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LO/0267/2008validità dal 18/02/2008

VEHICLES, ENERGY, ENVIRONMENT

YEAR 9 - N. 1 - MAY 2008

NATURAL GASVEHICLES

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Natural gas vehiclesvehicles, energy, environment

Milano, May 2008Year 9 - Issue 1Six-monthly magazineReg. Tribunale Milano nº 416 del 9 giugno 2000Registro operatori di comunicazione n° 8654editor in chief:Alfredo Zainoeditor:Com-Media S.r.l.Via Serio, 16 - 20139 MilanoTel. +39 02-56810171 Fax + 39 02-56810131E-mail: info@watergas.itInternet: www.watergas.itPublisher:Com-Media S.r.l.Page layout by:Briefing - Milanoadvertising:Com-Media S.r.l.Printed by:Multigraf S.r.l.Via Colombo, 61 20155 Gorla Minore (VA)

circulation:5.000 issuesCopyright © byCom-Media S.r.L. MilanoAll rights reserved.

cover: Refuelling station in Martina Franca, Taranto

CONTENTS>> TRENDs

Bolzano the bicycle capital ............................................................................................................ 2

NGV sector trend in Italy ............................................................................................................... 4

>> FOCUs ON NGV

MultiEnergy refuelling stations ................................................................................................... 12

The NGV technicians grow up .................................................................................................... 16

Comitato Gestione Fondo Bombole metano is looking after the safety of people driving NGV ...................................................................................................................... 20

>> NGV sYsTEM ITALIA sECTION

Twenty big firms committed to the NGV sector development ...................................... 24

>> TECHNICAL sECTION

NGV – the future norms ............................................................................................................... 28

>> EVENTs

Seminar “Energy, Trasport and Climate, the relation between energy production and climate change” ” ............................................................................................. 36

>> NEWs FROM NGV COMPANIEs

News from NGV companies ........................................................................................................ 48

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Bolzano is the Italian bicycle capital: it really look like so, if looking at the efficiency, the amount, the targets. We are here far from Ferrara: here we really can experience the atmosphere of the better Euro-pean initiatives.The process started in the eighties, with the first bicycle lanes along Isarco and Talvera rivers, dedica-ted to leisure time: they took this occasion to put to good use the old track of the railway to Merano, out of service since quite long, which was converted into a splendid greenway connecting the city and the suburbs. Then came the bicycle lanes for commuters, made to allow people from Bolzano to reach their work and study places.The administrative turn came with the editing of the Plan for the Cycle mobility, structured on the basis of an offer/demand analysis, and on an analysis of the strength and weak points. The plan is organised into three main themes:• the strategies and measures to draw and build a

coherent network for the bicycle mobility;• improving the parking infrastructures for bi-

cycles;• promoting services, communication and marke-

ting.

The collected data show that 17,5% of the trips of the inhabitants of Bolzano are done with bicycle (yearly average), and 33% is done by car. The bicycle is for sure a transport mean for regular daily use, as the trip percentage, from Monday to Friday, is 20,6%, whereas on Saturday and Sunday the yearly

average is 7%.Bolzano set a target on 25% within 5 years, which would mean an increase by 40%: from 2001/2002 to 2005 the bicycle percentage has risen already from 17,5 to 22,7. Among the strategies and me-asures adopted there is commitment to:• make the trips as quick and direct as possible;• increase the quality of the existing tracks;• grant a support net-work of tracks and iti-neraries for bikes which is meeting demand and quality requirements;

• promote the communication and marketing ser-vices and activities.

Bolzano is investing on these infrastructures: a cohe-rent network for the bicycle mobility, the analysis of the attractiveness points and its identification on the territory, in comparison with the main directions of the bicycle lanes, the installation of many bicycle par-king racks in proximity of the attractiveness points. Among the offered services there also is the bicycle rent in the period between April and September.

The studies made by the office for the bicycle mobility have also covered the statistics of road accidents, to understand the evolution of them over the time, and provide remedies to the emerging problems: in 2003 there were 179 accidents involving bicycles, the amount grew to 221 in 2004 in 2005 it got back down to 178. These data are important to correlate the growth of the bicycle traffic to the amount of accidents, to detect a possible correlation between the commitment of the Bolzano authorities to the improvement of safety and the concrete results at-tained on field. It is then worth to point out that the causes of accidents are extremely variable: a platitude considers bicycle people always a victim of somebody else’s fault, but in the real world the analysis done by the local road police, revealed that from 2003 to 2004 the accidents which were due to exclusive fault of bicycle riders went up from 30,3% to 46,8%, whereas those caused by somebody else’s exclusive fault decreased from 42,3% to 38,2%: this is an evidence worth due consideration, of the importance of investing on safety, but also on education.

Finally, the efforts are focused on communication and marketing: Bolzano has created a new set of information products for bicycle mobility, easy to reproduce and adaptable to various needs. Among these there are for example the map of bicycle lane network, and local panels scattered on the territory of the city.

Bolzano the Bicycle capital

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The signal panels are important: each medium and long track bicycle lane itinerary got a number from 1 to 6, and along the track the “line stops” are marked as if it were a metro line.Marketing and publicity levers on the mega-posters affixed to the house’s walls, on poster to be put on busses, on cards to be distributed in restaurants and bars. Recently also a cinema spot has been created, to promote bicycle use.The new informative lane is also suitable to appear on gadgets such as t-shirts, candies, etc.

Bolzano is willing to complete and extend the net-work of tracks, to largely increase the number of bicycle parking racks, particularly in the city centre, to continue and intensify all marketing actions, to use bicycle as a tool for city marketing, making bi-cycle a symbol of the beauty and charm of living in the city.

Lorenzo Giorgio

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nGV sector trend in italy

There are today some good news in the main figures concerning the Italian NGV sector: from January to December 2007, the total number of NGV has increased by about 64.500 new units; i.e. about 131% increase compared to the same period in 2006. The CNG sales from January to December 2007 (about 578 million cubic metes) have increased by 8,5% compared to the same period in 2006 (about 532 million cubic metres). The NGV penetration at local level peaks at over 7% (Parma, Ancona, Ravenna), where the distri-bution network is adequate. The total number of CNG refuelling stations has now passed 600 units. The Italian industrial NGV sector has now a total turnover of over 1,000 million €/year, and there is a total number of employees ranging between 2,700 and 3,000. But:the main operators claim a level of income which is constantly decreasing, due to the growth of the refuelling station network; initially the new refuelling stations, fatally end up with eating up part of the market of the old ones, quicker than the new customers join in. Or this, at least, are showing the analysis done so far. In fact this sector is still relying a lot on mono-fuel refuelling stations, selling only CNG, which sales rate is decreasing, and which offer is hence redun-dant. Quite often they offer a service that does not exactly match with the standard quality level of the most modern refuelling stations; some of them insist on not accepting card payment. The operators are oriented towards the multi-fuel op-tion to increase the value of their assets, but this has a cost in terms of high capital investments. The distribution network on the territory is made up of “clusters”, i.e. it is not very homogeneous and is not always very efficient. The NGV driver, when travelling, is still forced to have a detailed map of the refuelling station network at hand. But now the sector is taking profit from the availability of satellite navigators, which contain CNG refuelling station location databases. The driving force of economy is a twofold feature. The oil price at 120 dollars per barrel stimulate an increasing number of car drivers to chose the gaseous fuels, seeking for some thrifty operation of vehicles. It also hap-pen anyway that the older customers of CNG show some disappointment at the increase of the price of their favourite fuel, apparently ignoring the even robust spread between the price of gasoline and diesel and that of CNG, which keeps in place, or even enlarges. The customers are sometimes od-dly reluctant to accept a very normal market law, which makes the gaseous fuel prices to rise as a

reaction to the increase of the liquid fuel’s. In the real world, nobody is delivering anything for free. A clear example of this is what has happened to the diesel price, since a couple of years ago, (hen-ce, long before the present oil price peak), since the oil companies realised what a strong diesel vehicle market growth was occurring, eating out bit by bit the gasoline vehicle’s market shares. And the explosive market growth of the greedy diesel engines required to drive the SUV, a true “me too” phenomena. The typical CNG customer feature is high mileage, which make up for a high exercise cost economy. The environment care driving force, does maybe appear somehow weaker, even if it too is playing some role on the decision making of the final customer. And this is particularly true in non-attainment periods, when traffic limitation measures are put in force. The technology harmo-nisation process among countries that developed this kind of gas application, is quite slow. Today the range of OEM models is wider than it was in the past, and is still widening, but an even larger increase in number of models is needed for the necessary scale effect to be attained, to encoura-ge the car manufacturers to keep designing and manufacturing CNG vehicles. Many refuelling sta-tions appear now rather old fashioned, and show some scarcity of services to customers, which is not beneficial to the image of this product, and of who utilizes it. The technology evolution required to meet the emission limits, entails unavoidably an increasing difficulty in converting the last ge-neration vehicles. The natural gas composition is variable, so the performance offered by vehi-cles, particularly in terms of running range, is not constant. The operative margins of distribution tend to decrease. The local public transport sy-stem and the public transport fleets are inclined to invest for the sake of environment protection. More and more measures of traffic limitation are enforced in urban areas, or congestion taxes are introduced, to which CNG vehicles are generally exempted. No additional insurance cost is charged on NGV. There are in place significant public incen-tives. In the long term (far, but reachable) there is the European target for the substitution of 10% of traditional automotive fuel consumption for CNG. Our norms are slowly harmonising with the norms of the other European countries, introdu-cing strategic and useful elements such as CNG “self-service” and “multi-dispenser”; so at long last CNG will be fully in line with the other fuels. The refuelling station network is growing, but still

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rather slowly. Some new momentum should come here from the decree on the network liberaliza-tion (provided it is done in a rational way), which offers some opportunities in terms of distance reduction, simplification of the authorization pro-cesses and more confidence on real availability of financial support. So far the high costs of the service station construction have imposed a pay back time above 6 years. But the market is now offering some solution for more compact, simple and economic appliances. Compact, essential, ef-ficient, low space demanding, low cost plants are proposed by manufacturers, with affordable and certain exercise costs, including maintenance. No need for maintenance operators constantly at the plant location. The investments and exercise costs are adequate to this time. Automatic operation ap-pliances are built, including pre or post pay, service around the clock, 7 days a week, card payment, also automatic, the fuel exercise system can be integrated with “non oil” (shop, bar).

The NGV sector offers new services to new custo-mers: adequate instruments and services for the new needs. Manufacturers are able to anticipate customer demand, with the present availability of “self-service” dispensers and “multi-fuel dispensers”; they offer plants with absolute reliability and availability, yet wi-thout “redundancy”. And they also offer risk sharing options, which cost is proportional to the sales rate. The government offers its support in terms of the de-taxation of the environment friendly fuels, and the incentives offered to the relevant transport means. The associations offer their contribution in terms of com-munication, stimulation and initiative coordination. The operators of this sector offer their contribution in terms of technology and entrepreneurial approach, to end up by replacing the traditional “support” en-sured by the economic policy, which is necessary at the beginning, but cannot last forever. Over the last decade, the increase of the number of NGV in Italy has been of 173,000 units, i.e. 65% (present eva-luation: 433,000). In 1998, 23,815 conversions from gasoline to CNG were done. In 2006 there have been 73,723 conversions, i.e. 50,000 more, which means an increase of 315%.

The main European market face a direct propor-tionality between the growth of the number of NGV in circulation and the number of refuelling stations (Ucraina, Bulgaria, Germany). Italy is still the main European market in terms of NGV in circulation, but Germany ranks now first in terms on the number of refuelling stations.

Between 2001 and 2003 there has been a reverse trend of refuelling station growth rate and NGV in circulation. Another aspect is the refuelling station growth rate increase prevailing on the sales rate increase: this means that more refuelling stations are in place, but they sell less product, as a share of the total sale. Hence, at least in Italy, it is not the refuelling station growth rate to be blamed for the relatively slow increase of the total number of NGV in circulation. There are other factors which can affect this parameter. Of corse one of them is the fuel price. The weak period experienced over the last years by the gaseous fuel sector was also due to the large diffusion of diesel vehicles, which eroded increasing portions of the gasoline vehicle market, but has also substantially cut down that of gaseous fuel vehicles. This is true in particular for LPG, but it also apply to CNG. The evidences for recovery that the gas vehicle market is showing now, are sure due to the steep rising diesel oil price, occurred over the last couple of years, which come as a logic consequence of the normal market laws (for the most diffused products, they are inexorable), and also to the

Fig 1 multi-dispenser with CNG in exhibition at 10° METANAUTO

EuropEan nGV markEt fiGurEs

vehicles refuelling stations

2005 2006 % 2007 % 2005 2006 % 2007 %

italy 382.000 412.550 8 432.900 5 521 588 13 609 4

ucraina 67.000 100.000 49 100.000 0 147 200 36 200 0

russia 41.780 60.000 44 75.000 25 213 215 1 218 1

germany 27.200 55.000 102 55.272 0 622 720 16 720 0

Bulgaria 7.305 12.500 71 25.225 102 11 17 55 37 118

sweden 7.897 11.515 46 11.515 0 85 95 12 95 0

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Fig 2 trend of the NGV market in Italy

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devastating increase of the oil price, in this last period.

After 2003 it is possible to note again a growth of the number of NGV in circulation, which is sure due to the increasing spread between the prices of CNG and gasoline and diesel oil. Hence, fuel price is a factor which affect on the increase of NGV on the road is generally more important than the growth rate of refuelling stations. Those of the refuelling station number and the fuel price are directly me-asurable factors. There are other affecting factors, which cannot be measured so easily, such as:• The cost of conversion and its pay back time.• The presence of a network of conversion wor-

kshops with a professional level, able to ensure a good after-sale assistance to customers.

• The reliability of appliances.

• The presence of incentives and government po-licies which are favourable to the diffusion of NGV.

• The communication and advertising on the posi-tive points of CNG.

In 10 years the increase of conversions has been 12,000 units, i.e. 52%. Over the same period, the increase of OEM sales has been 59,300 units, i.e. 12,000%.

The NGV market is quickly and heavily shifting to OEM. The growth of the aftermarket side, even if positive, keeps distant from that of OEM. What are the reasons?Here are some of the causes for OEM growth:• Better on-board system lay – out.• The manufacturer’s warranty. • Usually the running range is longer for OEM

vehicles. • Lager incentives available: 1.500 € instead of

650 €. • More communication and advertising on the

quality of CNG as fuel. • The NGV market is destined to find a balance

NGV sECTOR TREND IN ITALY

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Fig 3 fuel price trend in Europe

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Fig 4 variation of fuel price in Italy

CnG ConVErsions in 2006 by VEhiClE rEGistration yEar

registration year conversions % on the total

< 1988 680 1,76

1988 – 1992 4.371 11,33

1993 – 1995 4.844 12,55

1996 – 2000 14.456 37,45

2001 – 2006 14.245 36,91

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Fig 5 CNG conversions in 2006 by car brand

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point between OEM and aftermarket which, anyway will keep representing a not negligible portion of the entire market.

• To keep the share of aftermarket at a good level, by the way, it is fundamental:

• More professional of the whole sector.• More fair splitting up of the resources destined

for the incentives.• Competitive prices.

• A policy aiming at a warranty on the conversion system, which may substitute the original car manufacturer’s warranty.

At 10° METANAUTO in Bologna, held in October last year, FEDERMETANO showed the NGV market trend in Italy, region by region, with diagrams that illustrate the amount of CNG sold in the region, the average CNG sale of service stations, the number of refuelling stations, and the number of CNG vehicles as OEM and converted, over the last 6 years period, from 2000 to 2006.

Almost all diagrams show an increase more or less significant of the number of refuelling sta-tions, (with the exception of Liguria, Friuli and Molise, where the number was small, and kept stable), some increase of the CNG sales (with the exception of Liguria and Abruzzo, where is slightly decreased), and of the number of OEM vehicles (also here with the exception of Liguria).

Also the number of converted vehicles has increa-sed, except than in Piemonte, Liguria, Lombardia, Trentino AA, Friuli VG, and Lazio. At the same ti-me, there has been some decrease of the average CNG sale (with the exception of Molise).

To correctly evaluate this aspect, it is maybe better to take into account the delay normally occur-ring between the growth trend of the number of refuelling stations and that of the CNG sale. In normal conditions, and in the absence of di-sturbance elements, this delay is caused by the time needed for building up of a local market, mainly composed of new CNG vehicles, that at

the time of the new refuelling station opening, do not exist yet. In the past, this market buld up was rather gra-dual, as the new CNG vehicles were all gasoline cars to be converted to CNG by workshops. Today, the presence of OEM NGV on the market can accelerate this process, in direct proportion to the number and variety of OEM models on the market.

Fig 5 CNG conversions in 2006 by car brand

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Fig 6 CNG conversions in 2006 by car modelmainly composed of new CNG vehicles, that at

trEnd of ConVErsions and oEm VEhiClE salE

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 (*)

OeM. 720 5.624 11.570 13.274 6.301 6.644 12.520 23.657 34.000 60.000

conversions 23.095 27.666 50.783 36.492 25.204 23.926 26.980 31.477 39.723 35.000

(*) stime

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Fig 7 CNG market in Piemonte

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Fig 8 CNG market in Liguria

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Fig 9 CNG market in Lombardia

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Fig 10 CNG market in Trentino AA

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Fig 11 CNG market in Veneto

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Fig 12 CNG market in Friuli VG

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Fig 13 CNG market in Emilia Romagna

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Fig 14 CNG market in Toscana

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Fig 16 CNG market in Umbri

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Fig 17 CNG market in Abruzzo

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Fig 18 CNG market in Molise

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Fig 15 CNG market in Marche

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NotesThe text and pictures are largely based on the papers presented by:• Vettori (Federmetano),• Seimandi (BRC) e• Petraccone (SAFE)At the 10° METANAUTO in Bologna, 9-10 October 2007

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Fig 22 CNG market in Basilicata and Calabria

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Fig 23 CNG market in Sicilia

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Fig 20 CNG market in Campania

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Fig 21 CNG market in Puglia

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Fig 19 CNG market in Lazio

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MultienerGy refuellinG stations

We are living now on an age of alternative fuels, re-newable energy sources, and energy diversification. We started cautiously with them, but now they are growing in importance. The oil price that keeps in the range between 120 and 130 dollars/barrel is one more reason to believe in them, and to invest finan-cial, human and R&D resources in this sector. Such a high oil price makes marginal oil fields more profita-ble to exploit, even the worst ones. But it also gives much more rationale to the efforts done to avoid using oil wherever possible. The fuel production and distribution system shows evidence of a propensity for a change, to cope with this situation, at different speed in different countries. There are some bold refuelling station operators, that besides unleaded gasoline, premium gasoline (the “V-power”), and low sulphur diesel which meets in advance the fu-ture norms, also offer innovative products such as emulsion diesel (Gecam), bio-diesel and fossil diesel blends, LPG, CNG, methane and hydrogen blends, pure hydrogen, either as compressed gas or lique-fied, and power for electric vehicles. In Germany and UK there are already some LNG refuelling stations for private fleet service. Also in Germany, in some refuelling stations it is even available the so called ad blue, i.e. the urea to be injected in the exhaust gas stream at an amount of 30%, for the SCR exhaust treatment system. Not a fuel in this case, but ra-ther ad additive allowing exhaust gas treatment with a special catalyst (our magazine described this subject in a previous issue). In Italy we have so far three example of some relevance of MultiEnergy service stations: the one in Grecciano (Collesalvetti, Toscana), on the motorway from Livorno to Firenze, the one in the Northern suburbs of Mantova, and then there is in Roma a refuelling station that can deliver also mixtures of CNG and hydrogen. All three have ben built by Eni. In Frankfurt, Germany, there is an example similar to the plant in Mantova.

CollesalvettiOn 18th July 2006 the Agip MultiEnergy service sta-tion has been officially opened in Collesalvetti (LI). This is a vanguard refuelling station at world level, and it uses in an innovative way a combination of new energy sources for the sake of environment. In Collesalvetti, besides the traditional and innovative liquid fuels, the dispensers have recently been added for LPG, CNG and compressed hydrogen. But the most innovative aspect of this large service station is the modern and diversified system adopted to produce hydrogen. This gas is produced with electro-

lytic cells, fuelled with power produced in a number of ways:• Supplied by the electric distribution network (only

in case of emergency)• Wind generators, having a total power of 60 kWp,

(three generators of 20 kWp each, with an ex-pected production of 84,000 kWh/year); the wind generators are installed in the area of the refuelling station, and their revolving blades in the air make it recognizable from a distance

• Photovoltaic plant with a power of about 20 kWp (expected production of 24,000 kWh/year), it has been installed on the canopy roof of liquid fuel dispensers; so it is not visible from the road;

• Micro-turbine CHP plant fuelled with natural gas, having a power of 30 kWe, producing 188,000 electric kWh/year, and 85,000 thermal kWh/ye-ar, saved by recovering the heat of exhaust gases (about 600°C).

It is thus a plant with a high operating flexibility having a high innovative technology content. Thanks to the photovoltaic panels, to the three wind ge-nerators and to the NG micro-turbine, it is able to produce both most of the needed energy for the operation of the service station, and the hydrogen used to fuel a small fleet of cars driven by an hydro-gen ICE. Of course the exceeding power is used by the other appliances of the station, or it is delivered to the national electrical grid. A small compressor increases the pressure of the hydrogen produced by the electrolytic cells up to 200 bar, as in the case of CNG, which is delivered by another dispenser under the same canopy as the hydrogen one. Hydrogen is stored in a small tank; a big storage is not required, as the electrolytic cells that produce the hydrogen don’t have much operating inertia, and can be quic-kly started and shut down, opposite than the case of the traditional steam-reforming. The hydrogen dispenser is at present only serving a small fleet of experimental cars that have been designed and built by a local operator, in collaboration with University of Pisa. There is not yet a specific norm for electric vehicles, so they have at present a special permis-sion to circulate for experimental purposes. To allow including hydrogen appliances in this refuelling sta-tion, the Ministry of Internal affairs has promptly done the suitable norms, largely derived (“mutatis mutandi”) from the equivalent norm for CNG re-fuelling stations, i.e. the decree 28 June 2002. With the opening of the first Agip MultiEnergy Station, Eni strode towards the new frontier of technology

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research and environment care. The MultiEnergy Station has been built with support from Regione Toscana, which has always been cautious about en-vironment. The expected benefits for environment are a 135 tons reduction of CO2 emission, and an energy saving of about 40 TOE.

MantovaThe Agip MultiEnergy service station in Mantova was officially opened on the 21st September 2007, by Eni CEO Paolo Scaroni, and the President of Regione Lombardia, Roberto Formigoni. At the inau-gural event were also the councillor for Network, Public Utilità Services and Sustainable Development Massimo Buscemi, Mantova’s Mayor, Fiorenza Brioni, the project general coordinator Heinrich Lienkamp, the Vice President of the European Parliament Mario Mauro, the Vice President of the Regional Council of Lombardia Enzo Lucchini, and other representatives from civil, religious and military authorities from the area of Mantova. This plant has been built in via Francesco Vaini, in the Valdaro industrial area. Our magazine has already mentioned this event in the previous issue. The one in Mantova has been the third Agip MultiEnergy refuelling station (the second in Italy) to also include a hydrogen dispenser. Also the service station in Mantova is delivering, besides the traditional liquid fuels, CNG and hydrogen too. This last is compressed in this case up to as much as 400 bar by a membrane compressor (a North American technology). It is then delivered at 350 bar. But in the part relative to hydrogen, it is totally different from the one in Collesalvetti. In Mantova hydrogen is also produced inside the service station, but starting from natural gas, with just one system, based on an innovative catalytic reactor, the SCT-CPO (short contact time – catalytic partial oxidation), an innovative version of the catalytic steam reformer process. This reactor has been conceived and develo-ped by Eni Tecnologie, and will be tested and tuned during the exploitation of this project. It is a reformer fuelled with natural gas, ad delivering a flow rate of 20 m3/h of hydrogen. This technology utilizes a high temperature catalytic process with a pre-mixed flow of steam and natural gas that is converted into hydrogen through subsequent stages. The adopted technical solution allows building small size hydro-gen production plants, which can be frequently star-ted and switched down in inherently short time. In this service station LPG is not yet delivered. This refuelling station is part of the “Zero Regio” project, financed with funds from the European Union. The project, on the Italian side, involves many stakehol-ders from the energy sector (e.g. Eni, Sapio), rese-arch (e.g. Politecnico di Milano), and the institutions (e.g. Regione Lombardia, Comune di Mantova). It also covers the equivalent experimentation done in another MultiEnergy service station with similar characteristics, (except the hydrogen production system), built in Frankfurt, Germany. The hydrogen

will initially fuel a small fleet of Fiat Panda, desi-gend by the manufacturer as part of this project. Opposite than the case of the electrolytic cells, in the case of steam reforming it is necessary to in-stall an adequate storage cylinder bank, to store the produced hydrogen. The steam reforming pro-cess in fact has a higher operative inertia, which imposes longer start up and switch down time, and this don’t match so much with the incoming car regime, which is desultory and with irregular inter-vals. And, what is worse, at least in the beginning period, the hydrogen fuel demand will be quite low. Thus the production plant goes in operation only for the time necessary to fill the storage cylinder bank, and only this last will subsequently deliver hydrogen to the dispenser. The SCT-CPO, patented by Eni Tecnologie, alleviates anyway the plant impli-cations of this aspect. In case of experimental plant malfunction, hydrogen can be supplied anyway by Sapio, which has built the delivery system, together with specialised manufacturers of this sector. The vehicle fleet is made of three hydrogen fuel cell Fiat Panda, owned by Regione Lombardia and given in free loan to Comune di Mantova. The Pandas are the most innovative hydrogen cars designed so far by Centro Ricerche Fiat (CRF), which offered them to Regione Lombardia. They will serve the city of Mantova for various municipal utilizations. Their electric engines are supplied with power by high performance fuel cells manufactured by Andromeda Nuvera, which take profit of the most modern solu-tions for the integration of cells and vehicle. In the future, another small fleet of 10-12 cars might join in. During the inaugural event President Formigoni stated that: “we need that at the national level the authorities follow closely such experiences like this one, and ease the involved bureaucratic passage. It took six months to obtain that these cars could circulate, and only on predetermined itineraries. All this is relenting such an innovative project as this one”. So some critical issue is still pending with the Government. Such as that of the car certification, for which Regione Lombardia asked for 350 bar service pres-sure, whilst the Ministry issued certification, for a test period, only up to 200 bar service pressure. "It is – also maintained Mr. Formigoni - a solution which is totally inadequate, and that creates some difficulty, compared to the situation of our German partners, who can already count for their hydrogen vehicles on a service pressure of 700 bar". Another critical aspect is concerning the circulation of these cars on the road. At present the Ministry has authorized only the itine-raries that were approved by the bodies that own the concerned roads. "to grant a satisfactory feasibility of this project - concluded President Formigoni – it is necessary to come in short time to an agreement for a suitable solution with the Government, to avoid making the use of these cars too complicated".

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Roma MaglianaIn Roma, Eni (Agip trade mark) is building a refuel-ling station which can deliver blends of natural gas and 30% hydrogen (volume). This solution allows to start-up using hydrogen as clean fuel, without upset the fuel distribution infrastructure; and allows take profit of further advantages in terms of emissions, compared to the already very clean NGV. The tar-get is to foster, at national and European level, the use of the methane-hydrogen blend as immediate solution, taking profit of the competitive advantage offered by the Italian reality, in terms of CNG infra-structure and know-how, where Italy is leader in Europe. In this service station, Eni has also built an experimental dispenser for pure gaseous hydrogen. It is the first Italian MultiEnergy station which will deliver both methane-hydrogen blends, and pure compressed hydrogen. Hydrogen can be produced by renewable energy. In fact, the refuelling station has got some electrolytic cells that can produce 20 Nm3/h of pure hydrogen. The cells can be fuelled with power generated also by a photovoltaic solar plant having a max power of 20 kW, which can produce 27,000 kWh/year. Eni is planning to bu-ild in the next two years, from 2008 to 2010, 13 new service stations of this kind. There might be: 2 in Torino, 2 in Milano, 4 in Toscana, 2 in Abruzzo, 3 in Lazio. With the construction of these service stations, Eni confirm its commitment to a constant

improvement, involving all the network and Agip trade mark, aiming at the offer of a wide range of services and products. The Eni Refining & Marketing Division (ex Agip), has always been caring for the dual concept “Technology and Environment”. It is worth here to point out that the Agip network has been the first to deliver in Italy since 1987 unleaded gasoline, and since early ’90 low sulphur diesel oil, and it offers products such as BluDiesel, BluSuper, no sulphur diesel and gasoline, meeting in advance the requirements of the future EU norms for 2009. The innovative MultiEnergy modular concept, integrates the offer of hydrogen with that of traditional liquid and gaseous fuels, including the biofuels, in order to contribute to development of new generation low/zero emission vehicles, which the OEM are now offering to the market. For the sake of energy saving, the multi-energy station might become, in the short term, also a platform for biological solutions for bu-ilding and architecture, to experiment the use of low impact recycled materials, electrical and thermal systems, and more efficient solutions for space hea-ting, air conditioning, and lighting, that can reduce the energy consumption in terms of kWh/m2/year, as it is happening already in the rest of Europe.

FrankfurtIn Frankfurt, 17 November 2006 there has been the inauguration of the Agip MultiEnergy service station at the Infraserv Höchst industrial park, as conclusion of the first phase of the “Zero Regio” project, which has the support of the European Commission, for the realisation of an innovative “multifuel” station for the supply and trial of zero emission vehicles fuelled by hydrogen. The minister of economics, transport and territorial development of Assia, Alois Rhiel, the managing director of Infraserv Höchst, Roland Mohr, and the managing director of Agip Deutschland, Mauro Risi, opened to the public in an official ceremony, the first service station for hydrogen-powered vehicles in Assia. The event was also attended by representatives of the European Commission, the Federal transport ministry, Linde, Daimler Chrysler and the general manager of Eni’s Refining & Marketing Division, Angelo Taraborrelli as well as the other partners in the project. The Agip MultiEnergy station in Frankfurt is marked by its hi-ghly innovative and technological characteristics. To supply the Agip station, which is in the south of the industrial park, a 1.7 km, 850 bar pressure transport line was built, connecting the station to the hydrogen production plant, where a large amount of Hydrogen is available as byproduct (30 million cubic metres per year). The compression of the hydrogen to almost 900 bar is done using, for the first time in the world, innovative technology developed by Linde based on ionic fluid compression. The station is also equipped with solar photovoltaic panels installed on the roof of the canopy and the buildings, produced with Eni technology. Their power is in this case 8 kWp. For

MULTIENERGY REFUELLING sTATIONs

Fig 1 Fiat Panda hydrogen at service station in Mantova

Fig 2 MultiEnergy refuelling station in Mantova

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Nel futuro europeo del gas naturale per i trasporti c’è una nuova proposta nata dall’incontro tra la forza e l’esperienza dell’argentina ASPRO e la competenza tecnica e commerciale dell’italiana Samtech.

La storia di ASPRO inizia nel 1975 con l’avvio di una azienda famigliare specializzata in meccanica di precisione.E’ del 1980 la prima stazione di rifornimento di metano per auto interamente progettata e realizzata in Argentina. L’accuratezza di fabbricazione e la validità dei progetti rendono il marchio ASPRO in

poco tempo sinonimo di affidabilità e sicurezza.Da una quota dell’11% all’inizio degli anni novanta, oggi ASPRO copre oltre il 60% del mercato dei compressori CNG in Sudamerica ed il 20% a livello mondiale.Il partner italiano, Samtech, inizia la sua attività nel 1994 nel settore della misurazione dei consumi di GPL. Nel 1996 la competenza di Samtech si estende alla costruzione e distribuzione di componenti per le stazioni di rifornimento di GPL per autotrazione. Più recentemente, grazie all’accordo di collaborazione tecnica e commerciale con ASPRO, Samtech si propone a livello europeo con tutta la sua tradizionale esperienza nella realizzazione di stazioni di rifornimento di metano per i trasporti.I punti di forza della proposta di Samtech e ASPRO per il mercato europeo sono una tecnologia all’avanguardia, una produzione certificata secondo le norme ISO 9001:2000, una intensa attività di ricerca e sviluppo e un’assistenza tecnica capillare e tempestiva con un unico obiettivo: l’affidabilità degli impianti che devono poter lavorare fino a 24 ore al giorno per 365 giorni all’anno.Per raggiungere questo obiettivo, Samtech ha creato una nuova unità: “CNG BUSINESS UNIT” la cui struttura operativa è completamente dedicata alla realizzazione e alla manutenzione degli impianti di compressione di metano per autotrazione.Samtech ha deciso di curare particolarmente questo fondamentale aspetto proponendo fin dall’inizio un programma ed un contratto di manutenzione che solleva completamente il gestore dalle incombenze tecniche necessarie a garantire il totale controllo dell’impianto e, in particolare, di ciò che ne costituisce il cuore: il compressore.

Tutti gli interventi vengono gestiti da una struttura di service centralizzata che si avvale di altre tre strutture decentrate su base geografica; in questo modo è possibile effettuare gli interventi programmati con la massima cura e rispondere sempre tempestivamente alle eventuali interruzioni di servizio non programmate.A supporto delle attività di assistenza tecnica Samtech ha allestito un magazzino ricambi sufficiente a coprire gli interventi di ordinaria manutenzione fino a 10.000 ore di funzionamento per ogni compressore installato, più una scorta di ricambi originali per eventuali interventi straordinari.L’alta qualità e affidabilità degli impianti di un grande produttore mondiale unite all’accuratezza del servizio di assistenza fornito da Samtech garantiscono agli operatori europei del settore NGV la massima sicurezza ed affidabilità di esercizio, la salvaguardia degli investimenti nel tempo e la soddisfazione dei loro clienti.

the refuelling of vehicles the Agip service station is equipped to supply high-pressure (350 and 700 bar) gaseous hydrogen and liquid hydrogen (at -253°C). These options are integrated in a multi-fuel station that also supplies LPG and methane, as well as tradi-tional high-quality Agip fuels. The station is open to the public and people working at the Höchst park 24 per day; it is also equipped with a modern car wash plant for vans and cars and, of course, there is also a well-supplied convenience store with refreshments and restaurant services in the typical “Italian style”, where Agip customers can find a café, restaurant, and a range of typical Italian food products.

Zero RegioZero Regio (zero-emission region) is a five year in-tegrated project, exploited in two steps. Launched on November 2004, it will end on November 2009. It will develop and demonstrate the zero emission road transport systems. it is carried on in parallel in two European cities, in Mantova for Regione Lombardia in Italy, and in Frankfurt for Region Rhein-Main in Germany. The project is supported by the European Commission, and it is co finan-ced by European Union in the context of the 6th Research Framework Programme. Sixteen partners from 4 European countries collaborate in the project. The general coordintion is responsibility of Infraserv Höchst GmbH. The Italian part is coordinated by Regione Lombardia. Target of the project is the con-struction of a structure for refuelling of hydrogen vehicles in two different European regions and the subsequent field testing, using different technology options for the production and delivery of hydrogen. The first phase of the programme, which began two years ago, is based on the creation of new Agip MultiEnergy service stations for the distribution of hydrogen-fuelled vehicles in two European regions with a high population density; the Rhein-Main re-gion near Frankfurt in Germany, and the Mantova area of Lombardia in Italy. The project also aims at testing this technology for a daily use, and at further developing better materials, standards and norms. Some steps of the projects:• Integration of the hydrogen refuelling stations (up to a filling pressure of 700 bar) in a traditional refuelling station. • Installation of a refuelling system for liquid hydro-

gen.

• Field test for the daily use of fuel cell vehicles.In the project, for the part exploited on the German side, Linde is responsible for building the hydrogen refuelling station and delivering hydrogen both in gaseous and liquid state. For the part exploited on the Italian side, this role is played by Sapio. In addi-tion to Eni and Infraserv, the “Zero Regio” program-me has also involved 14 other companies, research institutes from four European countries, including Linde, DaimlerChrysler, Fraport, other Italian state organisations, companies and research institutes, as well as universities in Italy, Sweden and Denmark. In particular, Infraserv Höchst and Linde have built the infrastructure for the supply and distribution of hydrogen. During the demonstration phase of the project, a data assessment will be done on the energy efficiency, environmental impact and other social and economical aspects. The obtained results will contribute to meet the European Commission target of substitution of 5% of automotive fuels for hydrogen by the year 2020.

NotesCPO = catalytic partial oxidation SCR = selective catalytic reactorSRT = short residence timeTOE = ton of oil equivalent = 107 kcal = about 41,840 MJ

Fig 3 Agip MultiEnergy service station in Frankfurt

Fig 4 partners of the Zero Regio Project

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Metano & Motori asked to the students lead by the mythical Professor Roberto Rossi from Istituto Professionale di Stato Leon Battista Alberti in Rimini to talk about the singular experience they are having as promoters of a new technology which conciliates their freedom (the small motor bikes) with the safe-guard of environment and with the perspective for an interesting and useful job.We received the answers we propose in the following, in which the reader can find, inextricably mingled to-gether, the freshness and the ideals of youth with a solid and mature will for building one’s own future, taking profit from the available opportunities.Unfortunately for them and for us, there are then all the conditioning actions from market, interest pre-constituted and distrust (laziness?) towards what is new.Who will win? The students from Rimini with their will to live, or the immobility of the system? It will take time and efforts, but they gave the answer already: “Our hope will never die, as for our future we want a better world”.

nn our futurE… natural Gas!by Manna Davide & De Biagi Thomas

We can maintain that natural gas is the fuel of the future.It is convenient in all respects, it is cheap, it does pollute very little, we can say it is the best fuel we could find. At school we made innovative projects, such as the CNG conversion kit for scooters.They are “simple” kit made of cylinder, valves and pressure regulators which allow significant saving of money and minimised polluting emissions.This innovation has been the most important one in the sector of scooters, at least among those we know of, still the Direzione Centrale per la Motorizzazione (the Italian normative body for vehicles) negates its permission to the project certification.

For us, this is a fundamental problem because this will be our future, as many CNG engines will be built, and many experts will be needed in this field.Thanks to our professor and inventor of the project, ing. Rossi, we learned many things both on natural gas and on other “convenient” fuels. For this reason we care so much for this project; because it is an “impressive” thing (in the positive meaning of the word) for the future of two-wheeled vehicles used preferentially in the cities. In these areas in fact, a lot of people is living, and the motor bikes are two euro

the nGV technicians GroW up

classes backward compared to cars: scooters are euro 2 and cars are euro 4.In prospect, in our future we expect a boom in the field of natural gas and as a consequence we hope we can work in or, at least, try to enter this sector.

In our future there will be many job options, provided the certification is obtained for the CNG system instal-lation on scooters, because the CNG on-board systems will prevail on all the other fuels, and there will be the need for many expert technicians.For us this is the future because this will improve the quality of air and will give concreteness to the oppor-tunities that the school is offering us, with a job that furthermore is not heavy at all.Opposite, we happen to even organise conferences in other schools and to convey to others the our en-thusiasm we feel when following the various practical tests in laboratory and the interesting and amusing lessons.With this project, our professor encourages us to go to school, with original and unique motivations.In conclusion, I hope that this project obtains at last the certification, because it is truly an exceptional thing for us, but it is also for the future of our planet.

nn lEt’s try and saVE oursElVEsby Bedetti Luca & Malaventura Alex

If continuing this way we will be heading for “self destruction”. Or maybe the proper word is a prolife-ration of ‘tumours’. The pollution of Earth is now at a dramatic point and if we don’t change something our future and that of our children will only get worse.

The solutions are within reach, and they are not very difficult to exploit either …the important thing is that most population try to use, in a better and more appropriate way, the technolo-gies and solutions devised and purposely created.

We, despite our limited budget, have successfully developed and miniaturized the CNG technology, to make it available to scooters.Converting a scooter with our CNG system provides some substantial advantages.The most important feature of our conversion system is the strong reduction of polluting emissions compa-red to the gasoline operation.A second feature of our conversion is the saving of money. After many tests we got to the conclusion that our Honda Zoomer, (scooter 50cc, 4 strokes, injection)

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Fornovo Gas nasce nel 1969 quale:• Distributore di metano per autotrazione nel Nord

Italia• Manutentore di stazioni di servizio di metano au-

totrazione• rasportatore di gas metano compresso su gomma.Forte dell’esperienza maturata, Fornovo Gas si è impe-gnata più recentemente nella progettazione, produ-zione e vendita di una nuova linea di compressori ed erogatori per CNG, che è divenuto ora il core business della Società. E’ Azienda certificata ISO 9001:2000 per l’intera attività.I compressori Fornovo Gas si caratterizzano, oltre che per l’efficienza e l’affidabilità, anche per l’elevatissima flessibilità in relazione alle condizioni di funzionamen-to. I compressori Fornovo Gas possono funzionare con pressione di aspirazione variabile tra 0 e 220 bar, sfrut-tando potenze tra 22 e 400 kW. Fornovo Gas è il mix perfetto tra personale esperto operante in un ambiente giovane e motivato, con una lunga storia ma con un patrimonio giovane e dinamico pronto ad accettare e vincere le sfide di mercato. Principali Prodotti commercializzati nel Mondo:“GASVECTOR” - modulo di compressione certificato CE – è una unità modulare prefabbricata, ottimizzata per la compressione e distribuzione di gas naturale per autotrazione, adattabile a qualsiasi pressione di aspi-razione del gasdotto e a qualsiasi esigenza di portata. Il modulo si presta inoltre alla compressione di gas tecnici in processi industriali di vario tipo. Si presenta come unità cabinata facilmente trasporta-bile, realizzata cemento armato e in acciaio.“DISTRIBUTORE ELETTRONICO DI GAS COMPRESSO” (DISPENSER): l’apparecchiatura misura l’effettiva massa di gas (Kg) erogata nel veicolo indipendentemente dai valori di pressione, temperatura e densità. Il distribu-tore e’ progettato per il funzionamento automatico, a più livelli di pressione. Dotato di testata elettronica e programma di autodiagnosi, con altissimo grado di affidabilità e grande facilità di manutenzione, è in gra-do di colloquiare con la consolle di gestione dei dati di rifornimento e /o unità centrale dati di stabilimento.“STAZIONE DI METANO CHIAVI IN MANO”: fornitura e posa in opera - in Italia e in tutti i Paesi del mon-do - del sistema di compressione e distribuzione del gas metano, servizi accessori e condotte di collega-mento inclusi, compreso commissioning, start up e training. L’impianto può essere mirato alla stazione di rifornimento al pubblico, alle flotte interne dei veicoli pubblici e/o privati. La scrivente è in grado di svolgere l’intero processo di realizzazione, dallo dall’ingegneria di stazione, compreso l’ottenimento delle necessarie autorizzazioni amministrative, fino alla messa in eser-

cizio dell’impianto.“ASSISTENZA POST VENDITA”: contratti di assistenza con svariate formule, dalla manutenzione program-mata al “full service”, frutto e sintesi di un esperienza quarantennale a servizio della Clientela, con servizio di reperibilità 24 ore per tutti i giorni dell’anno.Fornovo Gas S.r.l. – Via P.M. Curie, 14 – 42100 Reggio Emilia. Tel. +39 0522-557675; Fax +39 0522 550112; E-mail: info@fornovogs.it

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can run for over 100 km with a cost for fuel of less than 1 euro.For the installation of this device we need two condi-tions to be met. The first is that the engine must be 4 strokes, the second is the presence of a wide and regularly shaped helmet compartment, which will be used as location for the cylinder and some other small component needed for the proper operation of the CNG system.

The project has then been implemented with ano-ther innovation: idrometano, which means blending methane with a very small amount of hydrogen, which further enhances the combustion of fuel, with further benefit for environmental quality of the system.

I hope our idea can have a glorious future, because I believe it is a really revolutionary one, first of all from the point of view of environment …Thanks to the cultural background given by our pro-fessor we are now able to satisfactorily handle our activity also in the laboratory, and by this mean we can have different and interesting without being forced to spend boring hours on school room desk …

In the laboratory we do a lot of work even without taking notice of the time passing by, and this unfor-tunately is not the case when we take lessons in clas-srooms. Each one of us has a well defined task and for this reason we have no time to distract from our job, and we make use of each single minute of our time in the best way.

For my future I expect a job based on assembling and subsequent maintenance of CNG and idrometano on-board systems. My prediction is based on the fact that when oil will approach its end of reserves, its price will automatically make it unaffordable and the last fuel with which our engines can carry on, before a total technology change will occur, is indeed natural gas. It can also be produced in significant amounts from landfill and waste treatment system plants, and in this case it is called biogas…so I hope I will have the opportunity to experience this change of technology as a period on which my job is based…

nn CnG sCootEr: our futurE!by Neri-Baldacci

When I joined this school I just didn’t imagine I could study so deeply, completely and scientifically the air pollution problem, and until last year I kept thinking that fuelling a scooter with CNG was simply not pos-sible. In this school year we are doing exciting things, becau-se the lessons are always interesting and sometimes some experts come from outside to describe for us the various aspects of this technologies. Now we move from one institution to the other, even outside of Rimini, to tell other students about the CNG scooter.Wherever we have gone, all the students have be-en very interested in our proposals for improving the quality of air without any penalty for the mobility of young people: that of scooter. All this has been made possible in our school by pro-fessor Rossi, who has been actively leading this project for many years now. So far the direzione generale della motorizzazione ci-vile which is located in Roma, has done nothing to see to it that the CNG scooter can be certified and put on the road, but our project carries on all the same, and it is gaining more and more consensus! This project rises envy all over the world, not only be-cause it would provide economical advantages and a substantial energy saving, but also because it has a very low environment impact, making the air we breath cleaner and reducing the rate of illness end respiratory diseases etc. As already said, at this moment our progect is put at a standstill by the motorizzazione civile (automotive autority), as the Codice della Strada (Road Code) does not contemplate a vehicle with less than four wheels that is fuelled with CNG. A small amendment to the norms container in the Road Code would be enough to allow the scooter to circulate without any problem, and by the way, the on board components meet the requirements of the European regulation R110. Very likely, behind this official position there is the in-terest of the big oil companies, which hamper these kinds of innovative projects because, if successful they would be detrimental for their interests!In the future, natural gas will be indispensable as we are running out of oil and we as students must be pre-pared for the technology change on the two-wheels and four-wheels vehicles and on industrial vehicles. Our hope will never fade out, as in our future we want a better world.

THE NGV TECHNICIANs GROW UP

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nGV the italian tradition spread oVer the World

Fornovo Gas was formed in 1969, and it was responsible for :• CNG distribution in northern Italy• maintenance of CNG refuelling stations• Transport of CNG by cylinder truck.Having gained such a wide experience, Fornovo Gas also started recently with the design, manufacturing and sale of a new line of CNG compressors and dispensers which have become now the core business of the company. The firm has been certified to ISO 9001:2000 for its whole activity.The compressors built by Fornovo Gas are efficient, reliable and highly flexible in operating conditions. The compressors made by Fornovo Gas can work with a variable suction pressure between 0 and 220 bar, and require a power between 22 and 400 kW.Fornovo Gas is the perfect blend of skilful and motivated personnel, working in a young environment, with a long tradition but with a young and dynamic staff, ready to take and win the challenge of the market.Main products commercialised in the world:“GASVECTOR” – compression module certified CE – it is a preas-sembled module unit, optimised for the compression and distribution of CNG, adaptable to any intake pressure of gas from pipeline and to any need of flow rate.The module is also suitable to the compression of technical gases in various industria processes.It has the aspect of a cabin easily transportable, made of reinforced

concrete and steel.“ELECTRONIC DISPENSER OF CNG”:the device meters the actual mass flow of gas (Kg) delivered to the vehicle independent from pressure, temperature and density. The dispenser is designed for automatic operation, on various pressure levels. It has got an electronic counter and a self diagnostic program-me, with a very high reliability rate and very easy maintenance, it can exchange operational data with the central control of refuelling data and/or the central unit of the firm.“TURN KEY CNG REFUELLING STATION”: turn key delivery - in Italy and in all the countries of the world – of the compression and distribution system of CNG, including ancillaries and connecting piping, commissioning, start up and training.The system can be a public refuelling station, or a refuelling station for fleets. We can develop the whole building process, from engineering, including the passage for the necessary administrative permissions, down to the start up of the plant.“AFTER SALE ASSISTANCE”: assistance contracts with many arran-gements from programmed maintenance to “full service”, this is the result of forty years experience with our customer service, with 24 hour a day availability of our experts and assistants, all the year round.Fornovo Gas S.r.l. – Via P.M. Curie, 14 – 42100 Reggio Emilia. Tel. +39 0522-557675; Fax +39 0522 550112; E-mail: info@fornovogs.it

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Interview to Ing. Alessandro Cupellaro, Secretary of Comitato Fondo Bombole Metano (GFBM) and Chief of Attività Operative del Servizio Fondo Bombole Metano (SFBM)

Metano & MotoriIn Italy there are about 500.000 NGV and about 1,200,000 CNG cylinders.Would you tell us how safety is ensured to this very big “cylinder park”, taking into account the potential dangerousness of a flammable gas con-tainer under a pressure of 200 bar?

Alessandro CupellaroThe safety of the CNG cylinders has always been a must for all operators involved in this sector. In the early period after the last war the government dealt with this subject enforcing a law (Law n. 640 of 8 July 1950) to cover the utilisation of CNG cylinders.At that point the Fondo Bombole Metano was founded, and it was administered by a Committee which was composed by representatives from the relevant ministries (today the ministries of Economic Development, Economy and Finance, Transports), from the companies that produce or import natural gas, from companies that transport and distribute CNG for NGV, from cylinder owners and from Eni.So, since nearly sixty years ago, the Fondo Bombole Metano ensures optimum safety conditions to the cylinder application in service.The tasks of this organisation are mainly the following three:• to promote the revalidation tests of the cylinders at

their validity period expiry, up to the time of expi-ry of their maximum service life, to keep in service the cylinders passing the tests, and to destroy tho-se failing them, or those that, for any reason, rise any doubt about their integrity or their fitness for purpose.

• To stipulate an insurance which covers all risks co-

ming from accidents caused by CNG cylinders. • To carry on a control and management activity for

the sake of safety of CNG cylinder application on vehicles.

The periodic revalidation of CNG cylinders and their test is for sure the more demanding task both in terms of costs and organisation needs. To this end, the orga-nisation uses the plants and personnel of the company Servizi Fondo Bombole Metano (Eni Group) and two certified bodies that look after the suitability certifica-tion of over 200,000 cylinders every year.The Fondo Bombole Metano has got over 100 cylinder interchange deposits at special workshops having an agreement with it and notified by CUNA. In these structures some programmed batches of revalidated cylinders are kept at disposal, to make cylinder inter-change quicker for customers in the need for their cylinders to undergo the revalidation process. In this way, at the workshops the cylinders to be revalidated are taken out of the vehicles and immediately replaced with equal cylinders which are either new, or alrea-dy revalidated. All the activity of the Fondo Bombole Metano, including the coverage with the insurance of the whole cylinder park in circulation, is financed by the contribution which is paid by all customers as part of the CNG price at every refuelling operation. This contribution is paid to the Fondo Bombole Metano by the firms which deliver CNG at refuelling stations. In this way, three targets of paramount importance are met:• The economic coverage of all revalidation process

costs is granted, hence the continuity and adequacy of all operations to the market needs is ensured.

• The elimination of the economic deterrent to the ne-ed for substitution of the expired or failing cylinders, as the cost of the substitution with new cylinders has already been covered with the contribution included in the CNG price.

• The general check of the efficiency conditions of the cylinders, and hence, of the safety level of the whole cylinder park in circulation.

Metano & MotoriAlso the industrial sector of the CNG application to the transport system experiences know a con-tinuous and quick evolution. The cylinders instal-led on board of vehicles are made of different materials and are built with different technolo-gies. Remarkable changes have occurred also on the side of the market offer of car models running on CNG (OEM and aftermarket) and re-fuelling systems (public and private). What are

coMitato Gestione fondo BoMBole Metano (cnG cylinder ManaGeMent coMMittee)

is looKinG after the safety of people driVinG nGV

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the answers of Fondo Bombole Metano to this evolution trend?

Alessandro CupellaroWe have just launched a European tender for the pur-chase of cylinders certified to the UN ECE regulation R110 so that we can give a timely answer to the de-mand for substitution of this kind of vessels that are quickly spreading out on the market.We also started an initiative to involve the car manu-facturers in the process to spread out comprehensive information to customers on the cylinder revalidation test need issues. Furthermore, in the industrial structu-res of SFBM, we are doing constant research to update the adequacy of our technical structures and the reva-lidation procedures to keep pace with the progress of the construction technologies of cylinders. For example in our test laboratories in Jesi we installed an innovative plant for the external washing of fibre-glass composite cylinders, using very low temperatu-re carbon dioxide crystals. In this way we avoid any damage to the fibreglass wrap, as it might happen in the case of the traditional mechanical washing sy-stems with water. Another technology innovation is the adoption of robots capable of handling the cum-bersome composite cylinders of CNG busses without damaging the delicate coating surface.We keep in contact with car manufacturers and cylin-der manufacturers all over the world, which allows us to timely follow the technology evolution of this sector, and always provide the suitable answers to the demand from NGV customers.

Metano & Motori Which problems affect now the use of CNG in the transport sector, from the point of view of who has to care about the inherent cylinder safety?

Alessandro CupellaroThere are two problems that today worry us most. The first one is the notice of cars in circulation in Italy, coming from abroad, that have on board cylinders and systems that are not certified, on which an inter-vention is possible only in preventing the refuelling of CNG. The second one is coming from the more and more frequent cylinder thefts at the cylinder de-posits. The circulation out of control of these vessels could, in some year determine a situation of worri-some uncertainty. In respect of these problems, the Fondo Bombole Metano, after solicitation from the Committee, is in constant contact with the compe-tent authorities and with the operators of this sector to define and act all possible necessary measures to ensure the observance of the norms and ensure the safety to the users of CNG.

Metano & Motori Is the network of workshops that make the cylin-der replacement for periodic revalidation still adequate to the new market structure, where an

increasing share is made of OEM CNG vehicles?

Alessandro CupellaroThere are many workshops, entitled to the cylinder replacement, which are granting the maximum safety level. Of course the choice of the proper workshop is under the responsibility of the cylinder owner. Who asks us for advice, is addressed this way.

Metano & Motori Are the norms in force on construction, instal-lation and use of CNG cylinders still suitable to the purpose?

Alessandro CupellaroAlso the norms are always addressing the maximum safety rate. The Fondo Bombole Metano contributes to evolution of norms, offering all its know how and experience. Recently we asked to our competent ad-ministration to provide a procedure for the correct installation of the cylinders, in particular on the urban buses. The present legislation has a necessarily careful approach, but it is substantially adequate to the needs of the technology evolution of this sector. What has still to grow is the involvement and commitment of the CNG consumers. They have to contribute by keeping their CNG vehicle in the best safety and efficiency conditions, and they must help us by allowing us de-liver them the best possible service of cylinder periodic revalidation test. We would like everybody to be well aware of that our sole target is safety.

Robotised test station for R110 certified cylinders R110 type 2 and 3

Automatic management storage system for cylinders waiting for revalidation test

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stazione robotizzata per il collaudo delle bombole R110 tipo 2 e 3

stazione di stoccaggio automatizzata delle bombole in attesa di col-

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tWenty BiG firMs coMMitted to the

nGV sector deVelopMent

NGV System Italia, the Consortium of the Italian industry of natural gas, was formed in 1996 and collects the most important Italian operators that make NGV a reality today. NGV System Italia is the forum for confrontation and dialogue between the industrial and commercial operators of this sector, from refuelling up to the use and maintenance, and it is the action tool for the combined initiatives on the side of RCS, on the commercial side and that of communication, in connection with the national and international institutions. The main targets of the Consortium:• to protect and develop the natural gas vehicle sector at national

and international level• to promote the technological capability of the Italian industry

on the whole chain of NGV, from single components to whole vehicles, to engineering and construction of refuelling station plants

• to offer to the present or future users an integrated system and not only the single products

• to be for members a forum for exchange of information, opinion and confrontation of experiences

• to open for members a national and international window on the NGV sector and a common contact canal for promotion and dialogue with the legislative and normative bodies

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• to develop promotional initiatives and directly contribute to the development of norms

• to promote contacts and cooperation with the other associations of this sector, at national and international level

The 20 member companies are the forerunners of the production and development of the NGV technologies, thus ensuring quality and constant innovation of the NGV sector.In particular they can offer:• engines, CNG control and fuelling systems for OEM or

aftermarket, complete specific vehicles for natural gas;• ‘micro’ and ‘macro’ service stations, from design to turn key;• System studies for the optimum distribution of refuelling stations

over a geographic area;• business plan and economical/environmental balance

assessments;• studies and systems for the local public transport.We present in the following a panoramic of the activity of the NGV System Italia members which allows evaluating the completeness of the possible intervention sectors of the single members. Starting with this issue, Metano e Motori will present the companies that are members of the Consortium of the Italian gas industry.

Fields of activity Fields of activity

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Fillingstationsnetworkplanningintheterritory

FillingstationengineeringFillingstationcomponents(compressors,dispensers,receptacles)Components,controlmodulesandcompleteCNGfuelsystemsforOEMandaftermarket.alves,pipes,fittingsandaccessories(high/lowpressure)forvehicleinstallations(heavyduty/lightduty)NaturalGascylinders,production

NaturalGascylinders,legalperiodicinspectionNGenginesresearchanddeverlopmemtOEMNaturalGasEnginesforlightandheavydutyvehiclesOEMNaturalGasbusesNaturalGasfleetmanagement(fuelsupply,maintenance,etc.)Researchanddevelopmentof2and3wheelsvehicles,of4wheelsmallvehiclesandofsmallstationaryenginesoperatingonnaturalgas,bio-methaneandmethane-hydrogenblendsStudyandsystemsforLPT

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TWENTY bIG FIRMs COMMITTED TO THE NGV sECTOR DEVELOPMENT

ASSTRA, Associazione Trasporti, is the Italian association of private as well as local government-owned LPT companies.ASSTRA’s members are urban and suburban road transport operators, all local railways (except those owned by Trenitalia S.p.A.) as well as inland waterways transport operators. The Association lobbies for the needs and interests of private and public transport companies in the appropriate institutional fora and promotes collective mobility at the international, national, regional and local level.

ASSTRA offers its members a wide spectrum of services such as legal, economic-financial and tax advice along with counselling in matters relating to trade unions, insurance, railways and technological progress.

Both internal and external communication activities ensure the circulation of the main sector-related news as well as the necessary visibility of the Association in the media and at the institutional level.

The publication of a monthly magazine and a weekly newsletter along with the organisation of seminars and meetings guarantee the exchange of national and international best practices as well as continuous training.

ASSTRA,Transport Association, represents in Italy:

· 214 transport companies (95% Urban Public Transport, 75% suburban and regional public transport)

· 100,000 employees· 35,000 vehicles· 6% of urban fleet are CNG powered 1 · 1,65 billion kms/years· 210,000 kms network· 5,2 billion passengers a year· 5,000 Italian municipalities disserved with an overall population of 53 million people more than 7,3 billion Euros turnover.

1Source: ASSTRA – Autobus investimenti 2004

ASSTRA - Associazione italiana aziende di trasporto pubblico locale (TPL) – Studi e sistemi per il TPLPiazza Cola di Rienzo, 80 - 00192 Roma - Tel. +39 06 68603.1- Fax +39 06 68603.555asstra@asstra.it - www.asstra.it

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CNG ENGINES

Providing technologically-feasible solutions for improved air quality in urban areasAs opposed to emerging technologies such as Fuel Cells, which are still in the embryonic stage ofdevelopment with regard to practical application to land transport vehicles, CNG enginescurrently provide the only feasible technological solutions in industrial and economic terms to theproblem of insufficient air quality and high levels of exhaust pollution, in certain urban areas.

At CRF /Fiat Powertrain (CRF/FPT), important technological developments have been made as regards:• definition of electronic gas injection CNG technology to comply

with E-OBD (European On-Board Diagnostic) standards;• conceptual studies of electronic gas injection system packaging

on different engines to improve air/gas mixing distribution on inlet ducts;

• development of dedicated electronic engine control system for CNG engines.

Among recent applications of related technology:• experimental validation of two new heavy duty CNG-only engines for

public transportation buses, garbage collection and commercial trucks;• adaptation of present CNG engines to E-OBD requirements;• fi nal development of new delivery vans and minibuses with cleaner engines and optimised CNG tank installation;• initial development of a new small CNG engine for passenger cars;• several other engineering projects mainly related to reducing the costs and improving the performance of existing CNG

engines have also been carried out.

C.R.F. - Centro Ricerche Fiat/FPT - Research on engines and vehicles for conventional and alternative fuelsStrada per Torino, 50 - 10043 Orbassano (TO) Italy - Tel.+39 011 908 3258 - Fax +39 011 908 3410 - marketing@crf.it - www.crf.it Corso Settembrini 167 – 10135 Torino Italia - Tel. +39 011 003011 - www.fptpowertrain.com

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A lot of activity has been carried out on the side of norms, regulations and standards for the NGV sector, especially since with the activation in 1995 of the two normative committees ISO/TC22/SC25, and CEN/TC326, both with a scope dealing with CNG road vehicles.

The basic norms are now in place, covering al-most all the main aspects of this sector. But this is not the end of a story. Opposite, the NGV mar-ket development still need a lot of attention to create the norms and regulations still missing, to improve the already existing ones where needed, and to harmonise worldwide the norms with the same scope, that have conflicting requirements or discrepancies.

This need is to be satisfied as soon as possible in the near future. It is important for the whole productive system, so it will be in a position to reduce costs and easily trade the products eve-rywhere in the world. It is also important for customers, for them to perceive an impression of friendship and reliability from the whole system, with no technical barrier to cross border travelling, and with a dependable after-sale technical assistance, and an easy, solid, repeatable cylinder, vehicle, and component pe-riodic revalidation procedure.

Finally, it is essential for decision makers, and po-licy makers, making them more confident on a uniform safety, quality, and environment friendly standard, which level is irrelevant of the origin or destination of the product and of the vehicle. The new framework for the NGV sector includes European policies, emission and safety regulation, standard revision, new standards on components or on aspects not covered yet.

The European ParliamentThe European Parliament voted on December 14, 2006 on the “Morgan Report,” which is part of Parliament’s advice to the European Commission’s Sustainable, Competitive and Secure Energy for Europe Green Paper.

The report highlights the future role that gaseous fuels, specifically natural gas and biomethane, should have in meeting future transportation fuel requirements in Europe. For the natural gas vehicle (NGV) industry this vote

means very welcome news. The Morgan report indicates that “recognition is given to both liquid and gaseous biofuels as an option for the tran-sport sector and not just as a fuel for generating electricity.” So far the European Commission has looked at biogas only as a fuel to generate elec-tricity and not to be used in the transport sector to replace petroleum.

As for natural gas used in vehicles, which has been targeted by the Commission in previous policy statements and reports to replace 10% of the pe-troleum used in the transportation sector by 2020, Parliament has recommended that the European Commission create a “natural gas directive to ba-lance those for biofuels and hydrogen.” Natural gas as a vehicle fuel has suffered from a lack of policy attention, even though it is seen by the Commission as ‘the only fuel alternative to replace 5% of the transport sector petroleum by 2010.” Biomethane from agricultural and urban waste could replace 20% of the transport sector fuel consumption by 2030, according to a 2006 study by the Wuppertal Institute in Germany.

As for global warming emissions, every NGV re-duces CO

2 by 20-25% compared to an equivalent gasoline car; biomethane reduces CO2 by 100% on a well-to-wheel basis. Fortunately, the European Parliament, representing 450 million European ci-tizens, in early 2007 called on the Commission to rebalance its transportation policy more in favour of renewable biomethane and NGVs.

The upcoming EC proposals made in January 2007 included a favourable policy follow-up. NGV sec-tor faces an interesting period, as the European Commission will address the contents of the Morgan Report.

All the supporters of NGVs and renewable bio-methane all across Europe will now have to work together closely to ensure that the support offered by the European Parliament will result in legisla-tive and regulatory actions boosting NGV market development. The European Commission develops its European Energy Policy and a Green Paper on Transport. The Parliament amendments are an important messa-ge that must be heard by key policy makers within the European Commission.

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EURO 5 limitAfter elaboration by the Motor Vehicle Emissions Group (MVEG) subgroup on Euro 5 emissions re-gulations, the Euro 5 light duty vehicle regulations now includes biomethane within its definitions for natural gas (CH4). The regulations use the word biogas, however, the part of the NGV industry supporting renewa-ble methane has made an important distinction between biogas as the first output of the rene-wable ‘methanization’ process, and the product that is then upgraded to ‘biomethane’ and used in vehicles. Biogas typically has been considered, by European policy makers, as an electricity generating fuel. The distinction is very important for the NGV in-dustry in that it gives official recognition to both natural gas as fossil fuel, and biomethane as re-newable resource.

Biomethane will likely become more visible and important because European energy policy will increasingly focus on renewable resources while some concerns are arising about natural gas avai-lability and transport, compared to the past.

Also included in the Euro 5 regulations are measu-res to impose stricter limits on pollutant emissions from diesel and petrol cars, in particular nitrogen oxides and particulate matter, which pose the most serious health and environmental problems. The regulation also includes a non-methane hydrocarbon standard for all cars with spark igni-tion engines, yet a total hydrocarbon standard also is maintained.

Maintaining a THC continue to cause problems for the NGV retrofit industry. Some alternative suggestions are being studied, by an informal ad hoc working group formed inside GRPE, in hopes that something can be done to revise the ECE regulation R 115 covering LPG and CNG retrofit, in a way that would ease some of the problems identified by NGV conversion companies.

A possible solution could be for example an exem-ption to be allowed to NGV to the THC limit. Originally the Commission planned that the Euro 5 proposal would come into force by mid-2008 for new car models and in 2010 for all new cars, but Parliament has voted to delay its introduction by one year in order to provide sufficient preparation time for building and testing adapted engines.

The schedule for adoption of the new regulations is set as follows:• Early 2007: Parliament vote to be confirmed by

EU member states.• September 2009: Euro 5 applies to all new car

models (light commercial vehicles and special

needs cars in September 2010).• January 2011: Euro 5 applies to all new cars

(light commercial vehicles and special needs cars in January 2012).

• September 2014: Euro 6 applies to all new car models (light commercial vehicles and special needs cars in January 2015).

• September 2015: Euro 6 applies to all new cars (light commercial vehicles and special needs cars in January 2016).

Future connectors and receptaclesOn 11 January 2007 the amendment was appro-ved to UN ECE Regulation 110 for the universal NGV fuel receptacle (200 bar service pressure). The work to develop and standardize this compo-nent that fosters harmonization of refuelling re-ceptacles and nozzles began by the North America Natural Gas Vehicle Coalition in 1988 and was the initial driver to bring a common fuelling receptacle to the NGV market.

Prior to that time the market was dominated by at least four types of connectors with eight or nine different sizes. The effort was brought forth from North America to the International Standards Organization and then offered as part of the international regula-tory framework at the United Nations in 2005. Now adopted as a worldwide regulation under the auspices of the United Nations, the fuelling connector standard has passed its final stage in June 2007 at the Working Forum 29, World fo-rum for Harmonization of Vehicle Regulations (WP29), where it has been adopted as a result of the positive vote by the GRPE. As such, it has now become a legal regulation that will be required for usage by signatories of the 1958 and 1998 United Nations treaties.

For countries not signatories of these treaties the UN regulation still will serve as the main model for adoption of the universal NGV-1 fuelling con-nector. It is now hoped that NGV-1 will achieve wide-scale market adoption in order to pave the way to enable customers to fuel their NGVs easily with one fuelling system.

A similar but larger profile of the fuelling recepta-cle for large trucks and buses will be considered as a future amendment to Regulation 110.

Other UN ECE Regulation amendmentsTwo other regulatory amendments to the ECE Regulation 110 were forwarded at 11 January 2007 GRPE meeting:• An amendment allowing welded steel CNG

cylinder liners has been proposed by Germany. The amendment was forwarded on behalf of a German-based cylinder manufacturer and

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testing has been done by the German TÜV. The amendment would apply to fully wrapped cylinders.

• An amendment was proposed by Italy to provid conformity between ISO and the UN ECE R110 regulations, to increase to 50,000 cycle durabi-lity testing of natural gas pressure regulators. Almost every time the accelerator pedal posi-tion is changed substantially by the driver, the pressure regulator operates to accommodate accordingly the fuel flow to engine’s demand, while keeping a constant gas pressure. So the endurance of this device must be tested by me-ans of a sufficiently large number of operation cycles.

Both the amendments have been passed at the June meeting of the full WP 29 (World Harmonisation of Vehicle Regulations). It is to be noted that the experts of some cylinder manufacturers argued about the validity of the acceptance of welded steel CNG cylinder liners, as the amendment has apparently been accepted with little technology rationale.

ISO round table on global harmonisation of regulations, codes and standards for gaseous fuels and vehiclesThe process to harmonize gaseous fuel standards and regulations (natural gas and hydrogen) was initiated within the United Nations by ENGVA and IANGV, and resulted in the organisation of the International Standards Organisation (ISO) Round Table on Global Harmonisation of Regulations, Codes and Standards for Gaseous Fuels and Vehicles, held on 10 January in Geneva.

The aim was to identify harmonization issues and needs from the perspective of stakeholders such as: governments, the automotive industry, fuel suppliers, builders of gaseous fuel infrastructures, and the United Nations regulators involved in au-tomotive and energy issues. The group also focused on both the challenges and opportunities for global harmonization of standards and regulations.

The event was attended by over 70 delegates mainly from industry, research and government with an even split between those involved with natural gas vehicles and those involved with hydrogen vehicles.

Four key questions and some answers were rai-sed:1) What are the benefits and opportunities of having globally harmonized regulations codes and standards for the gaseous fuels and vehicles sectors? Answer: safety for costumers; quick de-velopment of technology; safe and sustainable development; reduction of the number of product

versions. Access to global markets and products which are less expensive for customers.

2) How can we avoid discrepancies between technical regulations and the requirements of International Standards? Answer: through a sin-gle common standard which can be referred to a common regulation; international standards; sa-fety and functionality as essential elements; there is a need to involve regulators in the preparation of standards; there is a need to develop a global harmonization body.

3) How can we avoid proliferation of different national standards and, instead, produce globally relevant International standards? Answer: clearly different standards worldwide create barriers to market entry, and especially to the cost of the product. There should be a procedure to migrate from national to international standards when in-ternational standards are eventually written and the national perspective should be abolished.

4) What are the top International priorities for standardization and Technical Regulations in the gaseous fuels and vehicle sector? Answer: the LNG and dual fuel standard and re-gulations for vehicles and fuels; specification for natural gas mixtures; harmonize fuel quality and vehicle safety; material compatibility for hydrogen operation. Also, generally the concern should be focused on fuelling stations, fuel storage, pressure levels and periodic inspections. The paramount consi-deration is safety.

(The contribution of the IANGV, a Gap Analysis of International NGV Standards prepared by Hien Ly of Australia can be found on the IANGV website by visiting:http://www.iangv.org/content/view/96/113/.)

Main targets of global harmonization• Less expensive certification procedures• avoid “jurisdictional jungle” and undue profes-

sional interest• a single common standard (e.g. ISO) as reference

for regulation• Meeting the need for ISO and UN to work to-

gether to ensure that standards are properly addressed in regulations

• Get LNG and dual fuel standard and regulation for vehicles and components; fuels; refuelling stations

The results of the ISO Roundtable on global har-monization were presented and discussed at fol-lowing meetings:• ECE Working Party on Pollution and Energy

(GRPE) session held in Geneva on 11 and 12

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January 2007• ECE Working Party on Gas (WP3) session held

in Geneva on 24 and 25 January 2007• ISO/TMB meeting held in Geneva on 7-8

February 2007• World Forum For Harmonization of Vehicle

Regulations 141st session. Geneva, 13-16 March 2007

• ISO/TC58 and SC meetings held in Washington from 27 March to 4 April 2007

• ISO/TC220 meeting held in Paris on 11 May 2007

• ISO/TC22 meeting held in Berlin from 4 to 6 June 2007

A final set of recommendations was uploaded onto ISO online for the participants. The concerned ISO/TC Chairmen and Secretaries of ISO/TC22 “Road vehicles”, ISO/TC28 “Petroleum products and lu-bricants”, ISO/TC58 “Gas cylinders”, ISO/TC193 “Natural gas”, ISO/TC197 “Hydrogen technolo-gies” and ISO/TC220 “ Cryogenic vessels” have been involved in the process. (See p. 32)

LNG standardsENGVA sponsored a workshop on 5-6 December 2006 in Hoofddorp Netherlands, on Liquefied Natural Gas for Vehicles and its potential for Europe. The workshop covered a wide variety of issues which included: LNG supply and trading; strategies for the future, standards and standards development for LNG vehicles and fuel-ling stations in Europe, and liquefied-to-compressed natural gas fuelling (L-CNG). To begin the work pro-cess within the Committee for European Normalisation (CEN), the principle standards development body wi-thin the European Commission, or in ISO, at a higher International level, at least five countries’ national stan-dards institutes have to provide to CEN or ISO their support for new work item(s) related to LNG-vehicles and fuelling stations. This work likely would be done under the auspices of the CEN Technical Committee 326 (or possibly in the appropriate LNG committee), responsible for the work on NGVs and fuelling sta-tions. So far the national standards organisations who have been motivated by LNG stakeholders are from Italy, France and Spain. But now some more national standards organisations seem to show some interest, from Sweden, UK, Czech Republic, Norway; so the required number of partners seems to be there to begin the process to develop standards. The CEN and ISO standard process requires funding from industry or government in order to provide the expertise and experts required to begin developing the standards that, in their turn, will facilitate the commercial deve-lopment of the L-NGV market in Europe.

Fuel Quality DirectiveENGVA participated in a public hearing on 5 July 2007 in Brussels on the developing Fuel Quality Directive that is being reviewed by Parliament. The directive is looking specifically at alternative

fuels, fuel composition and fuel quality, with focus on biofuels, even if most of the issues relate to liquids. Chairing the meeting was the Parliament’s rapporteur for this directive, Dorette Corbey, MEP for the Netherlands, who was responsible for ga-thering amendments from Parliament by September 2007, in order to return a version to the European Commission for further moulding into a Directive. At the hearing, participants were reminded that biogas-to-biomethane should be an equally im-portant player in the consideration of fuels; and that equal and consistent energy units should be considered in measuring fuels per kilometre (that litre/per/kilometre is now outdated).

European policies affecting NGV The European Commission has launched some pu-blic consultations on energy, transport and environ-ment topics, preparing for further legislative and regulatory measures. The EU government-related activities into the future include:• The Sustainable, Competitive and Secure Energy

for Europe, billed as the European Energy Policy;• The European Urban Transport Policy.• Biofuels policy and updated Biofuels Directive

(from 2003), which the NGV sector continue to advocate more focus on biogas-to-biomethane and not just for electricity generation;

• Euro 5 & Euro 6. The Euro 5 (light duty vehi-cles) final version of the document has been issued. The first announcement about the Euro 6 public consultation was launched on 11 July 2007. The pertinent document can be consulted at: http://ec.europa.eu/enterprise/automotive/pa-gesbackground/pollutant_emission/heavy_duty/public_consultation/index.htm.

• Green Paper on Market Based Instruments (taxa-tion and incentives); it is another public consulta-tion. Information can be accessed by visiting the EU website at: http://ec.europa.eu/taxation_cu-stoms/article_3849_en.htm. Comments were due by 31 July 2007.

• A Framework Directive on Renewables has be-en presented by the European Commission in November 2007.

Public consultation on the future Euro VI emis-sion limits for heavy duty vehiclesExisting Community legislation establishes the limit values applicable to control the pollutant emissions such as particulate matters or NOx from all heavy duty vehicles in the stages Euro IV (2006) and Euro V (2009). The objective of the proposal which is the subject of this consultation is to lay down harmoni-sed rules for the next stage of emission limits (Euro VI) with a view to ensuring the functioning of the internal market while at the same time providing for a high level of environmental protection regarding atmospheric emissions. The Member States and their citizens are concerned about the risks to hu-

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man health and the environment that results from air pollution. Although air quality has improved over the past decade, there are still significant air quality problems throughout the European Union, especially in urban areas and in densely populated regions.The Thematic Strategy on Air Quality, within the

framework of the CAFE (Clean Air For Europe) pro-gramme, states that further reductions on pollutant emissions from heavy duty vehicles are required to achieve the air quality objective for Europe in the year 2020. The Euro VI stage will have to be de-veloped in this context, considering the cost and benefit of different levels of stringency. According

man health and the environment that results from framework of the CAFE (Clean Air For Europe) pro

aCtiVity itEms

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LNG and dual fuel standards and regulations for vehicles and fuels

LNG standards• vehicles

• vehicles components• tank

• connector• fuels

Dual fuel standards• vehicles

• vehicle components• tank

• connector• fuels

LNG fuel vehicles: IANGV has been requested to submit NWIP for the tank, the connector and vehicles components. The NWIP for the tank will

be initiated in ISO/TC220 and the NWIPs for the connector and vehicle equipment will be initiated in ISO/TC22/SC25.

quality of LNG fuel: the subject has been referred to ISO/TC193 for review.dual fuel standards: item still to be defined (ISO/TC22)

Specification for natural gas hydrogen mixtures and components

Specification for natural gas hydrogen mixtures -- quality

Specification for natural gas hydrogen mixtures -- components

quality of natural gas hydrogen mixture: it is referred to ISO/TC193 and ISO/TC197 for review and submission of NWIs.

vehicle components and connectors: the matter is still to be defined by ISO/TC22/SC25.

Interchangeable components: high pressure, low volume fuel tanks and interfaces

Interchangeability for high pressure• vehicle components

• low volume containers• connectors

reference: ISO/TC22

Fuel quality and vehicle safety

Fuel quality and vehicle safety • CNG• LNG

• Compressed H2

• Liquefied H2

• H2 for hydrogen fuel cells• NG and H2 mixtures

• Others

natural gas: ISO 15403-1 & 2 from ISO/TC193 are available. It is to be decided to what extent are these standards valid for LNG fuels. This

matter is to be covered by ISO/TC193.hydrogen quality: ISO 14687-1 from ISO/TC197 is available. For fuel cells,

AWI 14687-2 is under preparation.NG and H2 mixtures: ISO/TC193 and ISO/TC197 have been requested to

advise.

Material compatibility for hydrogen operationMaterial compatibility for hydrogen operation

• compatibility with metals• compatibility with non metallic materials

Compatibility relating to metals: ISO11114-4 from ISO/TC58. ISO/TC58 WG7, active to register a preliminary Work Item aimed at undertaking

further tests and studies.

harmonisation of UN ECE Regulation R110 and R115 with ISO standards

ISO-ECE harmonisation is in process

construction of tank: ISO/TC58 checks the possibility of harmonization between ISO 11439 and ECE/R110. A meeting of ISO/TC58/SC3/WG17

took place in Washington on 4 April 2007. A draft revision of that standard is envisaged before submitting any request to the GRPE.

vehicle equipment: ISO/ECE harmonisation matter is to be reviewed and dealt with by ISO/TC22/SC25. (ISO 14469-1 to 3 on connectors and ISO

15500-1 to 20 and ISO 15501-1 and 2 on vehicle equipment.)

Ng and h2 fuel infrastructure

Safety standards for fuelling stations

Safety standards for fuelling stations • CNG• LNG• CH2

• LH2

• NG and H2 mixtures

NG fuelling station: matter referred to CEN. hydrogen fuelling station: matter referred to ISO/TC197 (ISO/PAS

15594.2004 and ISO/AWI TS 20012 under preparation.)

Safety standards for fuelling stations ìSafety standards for LNG tanks

Safety standards for NG and H2 mixture cylinders

LNG tanks: ISO/TC220 expects to receive a NWIP proposal from IANGV.The subject will be reviewed by ISO/TC58 and ISO/TC197 when these

fuels will be defined

Safety standards for periodic inspectionSafety standards for periodic inspection

• LNG tank• Hydrogen

LNG tank: ISO/TC220 is to receive a NWIP from IANGV. H2 tank: matter referred to ISO/TC197 for study

Safety standards for fuel quality Quality for bio-fuels bio-fuels: matter referred to ISO/TC28

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to the CAFE programme, the measures to be im-plemented in the Euro VI stage will mainly address the reduction of ozone precursors (NOx and HC) and particulate matter (PM). The objective of the European Commission when launching this public consultation is to seek the public's views on the best way forward in the field of pollutant emissions from heavy duty vehicles.

Scenarios of the regulatory approachIn order to introduce limit values in a future stage, the Commission services sent out a questionnaire to stakeholders on new Euro VI emission limits for heavy duty vehicles. The questionnaire developed a number of scenarios for new limit values and sought data on the technology that would be required to meet those values and the associated costs. An ex-pert panel of independent consultants was engaged to review responses to the questionnaire. The aim was to assess and validate the stakeholder respon-ses and reach a common position on the technology required and cost for each scenario. According to the information provided, a number of scenarios, combining different levels of PM, NOx and HC emis-sions for compression ignition engines (CI) and posi-tive ignition (PI) engines fuelled with gas (natural gas or liquefied petroleum gas) have been developed as described in the table hereafter.

The columns indicating limit values for positive igni-tion (PI) engines have been introduced because the-se will be needed for gas powered vehicles. In fact, gas fuelled buses currently represent around 1% of the buses on the EU market, while gas fuelled trucks represent less than 0.5% of the trucks on the EU market. In practice, therefore, the emission limits for diesel vehicles, i.e. those with compression ignition (CI) engines, will have the most significant impact on air quality.Limit values in scenario A are considered to be equi-valent to the future US standards. Compliance with the emission limits of this scenario would require a higher rate of cooled exhaust gas recirculation (EGR) (in addition to the use of a more efficient selective

catalytic reduction (SCR) system). The higher rate of cooled EGR would lead to a higher fuel consumption and hence to higher CO

2 emissions (2% or more).Scenario D could also be considered, to a certain extent, as equivalent to the US standards. Higher fuel consumption with higher CO2 emissions is not foreseen in this case.Scenario B is stricter than scenario A in terms of NOx for diesel engines but less stringent in terms of PM. This scenario requires a rate of cooled EGR that is considerably higher than that of scenario A. In order to achieve such a high ratio of EGR, scenario B requires an improved cooling system. As a result, higher fuel consumption and thus higher CO2 emis-sions of around 5% to 6% are anticipated.Finally, scenario C is the least stringent in terms of NOx emissions; no negative impact is anticipated in terms of fuel consumption/CO2.Stakeholders were requested to give their views on which of the above mentioned scenarios is the most appropriate for implementation at the Euro VI stage. In this context, the Commission services would be interested in whether stakeholders have a preferen-ce for stricter limits of pollutant emissions, even if this leads to higher CO2 emissions, or for lower CO2 emissions, even if this means less stringent pollutant emissions, or for a balanced mid-way solution.Notes

GRPE = Group Rapporteur Pollution et EnergieMEP = member of European ParliamentNWIPs = new work item proposals;WI = work Item;

ISO Round Table report available at:h t tp : / /www. i so .o rg / i so /en /commcent re /events/2006/roundtable.html

The columns indicating limit values for positive igni GRPE = Group Rapporteur Pollution et Energie

table euri vi scenarios

g/kWh a B c D

engine ci2) Pi3) ci2) Pi3) ci2) Pi3) ci2) Pi3)

PM 0.01 0.01 0.02 0.02 0.0115 0.02 0.015 0.01

NOx 0.4 0.4 0.2 2.0 1.0 2.0 0.5 1.0

thc 0.16 0.66 0.55 1.05 0.55 1.05 0.55 1.05

cO 4.0 4.0 4.0 3.0 4.0 3.0 4.0 3.0

Nh3 1) 10 ppm 10 ppm 10 ppm 10 ppm 10 ppm 10 ppm 10 ppm 10 ppm

increased cO2

4) 2-3 % - 5-6 % - Neutral - Neutral -

1) To be applicable to vehicles using SCR (Selective Catalytic Reduction) after-treatment technology2) Engines fuelled with diesel and ethanol3) Engines fuelled with natural gas (NG) and liquefied petroleum gas (LPG)4) Anticipated additional CO2 emissions resulting from the various scenarios

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La quinta edizione di Terra Futura si svolgerà sem-pre alla Fortezza da Basso, a Firenze, dal 23 al 25 maggio 2008.Terra Futura è una grande mostra-convegno strut-turata in un’area espositiva, di anno in anno più ampia e articolata, e in un calendario di appunta-menti culturali di alto spessore, tra convegni, se-minari, workshop; e ancora laboratori e momenti di animazione e spettacolo.

Nata dall’obiettivo comune di garantire un futuro al nostro pianeta la manifestazione mette al centro le tematiche e le “buone pratiche” della sosteni-bilità sociale, economica e ambientale, attuabili in tutti i campi: dalla vita quotidiana alle relazioni sociali, dal sistema economico all’amministrazio-ne della cosa pubblica. Numerosi e importanti i consensi raccolti negli anni.

550 espositori con 5000 realtà rappresentate, 220 appuntamenti culturali e 850 relatori, 160 mo-menti fra animazioni e laboratori: questi i numeri della tre giorni, per scoprire e valorizzare le buo-ne pratiche esistenti, ed evidenziare quali siano i fronti su cui è necessario agire.

Sarà Banca Etica ad inaugurare il calendario di appuntamenti dedicati alla mobilità sostenibile aprendo le due giornate del convegno “La mo-bilità sostenibile: esperienze, progetti e mezzi a confronto”. Venerdì 23 maggio, un seminario dove si con-fronteranno qualificate esperienze ed operatori di settore con l’obiettivo di verificare lo stato della “rete” di car sharing italiana e di individuare mo-delli condivisi e possibili sinergie future.

Sabato 24 maggio si alterneranno workshop curati da autorevoli operatori della mobilità sostenibile, tra cui Euromobility e il Forum Italiano dell’Idro-geno.E all’interno della sezione espositiva “Eco–Idea–Mobility” un infopoint gestito da Federmobilità e Firenzelettrica offrirà consulenze e informazioni a operatori e visitatori. In rassegna anche diverse tipologie di veicoli eco-logici, come ad esempio quelli elettrici, a gpl e a metano presentati da Piaggio. Non mancheranno i progetti di mobilità soste-nibile pubblica di Ataf e la Compagnia Toscana Trasporti.

la nuoVa edizione di terra futura

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Wednesday 21 November the seminar “Energia, Trasporti e Clima, il rapporto tra produzioni energe-tiche e modificazioni climatiche” (Energy, transport and environment, the relations between energy production and climate change) was held in Ispra (Varese). It was the third event of the scientific plan inside the Premio Sapio (Sapio Prize) for the Italian research done in 2007. The seminar, hosted by IES, Institute for Environment and Sustainability, and by the Trasport and Air Quality Unit, has been held at the Auditorium of Joint Research Centre - IES, Via E. Fermi 1, Ispra. After the circulation of the ONU report on climate, prepared by the 2,500 experts of IPCC (Intergovernmental Panel on Climate Change), the interest has grown further for alternative energy sources.

The seminar, was very interesting and well struc-tured, has covered the affect of traditional energy sources on climate and has mainly highlighted the alternative energy sources and their potential con-tribution to providing adequate solutions to the problem of global warming.

nn aGEndaOpening: presentation of Sapio Prize for Italian ResearchSergio De Sanctis, Director of Research, Development and Innovation in Sapio Group and Moderator of the workshopHarold Scholz, Istituto per l’Ambiente e la

Sostenibilità Joint Research CentrePaolo Gozzi, Mayor of Ispra

The papers11.00 Paolo Lauriola, ISDE - International Society of Doctors for the Environment – Director of the Thematic Structure of Environmental Epidemiology - ARPA Emilia Romagna "Effects on health from traffic: epidemiological evidences, exposition and risk"11.15 Ugo Bardi, President ASPO - Association for the Study of Peak Oil & Gas Italian Section Italia “Fossil fuels and global warming”11.30 Toufic El Asmar, Department of Agricultural Economy – DEART, University of Firenze and Secretary of ASPO - Association for the Study of Peak Oil & Gas Italian Section Italia “Electric Agriculture or Agrienergy”11.45 Gabriele Migliavacca, Senior Researcher at Stazione Sperimentale per i Combustibili – San Donato Milanese “Potential reduction of GHG emis-sions by means of energy reccovery from urban and industrial waste”12.00 Alberto Rota, Professor at Politecnico di Milano – Energy Department "2020 Reneable ener-gy in Italy: analysis of the possible development" 14.00 Gabriele Masera, Senior Researcher at Department of Building, Environment, Sciences and Technology - Politecnico di Milano "the aexchange phase materials for the building industry: the expe-rience of the Europaen research project C-TIDE"14.15 Vincent Mahieu; Transport and Air Quality Unit - JRC "Well-to Wheels analysis of future auto-motive fuels and powertrains"14.30 Nicola Romeo, Professor at Science Faculty MM. FF. NN. - Università degli Studi of Parma " Technology Innovation for Large Scale Production of thin film CdTe/CdS Solar Cell "14.45 Raffaele Tiscar, Managing Director of Networks, public utility and sustainable development services of Regione Lombardia " Energy Points"15.00 Giovanni De Santi, Director of Transport and Air Quality Unit – JRC

nn thE papErsPaolo LauriolaPollution has direct environmental effects, i.e. main-ly the degradation of monuments, climate changes, and detrimental effects on plants and animals.

And it has direct health effects, such as the short or long term effects on the breathing system, and tho-

seMinar “enerGy, trasport and cli-Mate, the relation BetWeen enerGyproduction and cliMate chanGe”

ispra, 21 noVeMBer 2007

1

Fig 1 mass concentration of elemental carbon and organic compounds, PM10 and PM2.5 at rural and urban sites and kerb sites

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se on the cardiovascular system. And finally it has in direct health effects: thermal discomfort, diffusion of infectious diseases, pollen allergy. Exposure to atmospheric pollution is a complex problem, as is the definition of the relation between exposition and concentration. Most part of the traditional pol-lutants has a strong interurban variability.

There are remarkable pollution level differences between the different areas of the same urban area, and between the urban areas and the suburbs in the country. The choice of the location for the pollution monitoring appliances is determinant for the result of parameters measurement. The compa-rability among different cities requires the homoge-neity of the pollution detector location sites. It is necessary to find the best compromise between the representativeness of the measured data and the possibility to focus on the most critical loca-tions. It is anyway difficult to define an average level of pollution in cities.The definition of the average exposition of popula-tion faces some problems also because each single person moves around during the day, thus expe-riencing different exposition situations. The pollution level is variable during the day. The pollution level in confined surroundings is not yet perfectly known, as it is even more variable than that in open air, being it a function of factors such as: • The concentration in open air;• Smoke of cigarette or from coking;• Building materials (tuff, asbestos, radon);• presence of glues, varnishes, and other substan-

ces potentially toxic;• building ventilation;• presence of air conditioning systems, space he-

ating systems etc.

For what concerns the mobility, a report of WHO states that the exposition to pollutants is:• more intense in the metro;• at an intermediate level on buses and in the

cars;• lower for who travels on foot or bicycle.

But this study refers to European urban areas, which are hardly comparable to the Italian cities in general, where street canyons are common, and there are climatic conditions that hamper the dis-sipation in the atmosphere, and scarcity of bicycle lanes far from the normal roads. A fundamental factor is the trip length and time, different from a mobility means to the other. The respiratory re-gime, hence the amount of pollutants inhaled is sure different for who travels on foot or by bicycle, compared to who drives a car or is in a bus. The benefit coming from the body activity is probably bigger than the damage caused by inhalation of polluting substances.

nn EffECts on human hEalth

The available bibliography about this aspect shows that the pollution caused by traffic contributes to:• the increase of the risk of death, in particular for

cardio-respiratory causes;• the increase of symptoms and respiratory disor-

ders not correlated to allergy;

2

Fig 2 average concentration of benzene in the air in Bologna, February 2007 (blue = urban areas; green: suburban areas)

3

Fig 3 concentration of benzene in Modena

4

Fig 4 effect on health

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• the possible increase of risk of developing allergy and of symptoms worsening in susceptible group of persons;

• the significant increase of risk of hearth attach subsequent to exposition;

• problems for the nervous system and increase of inflammation.

For an increase of PM10 from 10 to 40 μg/m3, there is an increase of mortality, from 0.65% to 2.6% (i.e. 0.65% per each additional 10 μg/m3).

The evaluated global ef-fect of particulate matter smaller than 10 micron in diametre, with a con-centration of 10 μg/m3, has been an increase of the daily death rate of 1.61%, whereas the ave-rage effect of PM10 in the same conditions has been evaluated as 0.7% mortality rate increa-se. Then there are long term effects, i.e. chronic effects, such as the incre-ase of lung tumours after long exposition; possible adverse effects for pre-gnant women. Out of 10,000 deaths for cardio-

vascular diseases, 75,000 are attributable to life stile (high cholesterol, high blo-

od pressure, scarcity of fruits and vegetables in the diet, no sport, tobacco), and 4,000 are attributable to an exposition to 40 μg/m3 of PM2,5.

Ugo BardiOil and gas reserves may not meet even the most conservative of the IPCC’s scenarios.

Carbon on Earth (Pg, gx1015 = tons x109 )• Atmosphere = 660 • Biosphere = 600• Humus = 1,000 – 2,500• Fossil fuels = 5,000 – 6,000• Methane hydrates = 104 - 106 (?)• Ocean = 3.5 x 104

• Kerosen = 106

• Carbonates = 107

(See Fig. 7, 8)

The total amount of CO2 from recoverable fossil fuels is higher by a magnitude order that of the CO2 presently container by the atmosphere. In the history of Earth there are evidences of important climatic effects caused by fossil fuels (coal). Some social economical effects are influencing the re-coverable amount. Maybe just oil and natural gas together, cannot cause big climatic damages. The big uncertainty is coal: it could create immense po-tential climatic damages.

Toufic El AsmarThe progressive exhaustion of oil reserves and the global warming now out of control impose a revision of the concepts that lead the development of the present society. For millenniums, the human eco-nomy has been almost exclusively based on agricul-tural resources. In the last two centuries the situation has changed remarkably, after the fulcrum of the economy has shifted to another kind of resources: fossil fuels; in the beginning it was coal, then oil an finally natural gas. The difference between an economy based on agriculture and one based on mineral resources is a matter of economy rather than technology. In the short term, the apparent abun-dance of mining industry production makes this to appear as preferable to the agricultural approach. In the longer term, anyway, the wealth coming from mineral resources reveals as ephemeral.The targets of the RAMses project, carried on by the Agricultural Economy Department is: to examine a different approach to the problem of fossil fuel reserve exhaustion, i.e. to examine the possibility to substitute the mineral resources for renewable resources by means of the introduction, the diversi-fication and integration in the agricultural industry of different technologies which can give to this sector the energy independence. The project concerns a solar panel system, consti-tuted of photovoltaic panels having a power of 10 kWc, completely integrated for generation of energy and including a battery storage system which can be also used to energize a multipurpose vehicle for agricultural applications. The main use of the bat-teries is:

THE RELATON bETWEEN ENERGY PRODUCTION AND CLIMATE CHANGE

5

Fig 5 death rate increase among people older than 65, as con-sequence of an average increase of 10 μg/m3 of PM10 in various regions in the world (28 cities – study APHEA2)

The evaluated global ef-fect of particulate matter smaller than 10 micron

centration of 10 μg/m

the daily death rate of

the same conditions has

se. Then there are long term effects, i.e. chronic effects, such as the increase of lung tumours after

adverse effects for pregnant women. Out of

6

Fig 6 increase of the relative death risk as con-sequence of an increase of 10 μg/m3 [source: WHO (2005) Health effects of transport related air pollution]

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• to energize a multipurpose vehicle for agricultural applications;

• to constitute a storage system for the energy ou-tput of the photovoltaic system.

This set will optimize the performance of the whole system and will allow it use both as a “stand-alone” system (in the case of malfunction or network black out) and as a production system for energy to be sup-plied to the network, when the network is working.The RAMseS project has been active for only 12 mon-ths now, but it has already raised a lot of interest in a number of different sectors because of its innovative approach, in that it can be considered here and now as a concrete help to the agricultural industry. The RAMseS project is not only managing the electric vehicle and the combination of the concepts of rene-wable energy and electric vehicle. It is also included into a wider concept, which extend to a more general conversion of the agricultural process.

Gabriele MigliavaccaThe contribution of se-condary fuels, notwith-standing its small scale in comparison with the whole energy system, can play a not negligible role in the present situa-tion. This role is destined to grow in importance in the future scenarios. The combustion plants, fuelled with renewable source fuels, can be managed, depending on the demand needs, in a more flexible way as compared to other kin-ds of renewable energy sources. The technolo-gy development reveals itself as a fundamental factor in the energy strategies.Over the last years, we have seen a tendency towards a reduction of the direct waste dispo-sal in dumping ground, and an increase of the energy recovery (incine-rator with production of power). The solid urban waste has a high combustible portion, which is on average the 68.5% (plastic, paper, wood), ad high energy content. The disposal of

industrial and urban waste originates both biogenic and non biogenic garbage. Biogenic garbage can provide some energy recovery at the cost of some material consumption. The non biogenic garbage can provide some reutilization of useful materials, at the cost of some energy consumption.

7

Fig 7 forecast on world oil production (million barrels/day)

8

Fig 8 world production and reserves of coal

9

Fig 9 urban garbage disposal in Europe

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Of course, the combustion of these materials produces carbon dioxide.

But this carbon dioxide can be considered as a substitution of that which would be produced by the combustion of an equivalent quantity (in terms of energy), of traditional fuels, with the excep-tion of that deriving from combustion of non biogenic fuels. It can hence be considered at zero impact, because it allows saving the emission of the CO2 that would have been produced anyway as a consequence of the natural decay processes of organic materials. This does not apply opposite, to non biogenic materials, which, without combustion, are destined to keep the carbon content inside their structure very long in the future.

THE RELATON bETWEEN ENERGY PRODUCTION AND CLIMATE CHANGE

10

Fig 10 secondary fuels in industry [APAT, ONR(2005), “Rapporto rifiuti 2005”]

11

Fig 11 contribution of secondary fuels [APAT, ONR(2005), “Rapporto rifiuti 2005”]

12

Fig 12 potential energy recovery from secondary fuels [APAT, ONR(2005), “Rapporto rifiuti 2005” processed with data from SSC]

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Fig 13 CO2 produced by secondary fuels [APAT, ONR(2005), “Rapporto rifiuti 2005” processed with data from SSC]

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Fig 14 CO2 produced by non-biogenic secondary fuels [APAT, ONR(2005), “Rapporto rifiuti 2005” processed with data from SSC]

15

Fig 15 expected trend of the energy sector

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Alberto RotaBy creating what has been called “the Code of 20”, the European Council of 20/2/2007, committed itself, by 2020, to:• reduce the emissions of CO2 by 20%• reduce the energy consumption by 20%• increase the contribution of the renewable sources to 20% of the energy consumption.As a consequence of this decision, the European Commission should issue a binding directive, stating the expected contribu-tions from each country so that the global result is reaching the target of 20%. Even if the three targets are connected each other, they can be treated separately, at least to a certain extent, and we focus here on the renewable energy sources (FER). FER can supply thermal energy (biomass, thermal solar, low temperatu-re geothermal) but their main contribution to energy demand coverage has been so far in the form of electrical power. The hydraulic, wind, photovoltaic sources, directly produce in fact electric power, and also the high temperature geothermal and various kinds of biomass can be conveniently deployed by con-verting them into electric power. In the last 15 years the share of national energy demand covered by the FER has kept constant (~ 7%).

But if we consider the electric sector, and a wider time period, some important changes emerge. In the fifties, hydraulic energy alone ensured the coverage of a remarkable share of the power demand in Italy. It covered as much as 82% in 1960. Nowadays the whole bunch of renewable energy sources is barely covering more or less 14 - 18% of the energy needs.

Before committing to unaffordable commitments, it is necessary to carefully evaluate with reasonable assumptions which is the real potential of FER in terms of physics, and environment, on the basis of the available technologies, or on the basis of those technologies which we can reasonably expect to be available in the short term. In few words, we can state that the increase of the contribution of FER can be obtained by increasing:• the production of electric power from FER• the thermal applications• the share of biofuels used in the automotive sectorthe following considerations derive from a critical analysis of the evaluations done by CESI RICERCA, from the considerations expressed by the Redaction Committee of the magazine “Energia Elettrica” in the issue March/April 2007, with the elaboration of data done by the study Forres 2020, and the Position Paper of the Italian Government.

16

Fig 16 comparison between different technologies in 2005

17

Fig 17 comparison between different technologies in 2020

18

Fig 18 primary energy balance in Italy in 2005

19

Fig 19 renewable energy balance in Italy in 2005

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Hydroelectric powerThe production of hydroelectric power in Italy in 2005 was 36 TWh (11.85%).

The higher production rates could be reached, but only with the activation of at least some plants of medium size. The assertion that the Italian hydro-electric resources for plants above 10 MW power are fully deployed, is only partly true. There are still some sites having a good potential, where a dam would also censure some collateral benefits. But will we be able to overcome the unavoidable local opposition, or will we have another Val di Susa? We should invest on the hydroelectric energy, also for re-powering the existing plants, with the prospect to improve the hydraulic resources and the protec-tion of the territorial environment. A target which is within reach from the technical and economical point of view, even if extremely ambitious could be the production of 50 – 55 TW h/year.

Biomass - biogasThe energy production from biomass was 6.16 TWh (2.02%) in 2005.Making evaluations of this renewable energy source is particularly complex, as it is affected not only by expectations from the technology evolution, but also by the agricultural policies and by the trend of the world market of agriculture and food.

The predictions done by Forres appear totally un-realistic, unless an intense utilization of urban solid garbage is done. Also the predictions of the Position Paper, which does not consider urban solid garbage, are excessively optimistic, in particular for what con-cerns thermal applications. The P.P. is instead cautious about predictions on bio-fuels.The evaluations done by the CESI Ricerca, that also expect the use of urban solid garbage, seem to be the more realistic ones. By 2020 it seems optimistic, but possible, to expect the following contributions:• electric applications 20 – 22 TW h

• thermal applications and automotive 6 – 7 tep

Geothermal energyThe production of geothermal energy in 2005 was 5.32 TWh (1.75%).

Given the long tradition in Italy of the deployment of geothermal energy, this is probably the renewable energy sources on which the expectations are more unanimous, accurate and reliable. We can expect by 2020 a production of 7 - 8 TW h and 1 – 3 M tep.

Wind energy generationThe production of wind power in Italy in 2005 was 2.35 TWh (0.77%). The Italian territory is not par-ticularly rich with high productivity wind generators fields. The wind source is in fact very competitive if it is deployed in sites where the yearly average wind speed is above 6 m/s. The amount of energy produced is pro-portional to the cube of the wind speed [P = f(v3)].

The evaluation done by the Redaction Committee of “L’Energia Elettrica”, elaboration by Forres, and that done by P.P. appear unlikely. It seems much more realistic to expect by 2020 a production around 10 – 12 TWh/year.

Solar energy The production of solar energy in 2005 in Italy was 0.04 TWh (0.01%).

For what concerns the thermal applications the expec-

THE RELATON bETWEEN ENERGY PRODUCTION AND CLIMATE CHANGE

The higher production rates could be reached, but

ExpECtations for hyidroElECtriC powEr in italy in 2020

author tWh

Redaction Committee of “L’Energia Elettrica”, elaboration by Forres

57

CESI RICERCA 50

Italian Position Paper (P.P.) 43,5

ExpECtations for biomass and bioGas in italy

author year tWh

Redaction Committee of “L’Energia Elettrica”, elaboration by Forres

2020 39

CESI RICERCA 2030 22-23

Italian Position Paper (P.P.) 2020 14,5

Thermal applications: P.P. 9.32 tep; Automotive uses: P.P. 0.6 tep

ExpECtations for GEothErmal EnErGy in italy by 2020

author tWh

Redaction Committee of “Energia Elettrica”, elaboration by Forres

7,5

CESI RICERCA 7,5

Italian Position Paper (P.P.) 9,5

thermal applications: P.P.= 1 Mtep

The evaluation done by the Redaction Committee

ExpECtations for wind EnErGy GEnEartion in italy

author year tWh

Redaction Committee of “Energia Elettrica”, elaboration by Forres

2020 28

CESI RICERCA 2030 16-18

Italian Position Paper (P.P.) 2020 22,6

For what concerns the thermal applications the expec

ExpECtations for solar EnErGy in italy

author year tWh

Redaction Committee of “Energia Elettrica”, elaboration by Forres

2020 14

CESI RICERCA 2030 FV: 7,5 -27 T: 6-9

Italian Position Paper (P.P.) 2020 13,2

thermal applications: P.P.= 1.12 Mtep

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tations of P.P. seem adequate, but for what concerns the power generation, the expectations of all authors appear very over-estimated. Today we do not have sufficient elements to evaluate the contribution of the thermodynamic solar option by 2020. for what concerns the photovoltaic option (FV), even the lo-west prediction done by CESI RICERCA foresees the installation of about 6,000 MW, with an investment of about 30 G€, which seems excessive compared to the expected resulting production of 7.5 TWh. These resources, if used for other technologies, would result as much more productive. A rational evaluation should not assign to FV more than say 1.5 – 2 TWh; and even in this case, the investment would really be huge, ranging between 8 and 12 G€. A prediction which is optimistic, but also reasonable, for the production of energy from renewable sources (FER) in Italy by 2020, could be summarised as follows:

Assuming a conversion factor Mtep/TWhe = 4.666 the FER could contribute to the Italian electric po-wer demand coverage with al 27 – 33 Mtep. Even with the hypothesis that by 2020 the energy saving allows the total energy consumption being below 200 Mtep, and that the FER meet the ma-ximum set target, their contribution will settle at 16.5%. Hence, committing to a target set at 20%, would be risky, and almost certainly destined to failure.

Gabriele MaseraThe Phase Change Materials, (PCM, eutectic salts or paraffins) can accumulate and release large amounts of energy as latent heat at temperatures close to those suitable to human comfort. The C-TIDE project has investigated on the possibi-lity to integrate the PCM in light building compo-nents to increase the heat accumulation capacity. The target of this research is to integrate PCM in light and well insulated buildings. The expected advantages are: possibility to accu-mulate heat while keeping a light overall structure; possibility to “programme” surface temperature and thermal load.

In phase 1 we have done the analysis of the state of the art, and the identification of the behaviour models. The research was focused on:• protection from summer heat radiation (PCM

outside);

• temperature peak shaving (PCM inside).Then we asked ourselves how we could integrate the hydrate salts in an existing construction sy-stem.

In phase 2 we made the technology development of the construction solutions and the PCM inclusion system (packaging).

Characteristics of the construction solutions:• An S/R element (not pre-fabricated!) in line with

the more recent construction tendencies.• Light-weight and stratification to integrate the

available packaging.• Absence of dimensional restraints determined a

priori.• Respect of CPD as essential requisite in view of technical agreement or other certifications.

Characteristics of packaging:• Variability: dimensions; thickness; PCM quantity.• Installation: easy installation; dimensional adap-

tability in building yard; possibility of compound or integration in stratified elements; possibility for plant integration;

• Safety: mechanical resistance; water resistance; absence of PCM leaks; resistance to fire.

• PCM confinement: possibility of volumetric ex-pansion; high thermal conductivity; capability to maximisation of the heat exchange; behaviour in case of localised break;

• Maintenance and re-cycling: capability of final dismantling; possibility of re-cycling of the sin-gle components; PCM separation from the other components; update of performance over the time; maintainability (possibility of locale substi-tution of PCM and containers)

The research ended up with the preparation of the technical documents for the installation of the products. The research product, i.e. the PCM quilt, has been put in commerce by Climator SA. In these last years, other experiences have proved

could be summarised as follows:

Assuming a conversion factor Mtep/TWh = 4.666

maximum potEntial of fEr in italy by 2020

energy tWh tep

hydroelectric 50-55

wind 10-12

geothermal 7-8 1-3

biomass + FORSU 20-22 6-7

solar direct 1,5-2

total 88,5-99 7-10

temperature peak shaving (PCM inside).

phasE ChanGE matErials (pCm)

PcM

Paraffins hydrate salts

Mixtures of saturated hydrocarbons with: • melting point = 20°C ÷ 30°C;• latent heat = 200 ÷ 250 kJ/kg

(as function of carbon atoms).Limits:- low thermal conductivity;- flammability.

Inorganic high accumulation density compounds, diluted in acid solution:• melting point = 0°C ÷ 120°C;• latent heat = 120 ÷ 350 kJ/kg.Limits:- phase segregation;- supercooling.Glaubert salt: Na2SO410·H2O.

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the applicability of the PCM in buildings.

Nicola RomeoThe solar cells made with mono-crystals (Si, GaAs) have reached today in laboratories an efficiency close to their theoretical limit. The silicium modules are sold at present for 5 €/W or more, a price which is far from being competi-tive with the electric power produced with fossil fuels. Even increasing production and adopting an auto-matic manufacturing process, the cost will hardly fall below 2 €/W, still not competitive. The production of silicium mono or poli-crystal is not, at present, sufficient to satisfy demand. In the thin film solar cells the amount of material used is at least 100 times smaller than that used to make crystal modules, and is responsible for a negligible portion of the total cost. The fabrication process can be completely automa-tic, and it is possible to reach a production rate of one module per minute. The support is a low cost common glass. For thin film photovoltaic modules, the American national energy laboratory (NREL, K. Zweibel) ex-pects a production price lower than 0.5 $/W, and a global yearly production above 100 MW.

Nowadays three types of thin film cells are consi-dered suitable for production:• Amorphous silicium: αSi, with a maximum effi-

ciency of ~13%• CuGaInSe

2 /CdS, with a maximum efficiency of ~19.8%

• CdTe/CdS, with a maximum efficiency of ~16.5%

The easier to be produced is the type CdTe/CdS because simple, quick and scalable technologies can be used to deposit the thin film of the cell.

The CdTe has some optimum characteristics as ab-sorber in thin film solar cells:• It has a gap of 1.45eV, near to the theoretical

maximum potential of photovoltaic energy con-version

• It has a direct gap: this means that a few microns only are sufficient to absorb 90% of sun light

• It has a very simple phase diagram, and it grows in a stoichiometric way when it is deposited at a support temperature higher than 350°C.

Anyway, being a poli-crystal material, it can not be doped, as the doping elements do segregate themselves on the grain borders. Fortunately, when CdTe is deposited at high temperature, i.e. at about 500°C, it naturally grows as type p with a number of carriers higher than 1014 cm-3. Furthermore, most of the defects at the grain bor-ders are removed by means of a special treatment done at a temperature of about 400°C. The maximum efficiency, obtained with a thin film CdS/CdTe solar cell with a surface of 1cm2, has been 16.5% (Wu, NREL); in the meanwhile other modules with an efficiency ranging between 7 and 10% on a surface of 0.6 x 1.2m2 are already produ-ced by two companies: Antec (Germany) and First Solar (USA). For the production of CdTe/CdS mo-dules, high deposition velocity, scalable deposition technologies are used, such as the sputtering and the Close Spaced Sublimation (CSS). The process is quite simple, and it has been further simplified in our laboratory, as is explained in the following.

The single layers:The front contactITO: 400nm of ITO are deposited on a support at 400°C at a coating speed in excess of 40 Å/sec by means of reactive sputtering in CC, using a ceramic target. ZnO: on the ITO are deposited 150 nm of ZnO using a Zn target by means of reactive sputtering in CC in an Argon atmosphere, containing 20% O2 and at a coating speed higher than 30 Å/sec.The resistivity of ZnO is ~103 ω ×cm .The role of the layer of ZnO is to inhibit diffusion of In from ITO towards he subsequent cell layers,

THE RELATON bETWEEN ENERGY PRODUCTION AND CLIMATE CHANGE

photoVoltaiC industriEs produCinE thin film modulEs Cis and CdtE typE

cis

Shell Solar, CAGlobal Solar Energy, AZEnergy Photovoltaics, NJISET, CAITN/ES, CONanoSolar Inc., CADay Star Technologies, NY/CAMiaSole, CAHelioVolt, TxSolyndra, CA

SoloPower, CAWurth SolarSULFURCELL, GermanyCIS Solartechnik, GermanySolarion, GermanySolibro, SwedenCISEL, FranceShowa Shell, JapanHonda, Japan

cdte

First Solar, OHSolar Fields, OHAVA TECH, COPrime Star, CO

CANRON, NYAntec Solar, GermanyArendi, Italy

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Fig 20 structure of the photovoltaic cell

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and to separate CdS from ITO in order to reduce the negative effect of possible pinholes which could be present in CdS (80nm).

CdSCdS is deposited on support at 250°C by means of radiofrequency sputtering, with a coating spe-ed higher than 20 Å/sec in an Argon atmosphere, containing 5% of CHF3.The presence of fluorine in the stream allows the deposition of stoichiometric film with better optical characteristics. In fact, we realised that there is a better transparency and a good absorption. This is due to the impact of negative fluorite ions on the support. It is possible to obtain good quality CdS film also by CSS. As the thickness of CdS is fairly small (80nm), we prefer using sputtering because it provides a better control over thickness.

CdTeCdTe is deposited by CSS on the support at a tem-perature of 500°C in an Argon atmosphere. The total deposition pressure is about 5 mbar and the coating speed is ~3μm/min. the thickness of CdTe is normally 46 μm.

The “sublimation in confined surrounding” is used by Antec Solar. It is not a commercially diffused technology, but it can easily be arranged, and it did not show any scalability problem.

Treatment of CdTe in presence of Cl2. the quality of the CdTe film improves a lot if it is treated for some minutes at 400°C in presence of Cl2. This tre-atment is generally done depositing a layer of some hundreds nanometres of CdCl2 above CdTe, or by evaporation or immersion in a solution containing CdCl2. In view of an industrial scale production and to avoid using CdCl2, which in case of fire easily delivers the container cadmium to the atmosphere, we invented a new treatment system for CdTe in presence of Cl2.The CdTe to be treated is put into a vacuum cham-ber. The support containing CdTe is kept at a settled temperature of 400°C. Then the chamber is filled

with a mixture of 100 mbar Argon and 20 mbar of a non toxic, non flammable gas, such as CHF2Cl (Difluorochloromethane) or any other gas of the family of freon. The treatment lasts for a few minutes. The cham-ber is then emptied while keeping a temperature of 400°C. After some minutes the temperature is lowered and CdTe is ready for the rear contact.

Presumably, the following reaction develops during treatment in the presence of Cl2:

2Cl2 (gas) + CdTe(sol) → CdCl2 (gas) + TeCl2 (gas) → CdTe(sol) + 2Cl2 (gas)

In this way, the smallest grains easily convert in-to vapour phase and, when they re-solidify, they contribute to make the biggest ones grow further. The gas HCF2Cl will be phased out of market by 2012, as it is considered responsible,

among others, for the reduction of the ozone la-yer on the terrestrial stratosphere. The industry has identified some other gases, now under patenting process, which are subject to no limitation in use and commercialization.

The rear contactA buffer layer is deposited on the CdTe by means of sputtering at a support temperature of 200°C, without any etching on the surface of CdTe. At last, on the buffer layer are deposited 150 nm of Mo by means of CC sputtering in CC, with a coating speed of 60 Å/second. This procedure has been patented.

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Fig 21 CSS

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Fig 22 treatment of CdTe in presence of chlorine

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The cell parameters have been measured with a solar simulator with a power density of 100 mW/cm2, and a solar spectrum AM1.5.

Laboratory results The thin layer solar cells obtained with this proce-dure are very stable. They have been tested with more than 10 suns at a temperature of 90 – 100°C during many hours in open circuit conditions. In many cases we faced an improvement of the open circuit potential, while, in few other cases, the parameters remained un-changed. (See Fig. 24)

For the production process line, soda-lime glass will be used, with a surface area of 0.6 x 1.2 m2. The production rate of the line will be of one mo-dule every 2 minutes. With three work shifts, the line will have a produc-tion capability of 15 MW/year.

InnovationThe group of Parma contributed in a substantial way to simplify the fabrication:• Developing a new deposition system for CdS,

i.e. the sputtering in presence of CHF3 (higher reproducibility).

• Using a gas such as CHF2Cl in the place of CdCl2 for the treatment of CdTe at 400°C (elimination of the risk of storage of CdCl2. Quicker process: elimination of a deposition chamber).

• Eliminating from the process the immersion of CdTe in acid (less risk in production, quicker pro-cess: elimination of a production step).

• Inventing a new and stable contact for CdTe (very stable modules).

The innovations are covered by five patents:1. N. Romeo, A. Bosio, A. Romeo, “A new type

of source for deposition of thin layers of CdTe and CdS by means of CSS (Close Spaced Sublimation)”.

2. N. Romeo, A. Bosio, A. Romeo, “Preparation of a semiconductor transparent oxide (TCO) suitable for large scale production of thin film cells type CdTe/CdS”.

3. N. Romeo, A. Bosio, A: Romeo, “Procedure for creation of a non rectifying contact on film of CdTe used to build thin film solar cells type CdTe/CdS”.

4. N. Romeo, A. Bosio, A. Romeo, “A new pro-cess for the treatment in an environment with Chlorine of thin film CdTe/CdS solar cells without the use of CdCl

2”.5. N. Romeo, A. Bosio, A. Romeo, “A new non

rectifying rear contact for the CdTe/CdS solar cell”.

Environmental effectsThere is a rumour, circulated around by persons who are not experts, or who have some interest

The staff of the American laboratory NREL has shown that it is possible to create a good stable contact for CdTe using CuXTe, with X ≤ 1.4. Nevertheless, it is very difficult to create this phase, because CuXTe grows easily with X > 1.4. A possible system, used for the modules made by First Solar, is doing an etching of CdTe with an acid mixture of nitric acid with phosphoric acid (HNO3 + HPO3) in such a way as to create a surface which is rich with Te and then to deposit not more than 2 nm of Cu. Besides the use of etching, which is not recommen-dable in an industrial scale production, controlling such a small Cu layer thickness is not an easy task.

When depositing As2Te3 as buffer between CdTe and Cu at a support temperature of 200°C, the Cu reacts with As2Te3 thus substituting As. The CuXTe, with X ≤ 1.4, is created if using a layer thickness smaller than 20 nm, as shown by the X ray analysis. This does not happen instead, if using Sb2Te3, as this material does not react with Cu, even at a support temperature of 300°C. With this pro-cess, we attained, in a reproducible way, efficiency higher than 14% using 1 inch2 of soda-lime glass as support.The better efficiency we attained was 15.8% with:• VOC = 0.862 V• JSC = 25.5 mA/cm2

• ff = 0.72• Surface area = 1cm2

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Fig 23 structure of the rear contact

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Fig 24 the production process line

THE RELATON bETWEEN ENERGY PRODUCTION AND CLIMATE CHANGE

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in it, about the modules made of CdTe/CdS being dangerous, because they contain cadmium. It is like maintaining that the sodium chloride (the salt we use for cooking) is dangerous because it contains sodium, which is flammable in air, and chlorine, which is an irritant and is corrosive. NaCl is neither Na nor Cl, as well as CdTe is neither Cd nor Te. The CdTe melts at 1,041°C and evaporates, under atmospheric pressure, at 1,050°C. In case of fire, the glass encapsulating this material, melts first. Some experiments done in case of real fires have shown that no release of cadmium to atmosphere ever occurs. Cadmium is the side product of the mines of Zn, Pb and Cu. If cadmium is not used by the market, then it must be alternatively:• Buried.• Stored for a future utilization.• Thrown away in mine dumps.Over the last 30 years, some 16,000÷20,000 tons/per year of cadmium have been used. To build solar cells capable of 1GW power, with CdTe modules, 700 tons of cadmium are needed, which is less than 4% of the total consumption of this element. Paradoxically, it’s use for production of CdTe photo-voltaic modules, results in cadmium being partially segregated from environment, thus decreasing the global risk from cadmium pollution.

ConclusionsToday the technology to manufacture thin film CdS/CdTe photovoltaic modules can be considered ma-ture for a large scale production. In our laboratory we obtain small surface stable cells, with efficiency higher than 15%, in a reproducible way. Since the applied technologies are simple and easily scala-ble (Sputtering and CSS), we expect to attain an efficiency around 12% for module with a surface area of 0.6÷1m2. A fully automatic process can produce 1 module every 2 minutes. The produc-tion cost, given the process simplification, could be lower than 1€/Wp. Having simplified the process, we believe that there are no obstacles to the large scale application of this technology. For this reason a new company has been founded, with the scope of building a production line with a capability of 15 MW/year. The name of the company is ARENDI. The production line, now under construction, will be based in Lombardia. The stakeholders are:• The Marcegaglia industrial group• The IFIS bank in Venezia• Marina Salomon• Studio Galli Ingegneria• The Solar System and Equipments (SSE) that will give, through the University of Parma, the technical and scientific support.The Ministry of Environment, together with the Regione Lombardia, has contributed to the mate-rialization of this project, offering a financial sup-port of about 9 MM euros.Other types of devices at present under experimen-

tation, which have good chances of being applied in future are: colorant cells; polymeric cells; multi-joint cells.

NotesAll the papers of this, and the other seminars, are available at:www.premiosapio.it

The Premio SAPIO is supported by: Senato della Repubblica; Presidenza del Consiglio dei Ministri; Ministero per le Riforme e le Innovazioni nella Pubblica Amministrazione; Ministero dello Sviluppo Economico; Ministero dell’Università e della Ricerca; Ministero dell’Ambiente e della Tutela del Territorio e del Mare; Ministero della Salute; Istituto Superiore di Sanità; Università degli Studi di Firenze; Università degli Studi di Milano; Università di Torino; Università degli Studi “Carlo Bo” di Urbino; Università degli Studi di Roma “La Sapienza”; Università degli Studi di Napoli “Federico II”; Università “Ca’ Foscari” di Venezia; Università degli Studi di Cagliari; Università degli Studi di Camerino; niversità degli Studi di Bari; Università degli Studi di Milano Bicocca; Politecnico di Bari; Politecnico di MilanoM; Politecnico di Torino; APRE - Agenzia per la Promozione della; Ricerca Europea; CERM - Centro Europeo di Risonanze; Magnetiche; CIPSI - Coordinamento di Iniziative Popolari di Solidarietà Internazionale; CNR - Consiglio Nazionale delle Ricerche; CNEL - Consiglio Nazionale dell’Economia e del Lavoro; CRUI - Conferenza dei Rettori delle Università Italiane; ENEA - Ente Nazionale per l’Energia e l’Ambiente; GIDRM - Gruppo Italiano di Discussione di Risonanze Magnetiche; INFN - Istituto Nazionale di Fisica Nucleare; Federchimica Società Chimica Italiana; Federazione Nazionale de-gli Ordini dei Medici; Chirurghi e degli Odontoiatri; Consiglio Nazionale degli Ingegneri; Federazione Ordini Farmacisti Italiani; Fondazione Eni Enrico Mattei; Sapere; Le Scienze.

The seminar devoted to Energy, Transport and clima-te is supported by: Regione Lombardia; Provincia di Varese Comune di Ispra; ISDE - International Society of Doctors for the Environment; Università Cattolica del Sacro Cuore di Milano e Brescia; Università degli Studi di Castellanza "Carlo Cattaneo"; Università de-gli Studi di Bergamo; Università degli Studi di Pavia; Kyoto Club; AIN - Italian Nuclear Association.

C-TIDE = Ricerca europea (Changeable Thermal Inertia Dry Envelopes): 2002 - 2003. Partecipants• Research centers: Politecnico di Milano (I); Università

Politecnica delle Marche (I); BMG Gävle (S)• PMI: Vanoncini S.p.A. (I); Climator S.A. (S); Impresa

Pietro Poggi (I)CSS = close spaced sublimation

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torque Master proposes a coMplete ranGe of

products desiGned for the nGV driVers

- Cables 8mm dia-meter for spark plug in low resistance Silicon. They ensure a better electrical insulation and in many cases also provide better electri-city conduction. They are also delivered with the specific electrical resistance for the application. - Air filters PIPECROSS Vortex patent. They ensure an air flow rate which is substantially lager in comparison with the sport cotton filters that are generally common on the market. The gas systems, in particular those of last generation, "with an injector for each cylinder" have a better efficiency when installing a sport filter.

- KIT for increase the efficacy of ignition. We offer various solutions based on the car model. The preferred solution is that of the capacitors Direct Hits, as, besides increasing the energy of the spark, they create a beneficial small ignition advance which, particularly on CNG engines, has the effect of further increasing the engine perfor-mances, making it to operate in a more correct way.

- Special spark plug "field effect" Torque Master. They provide a wider spark area and allow a better combustion. They are delivered with the specific

electrode trimming and thermal grade for each application. The result is often a detectable increase of engine per-formance and a very long service life without efficiency decrease.

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- Engine treatments with MOTOR SILK – Gear and gas/gasoline fuelling system. They are the products of a new technology, and provide a good help to the engine, while optimi-sing the efficiency.

For informationTorque Master EuropaTel. 0773 354553 - Fax 0773 352184www.torquemaster.it - info@torquemaster.itContact person sig. Massimo Cesarani

- High flow catalysts with metal inner part. The normal catalyst which comes with the car (in particular that which is incorporated in the exhaust manifold) is one of the components that

are mostly strained when installing a CNG on board system, as the exhaust gas tem-perature increases.

The best thing to do is thus to replace it as soon as possible with a more permeable metal catalyst. This provides some benefit at the level of engine performance and an exceptionally long enduran-ce. The proper catalyst is delivered for each car type. - Air/fuel trimmer Arc1. It allows an easy, simple and accurate control of the injection time "from inside the car", operating

on the MAP or MAF sensor. Usually the gas CPU replicates the injection time of the gasoline map, thus operating

on the MAP or MAF, and automatically adjusting the injection time of gas. In this way it is possible to improve the performan-ce of the engine avoiding dangerous overheating that can damage the engine and in particular the engine head gasket.

- Air/fuel ratio meter ARM1. It allows monitoring the correct operation of the engine and to correct it if necessary by means of

the Arc1 trimmer. The ARM1 is very accurate in the measurement done, since it has 2

wires on the lambda probe, and they accurately verify the emitted signal.

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ambient air temperature. In this way it is possi-ble to refuel vehicles and fleets with natural gas both in liquid state (in the case of the vehicles which will be equipped with on board cryogenic tanks, as a substitute for the heavy CNG bottles now in use for CNG), and in gaseous com-pressed state (like in any other CNG refuelling station). Vanzetti Engineering, is a leader company at in-ternational level for the production of cryogenic components, can deliver all cryogenic applian-ces necessary to install in an LCNG refuelling station, the so called “cryo-island”: cryogenic reciprocating, centrifugal or immersed pumps, and vaporizers using the heat of ambient air. The “cryo-island” designed by Vanzetti Engi-neering, as a matter of fact is replacing the compressor installed in the traditional CNG refuelling stations, which allows reducing sub-stantially the electrical energy consumption of the station. Vanzetti Engineering installs the LCNG refuelling station in collaboration with other firms leader

Using CNG as fuel in substitution of gasoline and diesel offers some indisputable and ma-nifest advantages in terms of energy consum-ption, better environmental impact, increased efficiency, cost reduction.Hence, together with the appeal of CNG for the transport sector, is also growing the need to have access to sustainable and convenient refuelling stations.It is well known in fact, the low flexibility of the CNG refuelling stations, which location is bind to the existence of a natural gas pipeline (with high costs and long time needed for connec-tion). The cost for the compression of CNG is also quite high.The result of a project developed by Vanzetti Engineering is offering an economically advan-tageous, and immediately available alternative.The company has studied the LCNG refuelling system, in which LNG is taken from the storage, then it is compressed in liquid state by cryogenic pumps, and finally it is vaporized by means of high pressure heat exchangers, functioning at

Vanzetti enGineerinG introduces the liquid natural Gas refuellinG stations – the neW

frontier of the refuellinG operation for Vehicles and fleets

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in the sector of the CNG refuelling stations, such as for example DRESSER WAYNE PIGNONE and some other well known suppliers of inte-

grated solutions for CNG refuelling to vehicles and fleets.Thus, the main strength points of the new re-fuelling station supplied with LNG are:logistic flexibility, economical operation, flexibili-ty of service, availability to other possible appli-cations (it is also possible to supply the adjacent residential market), reliability (the validity of the components of these stations is proven by a long experience in industrial applications).

Dresser Wayne, which head office is located in Austin, Texas, is one of the main firms which brought about the innovations that have contri-buted to the present shape and functionality of the modern refuelling stations.It offers refuelling stations and systems adopting the POS, and it carefully looks after the security of resellers and after sale support. Dresser Wayne is fully committed to the con-tinuation of its tradition, supplying innovative solutions oriented to the customer needs in all the aspects of this sector.Dresser Wayne is a firm of Dresser, Inc

Distributore metanno

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roMano autoGas serVice: Many Benefits, no cost

The Romano Autogas group keeps growing healthy. The exponential growth trend done in the first quarter of 2008 confirms the validity of the strategy adopted by the firm on the Italian market. And within short Romano Autogas will start a new and ambitious project. This project is strongly supported by the CEO, Antonio Romano; it contemplates the birth of Romano Autogas Service.

The services offered will ensure the traditional quality and efficiency, granted to the final customer: the CNG car driver. To successfully face the new challen-ges of the market it is necessary to form an alliance with other operators and create synergies among all the stakeholders of the CNG systems distribution. When this happens, a network is created.

And the intent of Romano Autogas is exactly this. In this way the national CNG system distributor and installer network will be formed with the Romano trade mark. The company will ensure its constant support to all the participants to the project which will shortly start up all over the national territory. Becoming “Dealer” or “Assembler” of Romano group does not involve costs, and allows access to a series of advantages given by the company to its national network. Many warranties can be offered by Romano Autogas to the participants to the project. First of all, a competitive price and the quick delivery of the conversion kit within 24 hours.

Technical Assistance, training of employees and administrative support for the management of the subsidies will be offered both to the dealers network and to that of the assemblers.To join the network of Romano Autogas also means having access to promotion and publicity campaigns done by the company on national and area media. The group has always been thoughtful in respect of the communication, and the participating workshops can take profit of the image of a brand that is a synonym of professionals and excellence.

The participation to the most important national and international fares of the NGV sector will allow to convey their image, and to consolidate their presence in the Italian market. Dealer and Assembler will benefit from this, but they will also be the protagonists. The adherence to the Romano Autogas Italian network will allow them to receive a personalization kit based on the company livery colours and style.

The only duty of the aftermarket operators (distributors, spare part dealers, workshops) will be to reach the agreed yearly billing.Quality and safety, that have always been ensured and recognised all over the world, ever since now will also be the possessions of the Romano Autogas Service.

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Gas systeMs: for Ground Vehicles,

Marine applications and aircrafts

nn thE prEsEntLovatogas S.p.A. is among the biggest firms in the world in the manufacture of CNG systems, with a total sales constantly increasing (in 2006 we reached the record of 700.000 conversion systems).

Research and innovation are the strength point of our firm, and innovation indeed allowed us to enter the market as the main protagonist and world leader in all the other application fields.

nn thE pastOur company, founded in 1958, is among the international protagonists of CNG and LPG conversion of cars.

Our success all over the world (we export in 100 countries in the five Continents) lead us to the development of a full range of components for the auto industry, and more..

The engine Fast

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Among the most recent novelties we can list:- conversion Kit for scooters (certified for engine

power up to 15 Kw)- conversion kit for marine engines (certified for

Mercury engines with power up to 60 HP)- conversion Kit for power generation units (for

power up to 40 KW)- conversion Kit for Go Karts (equipped with

Honda and Bridge & Stratton engines)- conversion Kit for LPG cars (for engine

displacement up to 5,500 c.c. Euro 4)- conversion Kit for CNG cars (for engine

displacement up to 3,500 c.c. Euro 4)

nn thE futurELovatogas S.p.A. has always been farsighted, to satisfy the need of an ever evolving market.

New products now in the certification process:Conversion Kit DUAL FAST (Dual-Fuel system, Diesel/CNG, for engine displacement up to 4,000 c.c.)CNG sequential conversion Kit Easy Fast for CNG cars (engine displacement up to 5,500 c.c. EURO 4)

nn loVato in thE worldThe increasing need for a presence on the main markets, with technical and commercial personnel in situ, lead Lovatogas S.p.A. to open two new operative and productive branches, in India and in Brazil.Today there are in the world more than 3,500,000 car drivers that have chosen the clean vehicles equipped with the CNG systems made by Lovatogas S.p.A.

Dual Fast Fast

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n the neW edition of ecorallyThe third edition of ECORALLY, event to which exclu-sively environment-friendly vehicles are admitted, will be held from 19 to 21 September, in concurrence with the end of the European Mobility Week.This event has been completely reorganised in com-parison with the former two editions of this event. In the former editions it started from Roma on the Sunday early afternoon, after the Angelus and the address from Papa, then reached San Marino and ended the competition on the evening in Rimini. This time instead, it will start on Saturday from Rimini, he-ading for San Marino, and will end up in Roma on the evening. This first step includes some regularity tests but also some passing by the francescani’s localities, as homage to San Francesco, patron saint of Ecology. The first part will also complete the fuel consumption test, whilst the regularity final placing will be defined after the stage of Sunday morning, ending up in Castel Gandolfo in time for the Angelus, to homage the Saint Father. On Saturday afternoon the rally will start from Rimini – Parco Fellini – to reach San Marino – porta San Francesco - where the passage will be validated by rubber stamp and there will be a chronometer test called “Repubblica di San Marino”. The rally will carry on heading for Urbino, then to Acqualagna where there will be the first reorganisation of the team, and pit stop at the Vulcangas refuelling station in Cantiano, near to Pontericcioli. Then the rally will start again after 30 minutes and will go to Gubbio for the second rubber stamp check. Then it will continue on its road, passing by Assisi, where the third rubber stamp check will be done; in this sector there will be the second chronometer test called “Repubblica Italiana”. At the Cantine Lungarotti in Torgiano there will be the planned second 30 minutes stop, with the reorganisa-tion of the team, during which a buffet will be offered, together with a gift from the Cantine. The participants will then move from Torgiano to Roma – zona Olgiata – where there will be the final pit stop to determine the various consumption, hence the place list of the consumption test. On the next morning the rally will leave Olgiata for Castel Gandolfo and in this lap there will be the third chronometer test called “Città del Vaticano”. The cars will come to Castel Gandolfo, and will enter Parco Chiuso. The drivers and competition officials will go to Palazzo Apostolico for the Angelus officiated by Benedetto VI.

n the neW ruBBer faBrics for diaphraGMs effBe The diaphragms used for the CNG pressure regulators have been made for many years now with the rubber Epicloridrina (ECO), which meets the norms in force for the CNG on board systems, and has a low tem-perature resistance to -40°C. But there is a problem: Epicloridrina contains more lead than it is permitted by the norm RohSS. Effbe has thus developed a new range of rubber fabrics made of Epicloridrina lead-free, the series 7049 P, with thickness up to 3,0 mm.

These materials have a very good mechanical resistance and a usage range going from + 140°C to – 40°C.The rubber fabrics 7049 P EFFBE have been certified to the norm ISO 1500, and the UN ECE regulations R110 and R 67. Furthermore, these materials have been included in the data base IMDS, which allows their use also for the automotive industry.The study office of Effbe is capable of designing the diaphragm (shear or pre-shaped) together with its cu-stomers, and chose the better rubber fabric.

For information:Meplas srl Via Bellingera 3 21052 Busto Arsiziophone 0331 677037info@meplas.com - www.meplas.com

n the neW pulse pluG sparK pluGFor 100 years now, the positive ignition technology has been characterised by the spark plug. The Pulse spark plug is a novelty compared to all the other spark plugs. The dimensions are the same, as it must be installed in the engine and in the ignition system as all the other spark plugs, but the similarity ends at this very point.The Pulse Plug spark plug incorporates a pulse circuit which stores the electrical energy coming from the ignition system, and releases it under the form of a powerful energy pulsation. Instead of an energy peak of 50, as in the case of all the classic spark plugs, Pulse Plug delivers a peak power of as much as 1 million watt. When the ignition signal is sent to a traditional spark plug, this last start ionising the gap between the electrodes. This means that the voltage accumulates in it until the point the spark originates. During the ionisation phase, which lasts about 5 millionths of second, the incoming voltage (which has no way out whatsoever) heats up the ignition components, inclu-ding the spark plug. This energy is wasted. When the incoming voltage overcomes the resistance existing in the gap between the electrodes, a spark is originated, which initially provides about 50 watt. Once created, the spark keeps within the electrodes with a minimum power for a period of about 30 millionths of second.The difference in comparison to the PULSE PLUG is that in the case of this last, the energy is not heating up the ignition components during the ionising phase, but is rather accumulated in an integrated circuit inside the PULSE PLUG. When the ignition energy power overcomes the electrode’s gap resistance, the pulse circuit delivers the whole stored energy - 1 million watt in 2 billionths of second. Installing the New spark plug "Pulse Plug" provides great benefits at all levels: more engine power – more torque – less fuel consumption – less polluting exhaust gases – endurance of about 50,000 Km.

For information:Torque Master EuropaPhone 0773-354553 or 0773-352184www.torquemaster.biz

NEWs FROM NGV COMPANIEs

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s

57