе. При этом удельная энергоемкость сжатого газа и не-достаточно развитая заправочная инфраструктура ограничивают его применение в дальних перевозках и сельской местности.

Несмотря на то, что газ признан конкурентоспособным автомо-бильным топливом, более многообещающим вариантом его при-менения является получение электрической энергии для электромо-билей нового поколения.

В соответствии с данными Международного агентства по энергетике, объемы продаж различных типов аккумуляторных автомобилей в 2020 г. на территории США достигнут показателя в 45%, с увеличением до 60% в 2030 г. Специалисты CERA предполагают, что по наиболее благоприят-ным прогнозам доля электромобилей до этого года составит 14% всего автомобильного парка.

Экологические преимущества применения электромобилей будут зависеть от источника их энергоснабжения. Выбросы при полном цикле производства электрического энергоресурса на угольной основе срав-нимы с выбросами парниковых газов при сгорании нефтепродуктов. Ядерной энергетике свойственны меньшие объемы выбросов, но на-ращивание масштабов производства ядерной энергии нежелательно, в свете последних событий на электростанции Фукусима.

Единственным вариантом остается газ. Имеющийся в достаточном количестве и характеризующийся большей чистотой по сравнению с каменным углем, он, по всей видимости, занимает на рынке доста-точно выгодное положение для обеспечения энергией парка электро-мобилей при содействии возобновляемых энергоресурсов. Глава CERA

Дэниэл Йергин в своей книге «Поиск» (The Quest), опубликованной в про-шлом году, написал следующее: «Фактически природный газ станет то-пливом для двигателя, но опосредованным, использованным для увели-чения производства электрической энергии, которая будет сохранена в аккумуляторе электромобиля».

Наиболее эффективным применением природного газа является масштабное производство электрической энергии. Группа, лоббирую-щая в США применение электромобилей, Коалиция электрификации (Electrification Coalition), подсчитала, что сжигание газа на ТЭС с после-дующим заряжанием аккумулятора автомобиля позволяет вдвое увели-чить пробег по сравнению с непосредственной заправкой газом транс-портного средства.

Если не учитывать стремительного развития возобновляемых источни-ков энергии, газ, по всей видимости, в следующие десятилетия отберет лидерство у бензинового транспорта.

источник: Анатолий Курманаев, Interfax Ltd. (interfaxenergy.com)

Бензиновые двигатели внутреннего сгорания доминировали в автомобильной промышленности с момента производства автомобиля Model T компании Ford, которая повлияла на весь

современный мир. При этом такое доминирование более не является стабильным. Автомобили нового поколения приводятся в движение не только двигателями внутреннего сгорания, что дает основу для проникновения газа на новый глобальный рынок.

Применение газа и его электрическое будущее

No decision has been made for a fourth LNG regasification terminal in Brazil, because of the difficulty of gauging domestic supply and de-mand, a Petrobras executive told.

“A fourth LNG terminal is under review, but it’s still too early to define a date and specifications. There’s no specific supply project linked to a spe-cific demand project in Brazil’s gas market. Gas from certain fields is not earmarked for certain areas of demand. New gas supply projects are implemented in line with overall demand.” – said Antonio Eduardo Monteiro de Castro, Petrobras’ executive manager of gas marketing.

LNG imports will constitute up to 30% of Brazil’s total supply by 2014, said Aziz Bamik, business development director at French marine engi-neering company GTT. “Brazil currently receives around 20% (21 million cubic metres per day [MMcm/d]) of its supply via LNG, but demand from gas-to-power plants, fertilisers and other industry will see that double to 42 MMcm/d by 2014, or 30% of total supply.”

The expansion of the 14 MMcm/d Guanabara terminal to 20 MMcm/d by 2014, as well as the construction of the 14 MMcm/d Bahia terminal, will drive this increase, Bamik said. Brazil received 12 LNG cargoes in 2011, down from 40 in 2010, because LNG charter rates increased from $20,000/day in 2009 to over $130,000/day in 2012.

However, huge demand growth may not become a reality, warned Monteiro de Cas-tro. “Much [of Brazil’s overall consumption] also depends on the evolution of gas-to-power de-mand. Our levels of production are also uncer-tain, because new discoveries may change these figures. New LNG terminals may be recon-sidered in 2020.”

Marcelo Prado, a Latin America marketing director from GE Energy, agreed forecasting in Brazil was difficult, with gas-to-power projects likely to meet periods of high power domestic de-mand, rather than baseload generation. “Gas will account for 26% of power projects during the next 10 years, with 45% of this new capacity to be added in Latin America. In Brazil, hydropower will remain the dominant source of generation, with gas being used for peakload generation.”

“We haven’t yet seen the effect of wind pow-er on Brazil’s system,” said Monteiro de Castro, referring to the so-called ‘A-3’ auction of August 2011, which addressed likely power demand in the country in 2014. The auctions are now touted as a competition between wind and gas proj-ects, with much of the focus on how far Brazil’s wind industry can lower generation costs and diversify the country’s hydro-dominated system.

Brazil’s total installed gas-fired power plant capacity is 10.6 gigawatts from 85 power plants. Gas only constitutes a small portion of Brazil’s to-tal energy consumption. Thee country relies on imports, primarily via pipeline from Bolivia. Petro-bras said last year it could not guarantee supplies for the country’s gas-fired plants, and gas was consequently excluded from the so-called ‘A-5’ power tender held in December 2011.

“The problem [with these statistics] is in the short-term, Brazil’s gas supplies cannot be guar-anteed,” Prado said, referring to the uncertainty of associated gas production from Brazil’s two pre-salt basins.

Claudio Steuer, a consultant at SyEnergy, said that marine CNG could be used to complement offshore production, rather than flaring the gas. “You could have shuttles of marine CNG from fields that don’t warrant pipelines or floating LNG technology. It’s one way of increasing production,

while decreasing costs. Right now, power gen-erators are paying up to $20 per million Btu for liquids, so there’s definitely a market for marine CNG, which is dedicated to a buyer’s needs. They could even be used to supply Argentina, which lies around 2,000 km from the pre-salt ba-sins, and is currently relying on expensive LNG im-ports.” - Steur added.

Despite its own supply uncertainty, Marcio De-mori, the Petrobras LNG trading manager, said there was an opportunity for Brazil to become the hub of Latin America’s gas market. “There’s a lack of pipeline interconnection, coopera-tion and coordination between Latin American countries, with an issue of linking up its main re-sources – Bolivia, Peru and Venezuela – with its main markets – Argentina, Brazil and Chile. We [Brazil] could be the link between South America, the Caribbean and Central America. Through the pipeline to Bolivia, we are also connected to Argentina and Uruguay. Argentine LNG supplies also pass right by our coast, and they, along with Chile, have variable demand. You can reach Ar-gentina in less than five days from Guanabara.

The expansion of regasification terminals in the Caribbean, such as Aruba and the Dominican Republic, means that Brazil can complement this region according to demand fluctuations

"However, there are complications. The Bahia Blanca terminal cannot receive LNG from Nige-ria and Peru, due to restrictions on the gas’ com-position. At Puerto Escobar [in Argentina], they can receive supplies from Nigeria, but not from Peru.” said Demori.

Brazil has received 57 LNG cargoes imported since 2008, from very diverse sources, such as Trin-idad, Qatar, and Nigeria. It obtained a re-export licence for cargoes and Petrobras re-exported its first cargo from Brazil to Argentina, which high-lights these opportunities.

In Rio took place Gas Forum, where speakers from the most important gas companies were discussing on situa-tion of LNG market in Brazil. Speakers at the conference agreed commercialising Brazilian gas was challenging, and one consultant suggested gas from Brazil’s pre-salt deposits could be delivered to shore using marine CNG.


source: Chris Noon, Interfax Ltd.

(interfaxenergy.com)

Uncertain supply outlook prevents Brazilian LNG terminal decisions

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P O J A Z D Y L P G / L P G C A R S

Samochód dostępny jest w bardzo atrak-cyjnej cenie – już od 28 990 zł i oferowany w czterech wersjach wyposażenia: Easy, Ac-tive, Ambition i Elegance, a także w dwóch wersjach nadwozia: 3- oraz 5-drzwiowej.

Dużą rolę przy projektowaniu samochodu odgrywały kwestie związane z bezpieczeń-stwem. Bez względu na wersję, Citigo stan-dardowo wyposażony jest w ESP, czołowe poduszki powietrzne kierowcy i pasażera oraz poduszki boczne z funkcją ochrony gło-wy. Dzięki dobrze zaprojektowanej konstruk-cji oraz elementom wyposażenia, samochód osiągnął bardzo dobre wyniki w testach zde-rzeniowych EURO NCAP, uzyskując najwyższą ocenę 5 gwiazdek.

Citigo przypadnie do gustu wszystkim, którzy cenią sobie ekologię. Dzięki nowym, trzycylindrowym silnikom benzynowym o po-jemności 1.0 l udało się osiągnąć spalanie w cyklu mieszanym na poziomie 4,5 l w przy-padku silnika o mocy 44kW oraz 4,7 l dla silni-ka o mocy 55kW. Jest to szczególnie istotne dla tych, którzy będą wykorzystywać samo-chód głównie do jazdy po mieście.

Citigo to pierwszy 3-drzwiowy samochód w gamie ŠKODY. Aby dodatkowo podkreślić jego atrakcyjność i przekonać kierowców do wersji z 3-drzwiowym nadwoziem, przygo-towana została oferta specjalna, na którą składa się Pakiet serwisowy ŠKODA Life Plus na 4 lata lub do 60 000 km w wyposażeniu standardowym, Climatic - klimatyzacja ma-nualna dla wersji Active w promocyjnej ce-nie 1999 zł oraz dedykowana instalacja LPG Landi Renzo dla silnika 1.0 MPI/44kW w cenie 2500 zł.

Systemy gazoweNowe samochody marki ŠKODA objęte

są 2-letnią gwarancją mechaniczną, która utrzymuje się po zakupie i montażu dedyko-wanej niezawodnej instalacji LPG Landi Ren-zo u Autoryzowanego Partnera Serwisowego ŠKODA Auto.

Instalacja OMEGAS firmy Landi Renzo jest przeznaczona jest do każdego 3, 4, 5, 6 i 8 cylindrowego silnika z wielopunktowym wtry-skiem paliwa, niezależnie od zastosowanego w nim typu sterownika paliwowego, sondy

Citigo – samochód, którym ŠKODA debiutuje w segmencie małych aut miejskich pod wieloma względami wyróżnia się na tle konkurencji. Nowy mo-del ŠKODY oferuje największą w segmencie pojemność bagażnika wynoszą-cą 251 l (bez koła zapasowego), dzięki której zdecydowanie zwiększa się jego funkcjonalność – Citigo doskonale sprawdzi się nie tylko jako auto miejskie.

lub sond lambda. Innowacyjny wielopunktowy system wtrysku sekwencyjnego OMEGAS umoż-liwia przejście z zasilania benzynowego na zasi-lanie LPG w fazie lotnej. Komputer ECU gazu, określając aktualny czas wtrysku, opiera się na dostosowanych podczas działania na gaz cza-sach wtrysku benzyny. Praca systemu OMEGAS nadzorowana jest przez specjalny komputer sterujący, wyposażony w funkcje auto-ada-ptacji i auto-diagnozy. Komputer gazu płynnie wylicza odpowiednią ilość gazu konieczną do uzyskania takiej samej ilości energii jaką silnik uzyskał by ze spalenia benzyny. Bazując na czasach otwarcia wtryskiwaczy benzynowych, temperaturze i ciśnieniu LPG, podciśnieniu w kolektorze ssącym oraz obrotach silnika – sterownik Omegas wysyła informacje do wtryskiwaczy gazowych zabudowanych na li-stwie, sterując czasami ich otwarcia. Przejście z benzyny na gaz następuje automatycznie i jest realizowane w oparciu o szereg parame-trów, które, oprócz czasów wtrysku benzyny, są pozyskiwane przez komputer ECU gazu: ciśnienie gazu na listwie, temperatura gazu, temperatura wody w silniku, obroty silnika. Zmniejszanie się poziomu gazu w zbiorniku, w miarę ubywania go, sygnalizowane jest ga-snącymi diodami na przełączniku.

Całkowity brak gazu sygnalizowany dźwię-kiem alarmowym poprzedzony jest automa-tycznym przełączeniem na zasilanie benzyno-we.

źródło: ŠKODA


It's not only vehicle drivers who suffer from the steeply rising prices of petrol and diesel fuel, but also boat captains. If one would walk with eyes wide open through the domestic marinas, they would recognise the distress of the water sports enthusiasts at the latest at second glance: Because the fuel had become so expensive, many once proud yachts were transformed into „floating summer homes“, which haven't seen the next river turn, not to mention the open sea, for a long time. At least in certain cases, as-sistance could come from converting the yachts to run on LPG. The liquefied petroleum gas supplier Progas had become a pioneering force in this field, creating numerous pet-rol stations at the shores of the North Sea and the Baltic Sea, as well as at the Bodensee (or Lake Constance). It is already possible to take a LPG-powered boat from Lübeck all the way to Świnoujście.

„The sales figures“, says Christian Osthof, head of marketing of the German liquefied petroleum gas supplier Progas, „are still within confined limits, because many captains have a certain fear of converting to LPG.“ But thanks to modern components and equip-ment this is no longer a thing of magic. Even if many engine manufacturers still do not approve of operating their equipment on LPG, the reasons for this are related to lack of knowledge rather than technical limitations.

It's only the conversion which requires the experienced hands of a specialist, because the technology of boat engines differs substantially from that used for vehicles. The cool-ing water, which heats the evaporator of a conventional gas system, and which trans-forms the liquefied gas into a gaseous aggregate-usable state, comes in case of boats usually from the water in which the boat is running, and it is precisely this present warmth which is not sufficient to properly heat up the gas. That is why many conversion specialists install appropriate heating or just go straight to systems injecting the liquefied gas, just like

1,2: The conversion company MIZU operates two gas

stations at the Bodensee (Lake Constance), one in Gaien-

hofen... and another one in Konstanz.

NeustadtCaptains may also buy LPG for their Baltic voyage

at the Ancona Marina Neustadt.

3: In Kröslin close to Peenemünde, the local marina also

offers LPG for boats.

czas na gaz 2012 no.5232 cont. on page 34 >>>

the company Mizu from the Saarland region of Germany. Company boss Michael Zupritt and his team were already able to gather positive experiences from operating boats with gas. Professional conversion specialists also include in the package, just like for vehicles, a warranty covering damage to the engine caused by the gas.

A second reason which discourages many owners from converting to boat gas, as LPG may also be referred to in case it is used to power boats and yachts, is the alleged risk of an explosion, which may occur when the liq-uefied gas collects in the bilge. Markus Wolf of the Bavaria yacht insurance company in Mu-nich, Germany, does not share this apprehen-sion at all: „Flammable petrol vapours in the engine compartment, and hydrogen created through electrolysis in damaged or incorrectly maintained batteries, which may escape with-out any control, are the most common rea-sons of explosions in boats. On the other hand, the risk in case of liquefied gas is rather close to zero, because in contrast to batteries, the gas systems are not only cared for much more closely, but are also subject to strict statutory in-spections.“ After all, he should know, because

Bavaria is one of the largest brokers of yachts and aircraft in Germany. Markus Wolf, who had actually installed an LPG system in his own plane, and who for years has been a propo-nent of this technology, goes even a step fur-ther: „Bavaria gives special discounts for alter-native engine owners. For me, LPG is one of such alternative fuels. Our society does not see insuring boats with LPG-powered engines as a problem.“

Christian Osthof also dreams of more boat and yacht captains mooring their vessels at Progas stations on the shores of the North and Baltic seas and in Berlin. At the same time, more and more professional captains turn to this alternative fuel. The water skiing school at the Europapark in Rust in Germany achieves great annual savings on fuel thanks to LPG; a boat of the German Lifeguard Association, DLRG, in Berlin, was converted, and now runs inexpensively and environmentally friendly on LPG. Oyster fishers in Brittany, in France, only make rounds of their sensitive oyster beds us-ing boats running on gas, because any petrol or diesel fuel which might leak out would com-pletely ruin an entire harvest, and even many captains in Venice opt to switch to LPG instead

of using expensive petrol. An LPG distribution station in the lagoon city, directly on the shore, makes this possible. The Italian gas system man-ufacturer Lovato had already developed spe-cially ready sets for Portugal, and in the United States already the first diesel fuel ships are be-ing converted to run on LPG and diesel (a dual fuel setup).

Anyone who would like to take a tour of the Baltic sea using a boat converted to run on LPG this summer will find a sufficient number of gas stations along the shore from Lübeck all the way to Świnoujście in Poland. It is recommend-ed for interested captains to find out ahead of time on-line about the possibility of a conver-sion to LPG, or that they get such information from a qualified specialist at a workshop. It is doubtful that one will always get the right in-formation from the engine manufacturer or at one's own workshop. However, remember; The persistent, who don't throw in the towel (into the water) too easily will be able to save thanks to LPG when on the water, as is already being done by more than half a million vehicle drivers on German roads.

Wolfgang Kröger

<<< cont. from page 32 T E K S T S P O N S O R O W A N Y / S P O N S O R E D T E X T

Gas transportation fuel provider Clean Energy Fuels has unveiled the first phase of a plan to build 150 LNG truck fuelling stations on major truck-ing routes across the US. The company expects to open in 70 LNG locations across 33 states this year. All 150 stations are scheduled for completion by 2013, many at existing Pilot-Flying J truck stops, and will serve major highways linking California to Nevada and Texas, Houston to Chicago and Atlanta, and within the US Midwest.

Greater gas consumption in the transportation sector could emerge as a long-term driver of North American gas demand and absorb some of the surplus production that is squeezing storage capacity and depressing prices. “We see lots of long-term potential for gas in the transportation sector” said Wood Mackenzie analyst Marc Fernandes.

This has attracted attention from companies such as Chesapeake, the second largest US gas producer after ExxonMobil, which committed $150 mil-lion to Clean Energy Fuels’ LNG fuelling station project in July 2011.The project received an additional $150 million in August 2011 from a trio of Asia-based funds, including Singapore’s sovereign wealth fund Temasek. A third $150 mil-lion infusion came in late December, from Chesapeake, two of the same Asia-based funds, and US energy investors T Boone Pickens and Trevor Rees-Jones.

Royal Dutch Shell is also pursuing a plan to develop LNG truck fuelling in-frastructure in North America. The company announced plans in September 2011 to make LNG available in 2012 to trucks at Shell Flying J truck stops in Alberta, Canada. Shell will procure the LNG through third-party supply agree-ments while it seeks engineering and regulatory approval to produce the fuel at its Jumping Pound gas processing facility in Alberta by 2013.

Proponents of gas as a transportation fuel cite lower emissions compared to petroleum products and lower costs, particularly in North America, as clear advantages. Investment bank Raymond James has estimated the cost of gas feedstock, not including incentives, at roughly 40% less than that

of gasoline. With gas production booming in North America, developing the gas-fuelled share of the transport sector also appeals to arguments that re-duced reliance on other countries for auto fuel will enhance US energy se-curity.

But factors such as restricted range, higher up-front costs, and a lack of refuelling infrastructure have impeded market penetration of natural gas vehicles and look likely to remain obstacles in the near term. “Market pen-etration will be limited in the short term by the high cost of infrastructure” – Fernandes said.

Firms may be wary of committing funds to infrastructure or vehicle de-velopment without strong indications that a market will exist to allow them to recoup investments. “For now, there is a chicken-and-egg problem be-tween demand and infrastructure” – said Fernandes.

Questions remain as to who funds development, and how gains are shared among vehicle manufacturers, station owners, and vehicle owners, he said.

And the US government has yet to firmly commit to supporting NGV fleet and infrastructure development. Legislation introduced in Congress last year, the New Alternative Transportation to Give America Solutions (NATGAS) Act of 2011, sought tax credits for NGV vehicles and infrastructure and required federal funding for efforts to improve NGV technologies. However, the House of Representatives’ last action on the legislation took place in April 2011, and it is unclear whether it will be taken up again.

“Stronger government incentives would shorten payback periods for in-vestment in both LNG vehicles and refueling infrastructure. A strong govern-ment commitment could give a psychological boost to the idea of LNG as a trucking fuel, and tip some companies that otherwise would be on the fence about making an investment like this.” – Fernandes said.

Wood Mackenzie expects demand from CNG vehicles to gain market share more quickly than LNG-fuelled long-haul trucking. “In the short term, NGV demand is likely to mostly be CNG, since developing that infrastructure is easier, but post-2020 we see more upside from LNG, since it can be used in long-haul trucking.” – Fernandes said.

The consultancy expects about 300 million cubic feet (8.5 million m3

[MMcm]) per day of demand for CNG and 4.25 MMcm/d for LNG within five years. Their combined impact would consume less than 1% of the US’ January-October 2011 gas production, which averaged more than 1.84 bil-lion cubic meters per day.

source: Conway Irwin, Interfax Ltd. (interfaxenergy.com)

A push for greater use of gas as a transportation fuel could boost demand and help rebalance an over-supplied United States market, but logistical obstacles are likely to delay any meaningful impact on consump-tion and prices.


T R A N S P O R T / T R A N S P O R T A T I O N

SEQUENTIAL GAS INJECTION SYSTEMOSCAR – N MINI SAS Simplified, user friendly software with mod-

ern autocalibration and self-adaptive sys-tem algorithms (S.A.S.) makes setting up pro-cess a very easy task.

Very small and compact ECU case made of com-posite material is water resistant. It is able to work un-der high temperatures in engine compartment. It is one of the smallest 4 cylinders ECUs on the World gas market.

Modern PCB construction and anti-supertensions protection build into device ensure very high reliabil-ity and long lasting performance of the ECU.

MODERN GAS SYSTEMS

EUROPEGAS SP. Z O.O. 5 Przemyslowa str. Ksiezyno, 16-001 Kleosin (near Białystok), Polandtel.: +48 85 743 01 13, fax: +48 85 743 01 [email protected]

We invite You to cooperationPlease visit our website: WWW.EUROPEGAS.PL

EUROPEGAS POLAND IS AN EXCLUSIVE DISTRIBUTOR OF EXCELLENT INJECTORS TYPE EG2000

LPG/CNG injectors type EG2000 are solenoid valve-shaped fuel injectors which ensures optimal fuel dosing in ev-ery single moment of engine work.

High quality realization of each injector and 1,9 Ohm coil resistance guaran-tees that gas is being dosed with the highest efficiency, speed and preci-sion.

Thanks to built-in filters and innovative solutions used for construction these in-jectors are several times more durable than other valve type injectors.

SEQUENTIAL GAS INJECTION SYSTEMOSCAR – N OBD CAN SAS Has all functionalities of OSCAR-N MINI and extra

features eg: on-board datalogger; fuel pump dis-connection circuit; built-in OBD parameter reader compatible with most of OBDII (ISO9141, ISO14230) and all type of CAN BUS protocols.

Original hermetic AMP/TYCO 55 pin waterproof con-nector, compact size aluminium case containing ECU version 4, 6 or 8 cylinders.

It is possible to choose from 2 type of emulators re-sistance from the level of software: 75 Ω and 100 Ω (*premium version of PCB for customers request).

SEQUENTIAL GAS INJECTION SYSTEMOSCAR – N DIESEL SAS It is possible to save up to 25% fuel cost per tank and

to improve the torque up to 30%. Completely non-intrusive to original diesel fuelling

system. Can be installed in all type of diesel engines (including latest Common Rail System).

Very easy and intuitive software user interface with pre-defined injection maps. Possibility of fine tuning all the parameters through Internet by our Technical Department makes setting up of the system as simple as never before.

EUROPEGAS E.E. Πρωτόπαππα 63Ηλιούπολη 16342 * τηλ: +30 210 99 35 444κινιτό: +30 6988 23 [email protected]

Country LPG1L

CNG[Euro/ 1Nm³]

Euro-super 98 1L

Euro-super 95 1L

Diesel1L

Austria € 0.840 € 1.081 € 1.650 € 1.481 € 1.380 Belgium € 0.732 € 0.922 € 1.820 € 1.736 € 1.535 Bulgaria € 0.660 € 0.731 € 1.450 € 1.343 € 1.338 Cyprus no data - - € 1.368 € 1.365 Czech Republic € 0.737 € 0.695 € 1.520 € 1.512 € 1.480 Denmark € 1.252 - € 1.900 € 1.792 € 1.622 Estonia € 0.790 € 0.891 € 1.410 € 1.339 € 1.306 Finland unavail. € 1.291 € 1.760 € 1.693 € 1.533 France € 0.970 € 1.212 € 1.710 € 1.755 € 1.560 Germany € 0.820 € 1.050 € 1.750 € 1.682 € 1.511 Greece € 0.910 € 0.994 € 2.020 € 1.811 € 1.571 Hungary € 0.861 - - € 1.585 € 1.568 Ireland € 0.990 € 0.932 € 1.700 [Pb 97] € 1.676 € 1.588 Italy € 0.890 € 0.952 € 1.970 € 1.898 € 1.767 Latvia € 0.613 € 0.814 € 1.550 € 1.438 € 1.346 Lithuania € 0.707 € 0.911 € 1.470 € 1.450 € 1.346 Luxembourg € 0.679 € 0.841 € 1.490 € 1.410 € 1.277 Netherlands € 0.879 € 0.932 € 1.940 € 1.833 € 1.490 Poland € 0.668 € 0.736 € 1.430 € 1.400 € 1.366 Portugal € 0.869 € 0.905 € 1.800 € 1.765 € 1.522 Romania € 0.708 € 0.646 € 1.350 € 1.311 € 1.315 Slovakia € 0.725 € 1.012 - € 1.598 € 1.470 Slovenia € 0.844 € 0.971 € 1.550 € 1.536 € 1.344 Spain € 0.620 € 0.991 € 1.620 € 1.441 € 1.365 Sweden € 0.640 € 1.433 € 1.790 € 1.689 € 1.674 United Kingdom € 1.043 € 1.142 € 1.830 € 1.736 € 1.803

Prices are effective May 02. 2012, sources: www.energy.eu, www.pzmtravel.com.pl, ec.europa.eu, private info

2,86

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2,83

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Średnia detaliczna cena LPG w Polsce - 2012.04.25 wnp.pl

Miasto/ City LPG MIN LPG MAXPLN EURO PLN EURO

Białystok 2,72 0,66 2,92 0,71Bydgoszcz 2,77 0,67 2,91 0,70Gdańsk 2,79 0,67 2,89 0,70Katowice 2,68 0,65 2,92 0,71Kielce 2,69 0,65 2,76 0,67Kraków 2,71 0,65 2,99 0,72Łódź 2,71 0,65 2,89 0,70Lublin 2,67 0,64 2,92 0,71Olsztyn 2,73 0,66 2,89 0,70Opole 2,78 0,67 2,82 0,68Poznań 2,78 0,67 2,99 0,72Rzeszów 2,72 0,66 2,94 0,71Szczecin 2,82 0,68 2,94 0,71Warszawa 2,75 0,66 2,89 0,70Wrocław 2,69 0,65 2,98 0,72Zielona Góra 2,75 0,66 2,94 0,71 d

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Argus Autogas 201213-14 June, Frankfurt, Germany

This conference will focus

on European and global

supply and demand trends,

the role of government and

vehicle manufacturers and

the future for autogas.

www.argusmedia.com

www.argusmedia.com/autogas-2012

C E N Y P A L I W / F U E L P R I C E S

Producenci, dystrybutorzyzespołów i elementów pojazdówczęści i akcesoriów samochodowychelektroniki motoryzacyjnejnarzędzipneumatykiogumieniamateriałów eksploatacyjnychchemii i kosmetyki samochodowej.

Wyposażenie:warsztatów, stacji kontroli pojazdów, serwisów wulkanizacyjnych,blacharni i lakierni, stacji diagnostycznych.

jedyne spotkanie branzy we wschodniej Polsce

techniki i technologie motoryzacyjne

do 30.06.2012tańsze powierzchnie

Koordynator Targów: Grzegorz Kaczmarskitel. +48 81 532 44 62

e-mail: [email protected]. Dworcowa, Lublin

"Czas na gaz!"-Time For Gas magazine, No 52/2012

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Transcript of "Czas na gaz!"-Time For Gas magazine, No 52/2012