U.S. Department of Energy’s Clean Cities
Program
CNG Deployment in the United
States: Approach and Lessons
Learned
Marcy Rood
Argonne National Laboratory
mroodwerpy@anl.gov
September 10, 2015
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Agenda
 Background of
U.S. Natural
Gas Vehicle
Deployment
 Federal Role
 Clean Cities
 Lessons
Learned
National Renewable Energy Laboratory (NREL) Image Galleryeere.energy.gov
#14922 & #23854
Infrastructure: Natural Gas Station
Availability
CNG and LNG
Station Growth
Over Time
CNG
LNG
Source: AFDC Station Locator, May 2014; includes public and private stations
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Station growth has been especially
strong in states with incentives and/or
large price advantages
 In 2000, most stations operated by LDCs; in
2013 most by fuel retailers
 Price advantage may incentivize CNG in CA,
WI, OK, UT, OH
 States with most public stations include
populous (CA, NY) and gas-rich (OK, UT)
 Other state incentives:
 Tax credits for vehicle purchase
 Grants for station development
 State fleet purchasing requirements (CO, TX, OK)
 HOV lane access (CA)
 Memorandum of Understanding (22 states) Bulk
Purchases
Sources: U.S. DOE, AFDC, www.afdc.energy.gov;HSIP Gold 2012; NAVTEC; FRA; ESRI; Shaded Relief Copyright  2013 ESRI.
4
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2014 TRB
Natural Gas Price Stability
April 2015
Alternative Fuel
Price Report
Natural Gas (CNG)
5
$2.09/GGE
Propane
$2.92/gallon
Gasoline
$2.42/gallon
Diesel
$3.06/gall
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U.S. Incentives and Mandates
for Alternative Fuel Vehicles
Industry would like to eliminate a
12% federal excise tax on natural
gas trucks
Income Tax Credit
for Infrastructure (expired, however
usually reinstated the end of the year)
In July 2015, Congress passed
that LNG is now taxed on an
energy content that is equal to
diesel, rather than a volumetric
gallon $0.243
CNG taxed $0.183/gge
Income Tax
Credit for AFVs
(expired)
Excise Tax Credit of
50-cent per gge of
fuel sold
(expired, however
usually reinstated the
end of the year)
 Mandates for Federal, State, and Fuel Provider Fleets
6
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Fleet Applications
Light-Duty NGVs
Suitable for light-duty needs in private
and government fleets
Taxi fleets
Medium-Duty NGVs
Vans and shuttles
Airports and taxi fleets
Heavy-Duty NGVs
Refuse haulers
Transit buses
School buses
Long-haul trucks
Street sweepers
Snowplows
Short-haul delivery trucks
Cement trucks
7
Natural Gas Vehicles for America
www.ngvamerica.org
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Current State of the Market for NGVs
• 120-150K NGVs
– 66K LDVs using 22M GGE
– 23K MDVs using 20M GGE
– 32K HDVs using 205M GGE
• Current niche markets
– Transit bus
• 20% Natural Gas
– Refuse haulers
• 50% of new sales
• Navigant projects growth from today to 2024
– From 18K to 24K HDVs sold/yr
– From 29K to 49K pickups sold/yr
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Federal Level Role
National Support Framework for
Industry, Local Governments, Fleets
to Gather Around Clean Cities Model
Quality, unbiased, fuel neutral
information and analysis
Connection to technical
assistance, training and expertise
Federal Fleet
Federal Role
 Leadership
 Consistent Message
and Policy
Research and Development
Safety and Environmental
Standards and Enforcement
9
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Clean Cities’ Unique Assets
Local Strategy to
Advance a
National Goal
10
Coordinators and
Coalitions
Technical
Information and
Resources
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What is U.S. DOE Clean Cities?
A voluntary, locally based industry/government partnership
Established Network
of Coalitions
 Coordinated by U.S. Department of Energy,
with Argonne as one of the lead
laboratory’s for Clean Cities support
 ~100 coalitions & partnerships in 47 states,
covering 78% of the U.S. population
 Builds markets for cleaner-burning CNG
and other alternative fuel vehicles to reduce
dependence on petroleum
 Fleet customers primary audience
Clean Cities is on track to meet its goal of
reducing 2.5 billion gallons of petroleum per
year by 2020.
11
 Industry, all levels of government,
academia, and fleets working together to
build a safe and sustainable market place.
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Clean Cities Portfolio of Technologies
 Alternative fuels
 Ethanol (E85)
 Biodiesel
 Compressed and liquefied natural gas
(CNG/LNG)
 Propane
 Electricity
 Hydrogen
 Fuel economy
 Hybrids
 Ecodriving
 Idle-reduction
Photo courtesy of East Tennessee Clean Fuels
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Clean Cities’ Stakeholders &
Accomplishments
 Coalitions are made up of local and
national stakeholders (15,000+)
• Stakeholders from businesses, city & state
governments, transportation industry,
community organizations, fuel providers,
fleet operators, such as transit
48% private sector
475,000 AFVs deployed in 2013
20,000 AFV stations public and private
Cumulative GHGs Adverted 34.4
million tons
 Cumulative Petroleum Displaced 6.5
billion gallons




13
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Current Clean Cities Activities in NGVs
•
•
•
•
•
NGVs ~60% of Clean Cities AFV petroleum displacement
– Coordinator project development
– Recovery Act
– Community Planning
Communication products
– AFDC
– MotorWeek
– Toolkits
– Clean Cities Now
Partnerships
– Natural Gas Vehicle Technology Forum
– National Clean Fleet Partnership
– Tank Inspection Working Group
Technical assistance
– Tiger Teams
– Technical reports
Tools
– AFDC Station Locator
– AFLEET Tool
– VICE Model
– JOBS NG
– PREP Tool
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Other Considerations: Return on
Investment Tools
afdc.energy.gov/tools
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Clean Cities’ Accomplishments
April 2011 - President Announces Clean Fleets Partnership with 5 charter partners
• Challenge to top fleets across the
country to adopt alt-fuels, advanced
vehicles, petroleum reduction plans
• Pace-setters for others to follow
(photo courtesy of White House)
April 2012 –
Program has grown
To 26 National
CF Partners
(logos used with permission of companies represented)
Direct Impact: The l00 largest commercial fleets account for more than 1 million
vehicles. Every 2,000 vehicles converted to alternative fuel = 1M gal/year
petroleum displacement.
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Clean Cities’ Accomplishments
 National PBS Partnership
 100+ segments on alternative
fuels, advanced vehicles, fuel
economy
 Success stories
 Clean Cities TV YouTube
 Online video catalog
 Training: first responder &
vehicle safety, workforce
development, coordinators
 http://www.youtube.com/user/
CleanCitiesTV
17
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Signage/Visibility
Effective signage is essential to communicating and
promoting information on alternative fuel vehicles.
18
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Web-Based Resources
 DOE maintains sites with
information in detail on current
technology, regulations,
incentives, training, and
strategies

Clean Cities

FuelEconomy.gov
 Alternative Fuels Data Center
19
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Clean Cities’ Publications
Clean Cities Publications








Natural Gas Basics
Guide to Alternative Fuel and Advanced Medium- and Heavy-Duty
Vehicles
Clean Cities 2015 Vehicle Buyer’s Guide
Business Case for CNG in Municipal Fleets
Clean Cities Vehicle and Infrastructure Cash-Flow Evaluation
(VICE2.0) Model to evaluate the return on investment and payback
period for natural gas vehicles and fueling infrastructure
Case Study—Compressed Natural Gas Refuse Trucks– August,
2014, A. Burnham, ANL; M.Laughlin, Energetics
Costs Associated with CNG Vehicle Fueling Infrastructure—
September, 2014, M. Smith, New West Technologies; J. Gonzales,
NREL
Compressed Natural Gas (CNG) Transit Bus Experience Survey
April 2009 — April 2010, R. Adams, Marathon Technical Services
and D.B. Horne, Clean Vehicle Education Foundation
www.afdc.energy.gov/publications
20
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LNG, CNG, and Propane Case
Studies - Overview
•
Key findings: LNG tractors
– LNG and diesel fuel economy similar (~5.5 MPDGE)
– Fuel cost savings of 33 cents per mile (payback of about 3
years for vehicle costs)
•
Key findings: Propane school buses
– Propane and diesel fuel economy similar (~7 MPDGE)
– Fuel cost savings of around 18 cents per mile (payback of
vehicle and fueling station costs in 3-8 years)
– Positive feedback from fleets
•
Key findings: CNG refuse haulers
– CNG and diesel fuel economy similar for these vehicles
(~2.1 MPDGE)
– Fuel cost savings of about 90 cents per mile (payback of
vehicle and fueling station costs in 5-7 years)
– Very positive feedback from drivers
•
AFLEET Tool—provided the data on payback periods, GHGs
avoided, & petroleum reduced http://greet.es.anl.gov/afleet
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Benefits: CNG and Refuse Trucks Fit
Well Together
• Refuse haulers
– 8000+ refuse trucks use CNG
– > 50% of new U.S. sales
• Benefits for this application
Cost savings
Environmental benefits
Operational benefits
Similar performance
Fuel diversity for emergency
preparedness
– Fleet/driver satisfaction
–
–
–
–
–
Refuse truck used as snowplow
22
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CNG Refuse Hauler Deployments
through ARRA
• Clean Cities collected information from Recovery Act-funded CNG
refuse hauler projects
–
–
–
–
Fleet manager/driver & operational data information for 70 vehicles
Challenges to deployment and operation and solutions
Economic and environmental performance
Detailed case study by Argonne National Laboratory and Energetics Incorporated
Fleet and Location
Trucks Purchased
Stations Deployed
Republic Services (Boise, ID)
29
4
Groot (Chicago, IL)
20
1
City of Milwaukee (WI)
21
2
23
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CNG Refuse Hauler Case Study
Overview
• All trucks in study used 9-L
Cummins ISL-G natural gas
engines
• Wide variety of available
configurations for CNG trucks
in this study
– Manufacturers (Autocar, Crane
Carrier, Mack)
– Body configurations (front loader,
automated side loader, rear
loader, recycling)
24
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CNG Used In Similar Duty Cycles
and Applications
• CNG vehicles can
meet same mission
profile as diesel
vehicles
•
•
Usage patterns similar between
CNG and diesel (VMT/fuel use)
Fuel economy also very similar on
energy equivalent basis to older
diesels being replaced
(ARRA Fleet Results)
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CNG Can Have Environmental
Benefits
• For the 70 trucks
studied:
•
•
Annual greenhouse gas reductions
of 1,800 tons
Annual petroleum displacement of
520,000 DGE
(ARRA Fleet Results)
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Low Fuel Costs Lead to Operational
Cost Savings
• Fuel cost savings
• 90 cents per mile, or
• $2 per DGE
• Average costs for fleets
in this study
•
•
•
Vehicle incremental cost = $38k
Station cost = $1.1 million
Garage facility upgrades = $95k
• Potential paybacks of
vehicle and fueling
station costs in 5-7
years
(ARRA Fleet Results)
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Infrastructure Considerations
• CNG fueling stations
– Permitting for stations (negotiation with multiple state and local agencies)
– Lead time for equipment
– CNG station calibration (weights and measures involvement for public sale)
• Garage/repair facility modifications
– Methane alarms (audible/visual) and ventilation systems
– Modifications can be costly
– Need experienced contractors to complete them
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CNG Well-Received by Drivers and
Fleet Personnel
• Very positive feedback from the fleets on CNG trucks
– “Drivers love the trucks” (Republic Services)
– Drivers feel better and have more energy after their shifts because of reduced
noise and emissions (City of Milwaukee)
• Training important for successful deployment
– Driver training
– Mechanic training
– CNG cylinder inspection
29
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Case Study #1: Kansas City Public
Schools Invests in CNG Buses
• Replaced 47 of its 120 buses with a
transit-style bus with a CNG engine; also
converted three Type A buses to CNG
• $3.6 million in grant funding for the buses,
a fueling station, a mobile refueler, and
maintenance facility modifications
Just the Numbers
• CNG School Buses:
50
• Fuel Cost Savings:
$20,000 to $30,000
per month
• Petroleum
Displacement:
15,000 gallons of
diesel fuel per month
“Our primary motivation for doing this was fuel costs. They're high, and getting
higher, and we're facing budget cuts. Also, CNG is a clean fuel and benefits the
environment.”
—George Taylor, Director of Transportation
Image and More Information: AFDC Case Study Search, Kansas City Kansas Public Schools Invests in CNG Buses, http://www.afdc.energy.gov/case/1016
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Tank Inspection Working Group Initial Focus:
CNG Transit and School Bus Fleets
A growing number of buses purchased each year are fueled by CNG (Industry estimates
approximately 25% of new transit buses per year).
Over 10,000 CNG Transit and School Buses are now on the road in North America.
(With 4-8 fuel tanks per bus this means that some 50,000+ CNG fuel tanks need to be
accounted for).
– The average transit bus is in service for 12-15 years. School buses are often 20+ years.
Buses funded through Federal Transit Administration (FTA) programs are required to
remain in service for a minimum of 12 years. A growing number of CNG buses have
reached or are approaching the 15 year lifespan of both the bus and fuel tank.
– WMATA recently approached DOE for guidance on procedures/best practices associated
with the retirement of 164 CNG transit buses from 2001-02, which hold a total of 1,148
fuel tanks (7 per bus). This highlighted the need for training, tools and resources.
– The transit industry often has meticulous fueling and maintenance data for CNG fuel
tanks.
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Existing Strategies (potential best practices
for CNG tanks)
1. State of Texas (linked to annual vehicle safety inspections)
– Effective September 1, 2014, when a CNG vehicle comes in for its annual safety inspection, the
owner or operator must prove that the vehicle’s CNG fuel tank has been inspected, found to comply
with applicable federal compressed natural gas fuel container integrity standards (49 Code of
Federal Regulations 571.304), and is not past its expiration date, under rules recently adopted by
the Texas Public Safety Commission.
– The Texas Department of Public Safety will implement the CNG fuel tank-inspection program. The
proof of compliance must document that the vehicle is operated by a fleet that employs a technician
who is certified to inspect CNG fuel tanks.
2.
Pacific Gas & Electric (linked to fueling station access)
– PG&E is addressing CNG fuel tank safety risks with a requirement to provide a signed CNG fuel system
inspection certificate for any vehicle to be fueled at a PG&E CNG facility
– Completed inspection records for each vehicle be submitted to PG&E by December 12, 2014, to avoid
account suspension.
– The inspection consists of a completed Certificate of Inspection of Compressed Natural Gas Vehicle Fuel
System form accompanied by the automobile repair/inspection business work order showing the business
letterhead, date, qualified inspector name and qualifications summary, and the results of the inspection.
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Clean Cities Lessons Learned
 Incentives
 Education and Outreach
 Niche markets are a must, including an anchor fleet
 Simultaneous development of infrastructure and AFVs
 Air quality and energy security are strong drivers
 Program must be flexible to allow local solutions
 Bridging gap between available technologies and market
demand requires technical, financial, and policy assistance
 Unbiased data on all available fuels and technologies
 Showcase achievements of fleet managers and recognize
them
 Coordinators are the most important resource available
to public decision-makers—Invest in Good Coordinators
 Coalitions comprised of the public and private sector
will achieve success
 Training, Training, Training
33
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Clean Cities 20th Anniversary
34
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Websites and Contact Information
Clean Cities Website
www1.eere.energy.gov/cleancities/
Clean Cities Coordinators
www1.eere.energy.gov/cleancities/coaltions
Alternative Fuels Data Center
www.afdc.energy.gov
Compressed Natural Gas (CNG) Transit Bus Experience
Survey April 2009 — April 2010, R. Adams Marathon Technical
Services, Heidelberg, Ontario, Canada and D.B. Horne,Clean
Vehicle Education Foundation,Acworth, Georgia
http://www.nrel.gov/docs/fy10osti/48814.pdf
Clean Vehicle Education Foundation
http://www.cleanvehicle.org
L
35
David Hester
Senior Advisor
U.S. Department of Energy
1000 Independence Avenue, SW
Washington, D.C. 20585
Office: (202) 586-3184
Email: david.hester@hq.doe.gov
Marcy Rood
Transportation Environmental Analyst
Argonne National Laboratory
217-362-9844
Email: mroodwerpy@anl.gov
Dr. Jeffrey M. Seisler
CEO
Clean Fuels Consulting
Avenue Louise 200
1050 Brussels
Belgium
Office: 32.2.647.3218
Mobile:32.473.284.603
www.cleanfuelsconsulting.org
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Thank You
 Sponsors: U.S. Department of Energy’s Office of International Affairs
and Office of Vehicle Technologies, Clean Cities Program
 Presentations and Expertise:
– Doug Horne, Clean Vehicle Education Foundation
– Jeff Seisler, Clean Fuels Consulting
– Gert-Jan Rap, RAP Clean Vehicle Technology
36
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Background slides
37
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Dual Fuel Engine Fleet Applications
20 Questions That Need Answers to Properly Advise Fleets
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
Make/Model /Year of Truck
Vehicle Identification Number (VIN)
Engine Manufacturer/ Model and Size (Liters)
Engine Serial Number (different than VIN)
Has engine ever been modified/equipped with aftermarket devices to improve
mileage or increase horsepower?
Odometer Reading
Daily/Weekly Miles Traveled
Diesel Tank Capacity
Average Current Miles Per Gallon
Truck Route - Fixed or Varied
Size of Fleet
Truck Replacement Cycle
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Dual Fuel Engine Fleet Applications
20 Questions That Need Answers to Properly Advise Fleets (page 2)
13.
14.
15.
16.
17.
18.
19.
20.
Fueling Preferences – onsite, on route, times a day/times per week
Fueling Preferences – driver fuels own truck, dedicated fuelers, on-site wet hosing
(fuel service provider)
Preference on Choice of Trucks for Conversion – newest, oldest, least odometer
miles, highest daily mileage , other
Fuel Savings expectations
Operational savings expectations
Source of funds for conversions – capital funds, grants, combination of both
Are you willing to invest in an engine diagnostic test ($250-$500) to confirm the
mechanical health of the engine you wish to convert?
General reasons for your interest in converting your diesel trucks
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Building A Safe Marketplace
EQUIPMENT
STANDARDS:
• Materials Selection
• Factors of Safety
• Verification
• Testing
EDUCATION
OF END USERS:
Drivers, Fleet
Managers, Fueling
Station Operators,
First Responders,
General Public
INSTALLATION
CODES:
• Station Siting
• Pressure
• Management
• Cylinder Safety
QUALIFIED
PERSONNEL:
• Training
• Operating and
maintenance
procedures
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The Facts
 Natural Gas Vehicles have been used in North America for over 40
years
 Codes and Standards (C&S) provide opportunity for safe and reliable
operation of NGVs
 C&S evolve with new technology and field experience
 People make mistakes, continuous training is critical for safe
operations
 Cylinders have a limited life – It is necessary to track cylinders and
properly decommission and dispose
Source the www.cleanvehicle.org
41
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SAFETY:
CNG Cylinder Severe Abuse Test
Only an armor-piercing bullet shot from a
NATO-style assault rifle can penetrate a
metal cylinder.
Source: Dr. Jeff Seisler, Clean Fuels Consulting
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Cylinder Safety:
The Fundamental Issues
What the United States has experienced:
1.
Improper installation of cylinders has led to the majority of cylinder
failures
2.
Lack of periodic/after-incident cylinder inspections or failure to act on
issues found has led to cylinder failures
3.
Lack of information on vehicle/cylinder location/ownership has
allowed potentially unsafe cylinders to remain in service and fail
4.
Failure to properly maintain, operate fueling stations and failure of in
tank solenoid valves has been a secondary cause for some cylinder
failures
Source www.cleanvehicle.org
43
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Incidents in North America

Clean Vehicle Education Foundation has recorded since 1984 98
incidents of which 68 involved CNG vehicles
– 37 incidents involve either a CNG leak (15) or a release of CNG by
the Pressure Relief Device (PRD) activation (22)
– There were 19 cylinder failures:
• 4 Type 1 (all steel) - 1 in fire where PRD failed, 1 by external
corrosion and 2 by over pressurization by faulty fueling system
• 4 Type 2 (hoop wrapped) - 1 by fire where PRD was isolated
from cylinder body, 3 from a combination of Stress Corrosion
Cracking (SCC) and over pressurization
• 8 Type 3 (full wrap and metal liner) – SCC from acid/chemical
degradation of e glass wrap
• 3 Type 4 (full composite with plastic liner) – 1 in localized fire
and 2 by physical damage
– Excellent safety record has minimized loss of life
Source: the www.cleanvehicle.org
44
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Installation Issues

With NGV market growth and the
significant saving in fuel cost,
independent conversions of CNG
vehicles by untrained mechanics have
presented safety concerns
Lessons Learned:
 Develop a nationwide certification
program for conversion shops
 Develop programs to
train/test/certify conversion shops
and technicians
 Encourage technicians to be ASE
certified to service NGVs through a
voluntary program where they
receive basic C&S information
Source www.cleanvehicle.org
45
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Installation Issues:
Refuse Hauler Fires — PRD Vent Routing
1.
2.
PRDs not vented up, away from vehicle—responsible for the rapid inclusion
of other trucks in the fire.
The vehicle at the center of the fire still had full CNG tanks and hydraulic
reservoir.
Source www.cleanvehicle.org
46
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Inspection Issues:
Type 1 Cylinder Incidents


Type 1 cylinder failed due to
extensive external corrosion, the
cylinder was not visually inspected
for over 10 years
The cylinder was also subjected to
over pressure by defective fueling
system, the 2400 psi cylinder was
potentially subjected to 6000 psi
Lessons Learned:
 Adopt Inspection Policies (at a
minimum 36,000 miles or every
Three Years, whichever comes
first)
 Visual inspect the CNG fuel
systems (at this time, the best
method of monitoring the overall
safety of NGV fuel systems)
 Create a pool of certified cylinder
inspectors
47
Source: www.cleanvehicle.org
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Inspection Issues:
Type 3 Cylinder Incidents

Example of improper installation
and failure to take proper action
from an after accident
inspection
Lessons Learned:
 Train Inspectors, Mechanics,
Fleet Managers, and First
Responders
 Develop enforcement program
for periodic and after incident
cylinder inspections
Source: www.cleanvehicle.org
48
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Inspection and Information
Issues: Type 3 Cylinder Incident


Converted 2005 Chevrolet pickup
to run on natural gas supplied by a
fuel maker using fuel from a well on
the property
The Type 3 cylinders were 2 years
beyond their 15-year useful life
Lessons Learned:
 Cylinders removed at end of life
should be destroyed using
proven methods—develop
standards and process
 Develop cylinder/vehicle
tracking methodology
 Train Inspectors
49
Source www.cleanvehicle.org
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Inspection and Information Issues:
Understand the Label
 In the United States,
we do not know
location or owners of
vehicles/cylinders
 Old cylinders (prior to
1996) are still in use
 Cylinders should be
removed at their end
of life and disposed
properly
Lessons Learned:
 Set up Tracking
System so owners
track the date or
operators of the fueling
stations can and take
appropriate action
 Take appropriate
action after an
accident
 Train & certify qualified
cylinder inspectors
50
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Fueling Issues: Station Overfilling
— Deficiencies

No overpressure device as required by code
and best practice—2 stations.

Overpressure devices on 3000 psig hoses
tampered with at 3rd station (see right)

High pressure solenoid valves did not
provide positive shutoff (ball valves much
more effective and reliable).

Station designed to fuel both 3000 and 3600
psi vehicles—station is particularly
susceptible to overfilling 3000 psi vehicles.
Source
www.cleanvehicle.org
51
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Fueling Issues: Tampering To
Increase Fill Pressure

Safety Relief Valve security
wire has been cut, possibly to
allow higher fueling pressures
on this 3000 psi system
Lessons Learned:
 Train fuel station maintenance
& operating personnel
 Develop contact information for
each fueling station and
provide basic safety
information
 Adopt current codes and
standards
Source: www.cleanvehicle.org
52
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Fueling Issues: CNG and LPG are
not the same
*Courtesy of Gert-Jan Rap, RAP Clean Vehicle Technology
Recklinghausen – Germany, 2000
Car mechanic refuels its LPG car at a CNG filling station. He used a
“self-made” adapter. Working pressure of LPG tank is only 30 bar.
The same happened in Emmendingen – Germany circa five months
before.
The driver thought : “Gas is Gas”
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Fueling Issues: CNG and LPG are
not the same
*Courtesy of Gert-Jan Rap, RAP C,lean Vehicle Technology
Note:
The truck was registered in
the Netherlands; the truck driver
however came from Lithuania
Picture : Pontus Lundahl / Scanpix
Göteborg, Sweden 15-01-2010
Truck driver from Lithuania refuels its LPG bottle for his truck based
“kitchen” at a CNG filling station.
He used a self-made adapter. Only after a couple of tries he was able
to start filling.
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Best Practices: Priority
Training Subject Requirements
•
•
•
•
•
•
•
•
•
•
•
•
Vehicle roadworthy inspection
Delivery to customer inspection: regulatory compliance
Driver training (driving, emergency response actions)
Refueling
Mechanics: safety training, engine repair & maintenance, diagnostic repair
systems, cylinder inspection
Compressor station operation & maintenance
Periodic inspections including CNG cylinders and tailpipe emissions
Vehicle conversions & conversion workshops
Vehicle facility design/redesign (fleet storage, fuelling: fast-fill; slow fill)
Design (or upgrading) of indoor maintenance facilities
Fire marshals, safety personnel, & local code officials
Training the trainers
PRIORITIES:
First tier (to end 2011)
Second tier (2012)
Third tier (2013+)
Source: Dr. Jeff Seisler, Clean Fuels Consulting
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Organizations to Educate End
Users
 Industry
EDUCATION
OF END USERS:
• Drivers
• Fleet Managers
• Fueling Station
• Operators
• First Responders
• General Public
Video Coming Soon: “Compressed
Natural Gas – A Standard for Safety”
Clean Vehicle Education Foundation
- Production
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– Clean Vehicle Education Foundation
(funded by Clean Cities, States, and
industry)
• Coordinates Transit Users Group,
School Bus Users Group
• Produces TUG Bits newsletter
• Investigates accidents and notifies
other users of corrective actions
• Provides scholarships for cylinder
safety courses
• Conducts studies
• Teaches Fleets about NGV issues at
“The Compelling Case for Natural
Gas Vehicles Workshops”
– Gas Technology Institute
• Cylinder testing
– Private Sector Training Firms
eere.energy.gov
Organizations to Educate End
Users
 Academia
EDUCATION
OF END USERS:
• Drivers
• Fleet Managers
• Fueling Station
• Operators
• First Responders
• General Public
57
– National Alternative Fuels
Training Consortium (funded by
U.S. DOE and member schools)
• Network of national training
centers, consisting of
universities, community
colleges, and secondary
schools, located across the
United States
• Train the trainer programs
for technicians on Liquefied
Natural Gas Vehicles, LightDuty NGVs Heavy-Duty
Gaseous Fuel Applications,
and Compressed Natural
Gas Vehicle Fuel Systems
Inspections
eere.energy.gov
Best Practices: Integrating
Training Expertise
 Notified Bodies: Only types that can certify trainees via established
knowledge tests
 Independent International Training Institutes (& consultants): provide
certification of participation, but generally not formal certification
 Equipment Suppliers: Certify installers to their company specifications & in
conformity to international regulations
 Domestic Training Institutes: Expert trainers who must be ‘trained-to-train’
 Educational Institutions: University-level & technical institutes that develop
curricula to teach requirements for entry-level employment opportunities
Source: Dr. Jeff Seisler, Clean Fuels Consulting
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Best Practices:
CNG Transit Training
 Based on a recent report done for Clean Cities by the Clean Vehicle
Education Foundation and Marathon Technical Services that surveyed CNG
transit operators in the United States (a total of 10 garages and 4,071 CNG
buses )
Most agencies stressed the need for initial and ongoing technician training to
prepare technicians for new bus orders
Initial training done by equipment vendors
Annual and periodic refreshers training and new employee training done by inhouse trainers
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Best Practices:
CNG Transit Training
 Bus Training (typically provided by the bus manufacturer)
– 160-200 hours with each new bus order, ~40 to 60 hours is engine related
– Cylinder inspection training (typically 2 days) for two or more technicians that
will be inspecting cylinders; rotate new staff
– Driver training for operating a CNG bus; including emergency response
 Station Training (typically provided by station manufacturer)
– Direct correlation between amount of training and the bus agency’s
involvement in the maintenance of the facility
– Basic training in the safe fueling for all affected staff
– Training on how to deal with emergency situations—shutdown procedures, fire
response, gas leak response
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Best Practices:
CNG Transit Training
 Emergency Responder Training (typically provided by the transit agency)
– Orientation after commissioning of the CNG station for local fire departments
and for all shifts
Topics include: location of shutoffs, hydrants
– Orientation for each series of bus orders for local fire departments
Topics include: Proper function of Pressure Relief Device;
preventing the use of an axe near cylinders or high pressure lines
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–
Emergency response binder for fire and police departments should be
developed
–
Similar training for police departments
eere.energy.gov
Risk-Informed LNG/CNG Maintenance
Facility Codes and Standards – Phase I
Phase II
Phase I
Project Scope
Conducted by Chris LaFleur, Sandia National Laboratory
 Detailed survey of existing codes
 Hazard identification and quantification
 Conduct HAZOP study to provide a comprehensive list of credible hazard
scenarios
 Scenario modeling of four credible releases




Development of best practices to mitigate hazards
Facility design guidance
Proposed changes to existing fire protection codes
Soon to be published by CVEF
http://www.cleanvehicle.org/committee/technical/PDFs/GuidelinesDocumentFinal.pdf
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References and Resources
•
•
•
•
•
•
•
•
•
•
•
•
•
•
AFDC Light-Duty Vehicle Search (http://www.afdc.energy.gov/vehicles/search/light/)
AFDC Heavy-Duty Vehicle and Engine Search (http://www.afdc.energy.gov/vehicles/search/heavy)
AFDC Station Locator (http://www.afdc.energy.gov/locator/stations/)
AFDC Vehicle Cost Calculator (http://www.afdc.energy.gov/calc/)
AFDC Federal and State Laws and Incentives (http://www.afdc.energy.gov/laws/)
AFDC Natural Gas Fueling Infrastructure Development
(http://www.afdc.energy.gov/fuels/natural_gas_infrastructure.html)
AFDC interactive fueling animation (http://www.afdc.energy.gov/vehicles/cng_tank_animation.html)
Clean Cities, Costs Associated with CNG Vehicle Fueling Infrastructure
(http://www.afdc.energy.gov/uploads/publication/cng_infrastructure_costs.pdf)
Clean Cities, Case Study – CNG Refuse Fleets
(http://www.afdc.energy.gov/uploads/publication/casestudy_cng_refuse_feb2014.pdf)
NREL, VICE 2.0 (http://www.afdc.energy.gov/uploads/publication/vice2-0.pdf)
Alternative Fuel Life-Cycle Environmental and Economic Transportation (AFLEET) Tool (https://greet.es.anl.gov/afleet)
Clean Vehicle Education Foundation, Guideline for Determining Modifications Required for Adding CNG and LNG
Vehicles to Existing Maintenance Facilities
(http://www.cleanvehicle.org/committee/technical/PDFs/GuidelinesDocumentFinal.pdf)
Natural Gas Vehicle Institute, Facilities Modification for Natural Gas Vehicles
(http://www.ngvi.com/Documents/FacilitiesModificationforNaturalGasVehiclesPaper_000.pdf)
NFPA 52, Vehicular Gaseous Fuel Systems Code, and NFPA 30A, Code for Motor Fuel Dispensing Facilities and Repair
Garages (http://www.nfpa.org/)
eere.energy.gov