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  • #76
    Kamaz May 21, 2021 - Russia: Kamaz & Tatneft join forces to develop LNG station network

    The project is planned to be implemented at Tatneft’s existing retail and distribution network facilities located on the busy sections of the federal highways M-5, M-7 and M-10. Three LNG refueling stations open this year, and 11 more are planned to be opened in 2022.

    The leader of the Russian truck industry, Kamaz, has successfully mastered the production of vehicles using LNG, and in the near future plans to mass-produce modern long-haul tractors of the K5 generation using LNG.

    http://www.ngvjournal.com/s1-news/c4...rce=acumbamail

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    • #77
      IVECO Press Release 8 July 2021 - Three IVECO S-WAY natural gas trucks to run on Shell Bio-LNG for a year

      Energy company Shell is supplying Bio-LNG to Supermarket cooperative EDEKA Minden-Hannover and two other customers in a one-year trial run in Germany, which it views as an important step towards further expansion of its Bio-LNG plants for long-haulage. EDEKA Minden-Hannover has dedicated three of the 40 IVECO S-WAY LNG trucks in its fleet to the pilot project.

      The Bio-LNG used by Shell is produced from agricultural waste. A Nordsol Bio-LNG plant is scheduled to begin production as soon as this summer. Shell has submitted an application in Cologne for a 100,000 tonne plant for the production of Bio-LNG at the Energy and Chemicals Park Rheinland, and hope to break ground this autumn, allowing Shell to supply its stations in Germany with Bio-LNG as early as 2023.

      The IVECO S-WAY natural gas in EDEKA Minden-Hannover’s fleet are equipped with Cursor 13 natural gas engines. The two large 54 litre tanks of a 460-hp 4x2, IVECO natural gas truck can hold at least 390 kg of Bio-LNG, providing a range of up to 1,600 kilometres without refuelling. Compared to a diesel truck, they emit considerably less nitrogen oxide and particulate matter emissions, and the CO2 is up to 95 percent lower. This means unrestricted access to low emission zones in city centres, now and in the future.

      https://www.iveco.com/en-us/press-ro...or-a-year.aspx

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      • #78
        Lydia Woellwarth for LNG Industry 4 August 2021 - New LNG fueling station for Socogas in the Parma region Italy

        SGIG, leading Italian EPC and service company for gas stations, has teamed up with Dutch LNG technology specialists LIQAL to install a new LNG fueling station. The station will serve LNG vehicles on the busy route between Milan and Bologna.

        Italy was an early LNG adopter in Europe and has one of the biggest net-works of 100 LNG fuel stations throughout the country, with projections to grow to 200 stations over the next two years.

        A 60 m3 LNG storage tank that provides fuel to two LNG dispensers and a twin hose CNG dispenser is expected to supply a yearly throughput of more than 2000 t of LNG. The LIQAL system allows efficient operation and fast and consistent fuel supply to the vehicles.

        With more than 3000 registered LNG vehicles, Italy has embraced the clear environmental benefits of LNG, and the government offers levies to support the transition away from diesel and other polluting transport fuels.

        LNG continues to play a significant role in meeting Italy’s and the world’s need for reliable, low-emission, and low-cost transportation fuel.

        https://www.lngindustry.com/small-sc...ling-facility/

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        • #79
          "Our customers aren’t waiting for technological breakthroughs to reduce carbon emissions," Westport Fuel Systems - Jim Arthurs NGVAmerica Summit 25 Aug 2021

          Highlights from powerpoint:

          Our products are available NOW, affordable NOW and reducing greenhouse gas emissions NOW

          In use by UPS, FedEx, WasteManagement, FritoLay, Kroger, Anheuser-Busch, . . .

          LNG Stations: China 6500, Europe 404, US 144 | CNG Stations: Europe 4003, US 1680

          Fuel cost savings 30-50% over diesel

          Natural Gas trucks offered by Volvo, Scania, MAN, Iveco

          https://s26.q4cdn.com/361830528/file...ugust-25th.pdf

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          • #80
            NGVAmerica Summit in Phoenix AZ 25 Aug 2021
            Remarks by Chairman Jim Arthurs (excerpt transcribed from podcast)

            Investor groups all think that EVs are the answer. Really, unfortunately, that's not the case. If you look at the state of trucks today - heavy duty electric trucks - these are the choices that you have. You can see that there is a little problem with the range in that you can't really drive one of those for a day. So how really effective is it for an over-the-highway truck. And the price is three times what a diesel truck would cost.

            Personally, I believe, that the truck OEM's are going to solve some of these problems. We will have trucks that go twice as far. And the battery density will be twice as high. And we will start to have real products. Today, we don't, I think everybody really acknowledges that.

            But, so just for interest, I said what does an all-electric truck future look like. So, if you take Volvo as an example - the greenest of the truck OEM's right now at ACT-EXPO. They think 35% of their trucks will be electric by 2030 and 100% by 2040.

            So, I'd like to kind of map that out and say, let's assume that actually does happen. Then, what happens to the heavy duty truck fleet? What happens is you have this growth in electric and a decline in diesel and by 2046 the diesel trucks are out of the fleet. And, your GHG reduction really follows the growth in the electric trucks until you achieve zero-carbon trucking by 2046. So, interesting, let's just do that.

            Well, what do you need to do that? A 160 giga watt hour of battery production. Tesla GigaFactory which is, famously, the biggest plant in the world, well - you would need eight of those. 230 gigawatts of electricity - it's not the generation, it's the transmission, battery storage, and the charging. That's around 20% of the current U.S. capacity. You have to add 20% to everything - including battery storage - because the sun doesn't shine at night.

            You are going to need new supplies of copper, lithium, cobalt. I'm going to go on to give you an interesting statistic here. A Tesla battery weighs about 1000 pounds. To make that, they have lithium, cobalt, nickel, graphite. To get that thousand pounds of highly processed metal, you need to process 90,000 pounds of ore. And to get that 90,000 pounds of ore, you have to move a half a million pounds of earth. So, it's a half a million pounds of rocks getting dragged around to make one battery for a car. Truck batteries are 5, 7, 8 times larger. So imagine the effect, the amount of mining you need to do.

            We need huge investments, obviously. As for experience, we really haven't run electric trucks much at all. You know, the Daimler fleet has reached a million miles which was recently announced. We do almost a million miles with natural gas trucks a day, today. But we don't have experience with (EV) operations and maintenance as to how long these trucks actually last before the batteries need to be replaced.

            What about fire safety? You know, we hear about Tesla's catching on fire. Well, what's going to happen with a truck when the battery is six times larger, carrying a load of dangerous materials and there's a fire? We don't have any experience with that yet. So, there's lots to be done.

            So, lastly, I'll say this is expensive. And, while it is easy for politicians to do this, when it comes time to approving the bill, it's hard to get this done. And we've seen, just today, this past couple of weeks, there's this one senator who is getting in the way of cleaning up the electric grid. He's from a coal producing state so it's understandable. But all it takes is one legislator to stand in the way. So, this is going to be a real challenge. This is going to take some gutsy calls.

            . . .

            Bio-methane. Really, really important. If you look at - this is global GHG emissions - and so there's road transportation at about 12%. So it's higher than that in the U.S. - that's because we have more vehicles. But globally, it's about 12%. So, yes, it's a big part of the emissions reduction, and it's a good target.

            But if you also look at the sources of GHGs that are methane: manure rotting in the field, waste water. Even things like fugitive emissions from pipelines and so on. Collectively they add up to about 18% of GHG emissions. So, it is critical to capture these sources of methane. And when you do that, using that to power transportation that's hard to electrify, that's a really good way to make a big impact on decarbonization.

            So, reducing methane is huge. This is really, really important. And, what we've said at NGVAmerica, is that 53% of the natural gas is renewable across the U.S. and across California it's 92%. And, in fact, in California it's now over 100% - we are actually negative carbon in California. Really, if you think about using it as a motor fuel - particularly for heavy duty, it's the highest and best use of natural gas. Heavy duty trucks are probably the hardest to electrify. So, let's use RNG there. And our pledge that NGVAmerica has made, is that we want to try to have our natural gas be 80% renewable across the country by 2030 and 100% renewable by 2050. Hopefully, sooner than that. Because, when we do that, now we're competitive on this decarbonization benefit with electric. In fact, we're far better. Because electric is really how quickly can you green the grid - it's still got a lot of coal that's still going to be there for some time.

            So, let's look at a different scenario. Let's just assume that the blue line is the EV adoption that we talked about - Let's just assume that electric does work out. But it's delayed a bit because they're just not ready. In the mean time, let's really put our shoulder into natural gas. And, in this scenario and there are lots of scenario's you can do, let's assume we took natural gas up to 40-50% of transportation within five years. The products are ready. We're ready. let's just do that. So let's put our shoulder into that. And then once we get past 2030, we'll have a fight between natural gas, RNG, and electric. And, in this scenario, well maybe it is 80% electric but we're still 20% natural gas. What does that look like?

            Well, I showed before, if we just had electric vehicles, here's how quickly the adoption happens. In this new scenario, what happens is you've got natural gas growing, you've got electric growing, you've got diesel coming down faster. So we're out of diesel 5 years sooner. And we've got a mix of electric vehicles and natural gas vehicles. And they're going to be competing for who can do the job best. And the GHG reduction. And this is what it was when we just did the EV's that followed the original curve. If you add natural gas - and I'm using 50% RNG now going to 100% by 2050 - here's what happens: The curve is a lot steeper.

            So, in the EV only scenario, in 2030 you've had a 10% reduction in GHG. If you add natural gas in, it's 25%. By 2035, instead of 28% it's 57%. And, by 2041, we're almost there. So when we talk to regulators - you know, it's very hard to talk someone off of their EV mindset, to talk sense to an anti-vaxer or whatever you want to say these days, people are very wedded to their beliefs. But this is, why don't we do this on top of electric. And frankly, I have all the confidence in the world that if we get started on this and we get the support we need, electric will have a hard time and RNG will be the answer for heavy duty trucking. But why not do both? And why not follow a path like this? What's wrong with getting there faster using two technologies instead of just betting on one.

            (Lecture goes on to discuss (steam reformed methane) SMR hydrogen and combustion engines for hydrogen not needing expensive minerals needed for fuel cells.)

            We check all the boxes today. We're ready today. We've got great products. We've got infrastructure in place. We're scalable. It's everything we need today with RNG. . . We've got lots of innovation happening, lots of infrastructure being built. So we've got to keep at it. Because, I'm convinced that - as we look out over this 2020 to 2030, 40, and 50 - RNG and natural gas are going to be a really key part of our transportation infrastructure. And it's a good bet for all of us.
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