Natural Gas Vehicle Technology Forum 2016 Meeting Summary
The 2016 Natural Gas Technology Forum (NGVTF) meeting was held on Oct. 18 and 19, 2016, in San Diego, California. Following is a summary of the meeting.
Day One: October 18, 2016
Welcome and Opening Remarks
Peter Chen, California Energy Commission (CEC) and Rey Gonzalez (CEC)
Chen and Gonzalez highlighted natural gas opportunities that are coming. They discussed the movement toward more competitive solicitations. The presenters also talked about how the NGVRR and the Natural Gas Vehicle Technology Forum (NGVTF) are critical in helping to support natural gas vehicle deployment, strategy, and projects.
Alternative and Renewable Fuel and Vehicle Technology Program
Andre Freeman, CEC
Freeman discussed how the first deployments of alternative fuel vehicles will be in metro areas with high vehicle concentrations (for EVSE) and along the Mexico and Canada EVSE charging corridor. In 2017, there are also plans for the U.S. Environmental Protection Agency (EPA) to gather stakeholders together to discuss infrastructure—as part of the work already completed under Assembly Bill 118 (AB118) and the U.S. Department of Transportation's (DOT) Fixing America's Surface Transportation Act or "FAST Act"—to establish a guiding policy for how to fund these projects.
Freeman talked about how the state of California has also taken the lead in providing hydrogen infrastructure in order for fleets, end-users, and original equipment manufacturers (OEMs) can focus on vehicles. There is an understanding that not all applications will be able to achieve zero emissions.
In terms of natural gas infrastructure, Freeman said that while there has been public and private funding available in the past, the recent focus has been around school districts. Please let CEC know if there is another good opportunity.
As for heavy duty (HD) and medium duty (MD) demonstration projects, CEC is interested in ports projects of any kind. With natural gas vehicle (NGV) incentives, CEC has interest in low NOx natural gas engines. Freeman said they could use input on the area of workforce training as part of CEC/AB118.
CEC also recently published the 2016-17 Investment Plan Draft.
Drivers for the Development of the Next Generation Natural Gas Engines
Dean Saito, South Coast Air Quality Management District (SCAQMD)
Saito discussed how HD Class 8 vehicles are the primary contributor to NOx in the South Coast Basin. He said in spite of growth in population, vehicles have made air quality improvements, but are not considered within attainment. In the years 2000 – 2001, they implemented fleet rules in niche markets (such as school buses, refuse, transit, etc.) to address severe air quality issues. Saito said there is still a need to demonstrate they are on "a pathway to achieve attainment."
There are plans that new ozone standards will include more regions across the nation. California is the only state that has the authority to regulate some sources (others are controlled by the federal government). Saito said there is still an issue with other sources (marine, rail, etc.) producing as much NOx as they are allowed. California can currently offer incentives to those sources to produce less, but the state is not able to regulate. Zero NOx technologies can solve that problem because they are required to meet air quality standards.
Sustainable Freight Action Plan Update
Andre Freeman (CEC)
Freeman discussed how CEC pilot projects came about as a result of an open call/meeting to identify new projects. He said they are always open to hearing about great new freight projects, and especially projects that are considered low-hanging fruit (from ships docking to end-user distribution)—even projects that extend beyond the state of California, if there is a California component.
To find out what each agency is doing, the actions they are taking, and CEC contacts, review appendix C of the Sustainable Freight document.
Compressed Natural Gas (CNG) Pathways Forward Panel Discussion
Rey Gonzalez (CEC) and Dennis Smith, U.S. Department of Energy (DOE)
Gonzalez and Smith discussed how the final version of the roadmap will be released soon and will outline the focus of the CNG industry moving forward.
Smith reiterated that DOE is fuel agnostic, but the department is interested in supporting resources that provide the best bang for the buck. Questions they consider include whether NG fits within their priorities to reduce greenhouse gas (GHG) emissions?
Gonzalez said renewable natural gas (RNG) is an option, but the key is documenting the benefits to ratepayers. He said production is one thing, however, there is a need to demonstrate the direct pathway from RNG production to how it will be used in vehicles. For example, the City of Long Beach is planning to use RNG in their street sweepers, without CEC funding. He said there needs to be a plan for when and how to use RNG.
Gonzalez said there are lessons to be learned from other countries that have rigorous emissions (such as European standards).
He said he has worked with the California Air Resources Board (CARB) on modeling for using a near-zero tailpipe versus power plants in specific locations. Considerations include how to balance the local benefits with power plant emissions? CEC relies on CARB's analysis. CEC's relationship with CARB is getting tighter, and the cooperative analysis is being done more often and is improving to solve these types of issues. For instance, people who are interested in electric vehicles need to understand how air pollution impacts are localized at their power plants. He said there is a need to engage with air planning districts to define what is they consider zero emissions, near zero, etc.
Gonzalez also mentioned that they need to think about how to compete with the zero-emission vehicle (ZEV) mandate? He said policy makers are against the internal combustion engine (ICE) and urged attendees to talk to your congressmen.
CEC shows the impact of transportation on GHGs, fuel use, and NOx, and Gonzalez said they can use NG as a solution to this. He urged attendees to ask fleets what they are doing and if they accepting this? He said fleets can be one barometer in the industry to document benefits and impact.
CNG Facilities and Modifications
Sean Turner, Gladstein, Neandross & Associates (GNA) and Bob Cole (GNA)
Turner discussed how the most important thing to do when considering any CNG facility modifications is to engage with the authority having jurisdiction (AHJ) and understand which standards they are working towards. He talked about how Clean Energy offers the service "EasyBay NGV," and can demonstrate how to isolate one garage bay for CNG.
He said that AHJ's don't always know what to look for or what to enforce, so the fleet may need to assist with the background. Turner said that while it is not the fleet manager's job to do this, they may need to offer support. Turner said when the new CNG Facility Modifications Handbook is published it will be a valuable resource to fleet managers in this scenario.
Changes to NFPA 52: Code Changes Affecting Heavy-Duty Trucks and Buses
Quon Kwan, Federal Motor Carrier Safety Administration/ Department of Transportation (FMCSA/DOT)
Kwan discussed how the most recent update on CNG and liquefied natural gas (LNG) to the NFPA 52 code was published in April 2016.
HPDI 2.0 and Enhanced SI Technologies
Brad Douville, Westport
Douville discussed how the "GameChanger" paper discusses potential for HPDI MD, including the perspective of what $1 million may buy you. For the HPDI 2.0 injector, Westport partnered with Delphi. The new version includes a cost reduction, packaging improvements up top and at the bottom, and is more standardized beyond the Cummins application.
Douville also discussed LNG tank cost improvements, high and low pressure variants, and an integrated LNG pump.
He said Westport would like to build a HPDI pickup truck that includes conformable tanks currently being used in the ARPAe project.
Douville said Westport is looking for partners for their Super Pickup Truck Program. The program includes conformable tanks, home refueling, high efficiency powertrains, etc. Douville said he thinks $12 million would be enough to get conformable CNG tanks, high efficiency engine technologies, but not fueling infrastructure. The company is looking for another $2 million partner.
Douville said he believes HPDI 2.0 is key because it can be used on a wide variety of projects/engines. Originally it was focused only on Cummins Westport engines, but version is broader (new injector covers more applications).
6.7L Development, 8.9L Production, 11.9L R&D
Stephen Ptucha, Cummins Westport
Ptucha discussed how the Cummins Wesport low-Nox, near-zero project is underway. The project started in response to CEC/AQMD needs and a funding opportunity.
He said the project is focused on how to minimize costs, development time, and reduce emissions in order to get a product out quickly that is efficient and clean. He said they have implemented Closed Crankcase Ventilation (CCV), TWC improvements, and optimized controls.
Roush Natural Gas Vehicles
Todd Mouw, Roush CleanTech
Mouw discussed how Roush CleanTech is using calibration changes only (cost and timing benefits) to certify school bus applications for 0.1g NOx. The company is working with AQMD and others in California to investigate how to reduce this even further, however, they stil need to justify a market and understand price sensitivities.
Natural Gas Hybridization
Ted Barnes, Gas Technology Institute (GTI) and Dr. Farzad Ahmadkhanlou, US Hybrid Corporation
Barnes discussed how NG met certification levels over all duty cycles (in port and certification), but diesels did not.
Ahmadkhanlou discussed how hybridization doubles the power and torque of the NG engine.
Day Two: October 19, 2016
Natural Gas Vehicle Incentives and Infrastructure Deployment Funding
Andre Freeman (CEC)
Freeman talked about how attending public workshops is key for NGV incentives and infrastructure deployment because public input is critical in setting agendas and priorities for funding.
He said the funding balance between technologies is based on both how to make an impact today and what strategy to implement in order to reach future goals.
CNG Releases and Maintenance Facilities
Myra Blaylock, Sandia National Laboratory
Blaylock said Sandia National Laboratory is looking for detailed feedback on cases of CNG releases in maintenance facilities. She said they will be assembling a subcommittee to discuss. So far these people will participate: Rick Mendoza (Clean Energy), Ted Barnes (GTI), Rob Adams (Marathon), Quon Kwan (FMCSA – DOT).
Vehicle Incidents and Lessons Learned
Rob Adams, Marathon Technical Services
Adams discussed how defueling is a critical issue for CNG tanks because most vehicles are not well designed for that.
He said pressure relief devices (PRDs) need to be located to ensure proper sensing of fire, venting, etc. Adams said failures in type 3 and 4 tanks occur mostly due to degradation of the fiber/tank, not gas expansion. Today there is no routine inspection of a PRD. They are part of a tank system, and therefore have a useful life of 15 years. He said the group should consider whether this be part of tank inspections.
End-of-Life Tank Safety and Acoustical Testing
Lauren Lynch, National Renewable Energy Laboratory (NREL)
Lynch discussed why the group should understand the risk of cylinders past their useful life dates, and how to prioritize the next steps.
Renewable Natural Gas Production Project Update
Monica White, Blue Line Transfer, Inc.
White discussed how an added bonus of integrating RNG production with a waste facility is that they can do outreach to ensure better quality compost and minimize contaminants.
She said $13,000 per month for Renewable Identification Numbers (RINs) and ARB's Low Carbon Fuel Standard (LCFS) Program also about the same.
White said the strategy would be to develop more small facilities within communities to use local waste to produce local fuel.
She said the company is seeing higher methane fuel (and the trucks seeing better fuel economy). A question to consider is whether these fleets take the fuel credit when they are producing and using their own fuel?
A New Out-Of-Service Criterion for Natural Gas Commercial Vehicles
Quon Kwan (FMCSA/DOT)
A copy of the out-of-service (OOS) criteria is available from Kwan if you would like one.
CSA 6.1 Failure Modes & Effect Analysis/ NGVAmerica Technology & Development Committee Introduction
Dan Bowerson, NGVAmerica
Bowerson said the project is progressing well and they are seeing robust engagement. If you want to get involved, contact him.
Liquefied Natural Gas Bunkering and Rail Opportunities
Erik Neandross (GNA)
Neandross discussed how the Volkswagen (VW) Ruling would be issued the following week. He said states outside of California will be given an allowance to move up vehicle model years to 2009 (from 2006) to allow for larger fleets that turnover frequently to take advantage of funding. He said NGVs can receive up to 75% of vehicle cost, which is comparable to EVs. He said the same NOx benefits should be able to receive the same incentive percentages.
Neandross said long delivery distances of LNG (Fortis BC) deliver the fuel as far as Los Angeles. He also discussed how cruise ships have the potential to change the pace of deployment and infrastructure around the world, since these ships visit a wide variety of worldwide ports.
Neandross mentioned that Shell is looking to expand its NG business, and are currently working with cruise ships to supply LNG.