NGVConnection Newsletter - July 2011

Dear Readers,

On behalf of Natural Gas Vehicle Institute, I want to welcome you to the first edition of NGVConnection, our e-newsletter designed to bring you the latest news and information about natural gas vehicles and fueling.

Natural gas continues to play an increasingly important role in the U.S. transportation market. With its relatively low cost per gallon equivalent and its clean-burning properties, natural gas offers a favorable solution for fleet managers who are trying to manage operating costs. And when you factor in the geopolitical risks associated with our dependence upon foreign oil resources, the case for natural gas as a vehicle fuel becomes even stronger.

It is remarkable that of the over 12 million NGVs operating worldwide, only about 112,000 are in the United States. We believe a key to increasing the usage of NGVs in America is increasing knowledge about the NGV industry, the technology for vehicles and fueling, and the myriad other related benefits. Frankly, most people are simply too busy running their operation to be fully conversant on what is available today, or how they can optimize what they may already have in terms of NGVs. Our newsletter will help those interested in the technology to find the resources they need, saving both time and money. Each issue of NGVConnection will contain editorials and interviews with people in the industry—folks making things happen—and we will bring you the latest information available. We also will answer important frequently asked questions about natural gas vehicle and fueling, offering practical tips and pointers.

To kick things off in this issue, we look at the current state of the natural gas vehicle market. We outline the who, what, when, where, and why of having a proactive CNG fueling station maintenance plan, and point out some of the maintenance issues that are commonly overlooked. We also answer one of the most commonly received questions at NGVi: How do I become a certified CNG fuel system installer? Finally, you'll find links to recent news articles about NGVs and CNG, as well as other tools we think you'll find useful.

We believe you will find NGVConnection to be timely, relevant and useful. We encourage you to email us your comments, questions and feedback to share.

Thank you for your interest,

Leo Thomason,

Executive Director, NGVi

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Natural Gas for Transportation:  Using the Past as a Map for the Future
By Annalloyd Thomason, Vice President/General Manager, NGVi

This is the first in a series of articles on the state of the NGV industry, where we’ve come from and where we need to go to move natural gas significantly ahead in the transportation fuels mix.


For more than 20 years, I have worked to help advance the market for natural gas as a transportation fuel.  As I reflect on those two decades, I am struck by the dichotomy of how much has changed—and yet how much remains the same.   When I first began working in the industry, a journalist asked how long I thought it would take for the United States to make a significant transition to natural gas and other alternative fuels for transportation.  I half-jokingly replied, “By the time I retire in 2020.”  That reply is a no longer even a partial joke—it is now a relatively short-term goal.

Last year, NGVi had the opportunity to work as part of a team of consultants to develop a North American NGV industry strategy.  The scope of this project included researching and documenting the history and growth of the NGV business, discerning what has been learned so far and recommending effective strategies that should be implemented going forward to help ensure success.  It was during this project that I took the time to step back and look at where we as an industry have come from, and what direction we need to aim for in the future.

So what has changed in two decades in the NGV industry?  Supplies of natural gas have dramatically increased with the discovery of major gas reserves.  Technological innovation has opened the door to abundant new natural gas sources in the U.S.  According to the American Petroleum Institute, the U.S. now has over a 100-year supply of clean-burning natural gas that we didn’t even know about just a few years ago.

Internationally, the market for natural gas vehicles and transportation fuel has skyrocketed.  With nearly 24% growth in total vehicles since 2001, there are currently over 12 million NGVs worldwide. More than 2.7 million vehicles (or 61% of the total) operate in Pakistan, and nearly 2 million (or 15% of total vehicles) operate in Iran and Argentina.  This global demand has caused more manufacturers to enter the market for both vehicles and fueling products—and more of these products are becoming available in the U.S.  This means more competition, which positively influences pricing and continues to redefine cutting edge technology.

Awareness of the benefits of natural gas as a transportation fuel is on the rise.  This awareness is demonstrated in many forms—from the hundreds of daily news articles on the subject and the pioneers who are making decisions to use natural gas—to the individual awareness on the part of fleet managers and consumers that natural gas is a viable transportation option as measured in research studies. 

Resurgence in the availability of original equipment manufacturer (OEM) vehicles and engines, and small volume manufacturer (SVM) vehicle systems, provides more choices than ever before.   In response to what appeared to be a growing demand for light-duty NGVs following the passage of the Energy Policy Act of 1992 (EPAct), Chrysler, Ford and General Motors began offering OEM natural gas vehicles.  Soon afterward, Honda entered the market in 1998 with its Civic GX.  However, by the end of 2006 model year, each light-duty OEM except Honda had eliminated NGVs from their product offerings.  This trend has been reversed in recent years evidenced by the wide variety of NGVs and engines available today.  NGVi’s online Natural Gas Vehicle Buyers’ Guide features 182 light-duty, 76 medium-duty and 64 heavy-duty vehicle/engine choices.

Unstable geopolitical forces, combined with increased oil demand, are increasing both the reasons and the pressure to find viable U.S.-based transportation energy sources.  The U.S. Energy Information Administration (EIA) projects that total world oil consumption will grow by 1.4 million barrels per day (bbl/d) in 2011 and 1.6 million bbl/d in 2012. EIA still expects that the market will rely on both a drawdown of inventories and production increases in both non-OPEC and OPEC countries to meet projected demand growth. 

But perhaps the most encouraging change is that commercial fleets have begun adopting NGVs—not because they are mandated by legislative requirements like government fleets—but because they make good business sense.   The list of commercial fleets is impressive, and includes AT&T, United Parcel Service (UPS), Waste Management, Verizon, and Ryder to name just a few.  These companies have looked toward the future, and have determined that natural gas vehicles make sense for their fleets operationally and economically. 

With all the positive changes, what remains the same as it was two decades ago?  While the need today to reduce dependence on foreign oil may be even greater and more urgent, NGV industry members interviewed during our consulting project cited the lack of a consistent federal energy policy as the major barrier to market development.  They noted that Washington seems to have a “flavor of the month” approach—only a couple of years ago the preferred fuel was hydrogen; more currently it has become electricity.  This lack of goal-based, consistent energy policy has not changed significantly in the past 20 years, and is still hampering NGV market development.

While there has been a modest increase in fueling infrastructure during the past couple of years, perhaps the most significant long-standing challenge remains the overall lack of conveniently accessible natural gas fueling infrastructure.  Immediately following the passage of the Energy Policy Act of 1992, CNG fueling infrastructure development in the United States began accelerating.  The total number of stations peaked in 1997 at just over 1,200 stations, experienced a decade of decline and has grown modestly since 2006 and today approaches 900 stations (depending on the source.)   This compares with 159,000 retail outlets for gasoline in the U.S. 

Another factor that remains the same is that the majority of the CNG stations in the U.S. are private access, which also means traditional transportation fuel retailers have not yet begun to embrace natural gas.  The recent announcement by Clean Energy that Chesapeake Energy is investing $150 million to help the company  build approximately 150 liquid natural gas fueling stations at Pilot-Flying J Travel Centers across the U.S. has been called a “game changer” by Clean Energy and we tend to agree.  Clean Energy’s plan is to form what it’s calling “America’s Natural Gas Highway.”

Natural gas vehicle economics can be extremely favorable for high mileage and/or high fuel use natural gas vehicles.  However, the incremental cost of vehicles—especially light-duty vehicles—combined with the typical lower fuel use make payback a challenge—especially if/when there are no federal or state government incentives to help offset the cost.  These incentives typically help boost demand, increase competition and ultimately drive costs downward.  Federal vehicle incentives were available, provided through the Energy Policy Act of 2005, but expired at the end of 2010.  These incentives were not in place long enough— or at the right time in the market—to have a long-lasting effect.  Similar incentives are hoped for with the passage of the New Alternative Transportation to Give Americans Solutions of 2011 (or NatGas Act) to help give support to NGV market development.

In looking back, a significant amount of progress has been made in the U.S. NGV industry over the last 20 years.  We have learned—through experience—what has worked and what has not.  We are poised in this country to truly advance the market for natural gas as a transportation fuel, and I’m not giving up on my goal of “by the time I retire in 2020.” 

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Perspectives With David Hill, Vice President, Encana Corporation
By Lawrence McBride, NGVi Staff

I recently had the opportunity to talk with David Hill, Vice President of Natural Gas Economy Operations at Encana, who shares his views below.


How did you get involved with NGVs, and how long have you been involved?


I’ve been involved with natural gas for 27 years.   I’ve been at Encana for nine years now. I started our pilot test in the USA for CNG vehicles in our fleets about three years ago, when I was an asset manager.  We did an internal study of CNG technology to find out where it was. Out of it came our recommendation to do a pilot program to truly see if the vehicle technology – the fuel injectors had improved in performance.  Many of our drivers—we call them field operators--were involved in the first round of NGVs, back in the late 80’s and early 90’s.  Like most people during that time, they felt that the vehicle technology wasn’t quite ready for prime-time.  They had the aspirated carburetors then, and we’re at elevation here, and we didn’t get the performance that could be achieved elsewhere back then, so there was a lot of push-back from our drivers who had been there before.  We actually chose those drivers to be our pilot project drivers.


So by choosing the ‘hard nuts to crack’ for your pilot program, you thought if you could make them happy, the rest would be easier to convince?

Yes.  If we were successful, they would be the early adopters, and could tell a good story – that indeed the fuel injectors, and the power performance was good, and the refueling experience was acceptable.  We installed four FuelMaker units outside the garage at employees’ homes, because there was very little infrastructure for refueling.  We let those employees refuel at home, and it was actually a very good experience.

That pilot program spread to other teams wanting to try it, and so we expanded it to a couple of other areas.  Now we are on our way to converting our fleet – and we have about 1700 vehicles.  We operate in both the U.S. and Canada, and our fleet is split almost equally between the two.

So we began – with our own fleet – trying to understand natural gas for transportation, trying to decide if it was something that we should implement and advocate.  By doing it ourselves, we could determine whether it was ready for prime-time now. 


What recent milestones have you seen achieved anywhere within the NGV industry that excite you?

I guess I see a couple of things that really excite me that are different from the 80's and 90’s…  One is that producers are coming to the table, where we weren’t involved the last time around.  We are bringing enthusiasm, commitment, our fleets and supply chain, our vendors, and obviously our service.  And along with that, we’re seeing many of the producers that participate either building or supporting infrastructure.  And that’s really good to see, you know, whether it’s Chesapeake, or Apache, or Encana, Petrohawk, or Exco, we’re seeing companies that build a station that supports their fleet, they share what they learn, and allow their stations be open to other businesses – B2B. 


Can you name two people in the NGV industry that you respect or admire, and why?

I am amazed at both Rich Kolodziej and Stephe Yborra at NGVAmerica.  They have a wealth of energy, knowledge and passion for natural gas vehicles. 

Another one I want to mention is T. Boone Pickens.  He has truly launched a campaign for American independence on fuel, and he’s just not giving up.  You know, I’m from the oil industry, and I know him from within the industry.  So I look at what he’s done, and at what he’s still doing…  He has a consistent message, he’s always on point, and he’s just a gentleman.

But there are lots of others. Look there’s a lot of gray hair in this industry.  A lot of experience.  There are many who have shared, and are willing to collaborate.

I think there’s a new breed as well.  A younger wave.  They are bringing new entrepreneurial spirit, new technology, and I like that.  It’s not only the same old faces these days.  There’s a new group coming in, and they really are helping to make this market work.

We see new organizations emerging, like America’s Natural Gas Alliance (ANGA)…. That’s an organization that didn’t exist before.  It has a singular mission to spread the good news about natural gas and its virtues.  They are taking up, and helping to lift the load on advocating natural gas for transportation.  They’re pitching in on the work, and helping to lead or navigate – whether it’s through commercials and advertising, increasing awareness, supporting seminars, conferences, etc.

And then there’s the American Gas Association (AGA).  It’s been very interesting to see them come back into the market, and with such enthusiasm.


What do you think it will take for CNG/LNG to be embraced widely as a vehicle fuel in North America, both in terms of fleets, as well as for the general public?

That’s a good question.  I think when the industry retrenched itself, six or eight years ago, we saw that when all the mandates went away, the OEMs went away for light-duty, so the industry – I think did a good thing – they retrenched.  They focused on transit and refuse: the high fuel-use fleets and I believe that focus was effective over the last decade.  If you look at the fuel use in America, the station counts went down, but the fuel use went up.  

Why is that?  I think it’s because there are more private stations fueling larger and larger fleets.  And I think they’ve had a good experience.  So that market segment has been emerging, and is running, and working.  So what’s the next market segment?  I think it’s clear, and I think most would agree, that it’s the class 7, class 8 tractors.  Those are the next largest fuel consumers on the road.  And that’s the segment that, if you look at the Pickens Plan, or the recent announcement with Clean Energy and their partnership with Pilot-Flying J truck-stops, I think that’s the next market segment.  That’s regional haul, line haul, and long haul, and there are different solutions needed for them, but that’s the next market segment that needs to innovate, make adoption habits.  We need to create the opportunity for adoption.

Then, I think in parallel to that, we need to be working on the consumer market. We just have to be smarter about the consumer and what the consumer wants.  They don’t want to give up their trunk.  They don’t want to give up vehicle size.  They don’t want to give up range.  We want a lot, don’t we?  By the way, I’m guilty, too.  But the point is, we just need to think in those terms – how to be smarter about the consumer. 


What surprises you about the natural gas vehicle industry?

One of the things that surprises me is the tenacity of the industry--that they didn’t give up in the lean years.  The vendors have worked through the tough times, and the fleets that were committed, have stayed committed.  Many of the local distribution companies are still around.   Some of them left, but I think overall it’s the tenacity of this industry to kind of go through the tough times, and their hope is eternal.  I think it’s because we know that our fuel is a domestically produced fuel, it’s clean, and it’s affordable.  For North America, we know it’s the right choice.

But so far, no alternative fuel has captured the imagination of our policy makers, and we haven’t been able to capture the imagination of the American consumer -- the biggest consumer of transportation fuel period.


Another positive thing that surprises me is how collaborative the industry is.  Sharing knowledge, sharing best practices, and being willing to assist in the market development together.


If you were “King of North America,” what would be the first three things you would do about transportation fuels?

I would invest in infrastructure: primarily stations and anything auxiliary.  Once you build the stations, and demonstrate you’ve got connectivity, you’ve got step one.  Of course you still need the vehicles to show up. Here in Denver we have 29 stations, and 13 of them are public, but only the one at the airport is marked. 

I think that when you talk to most people – and I think this is where all alternative fuels are in the same boat – they know we need to get off a single fuel source.  They know we should have a portfolio of fuels to reduce our risk going into the future.  There are alternative fuels that work well with different markets, and different duty cycles, and we should embrace them.  Natural gas is a domestically produced fuel that we have an abundance of, and it will make a great transitional resource, until we go to whatever the next fuel is.  And we probably haven’t even imagined it yet.  But we have an abundance of a fuel that has a great reputation, and it’s ready right now.  There are vehicle choices available today, and we can also convert vehicles quickly.  And you know, it’s actually easy to convert almost any vehicle today, because we have the technologies, and even under all the rules and regulations, we can do it – if there’s a market that wants them.

Even for building CNG and LNG stations… there are already rules, there are regulations, there are guidelines, there are successful examples – so that’s not the hardest part.  It’s really not the hardest part to building a national fueling infrastructure.


It’s a cultural shift?



What do you see Encana doing to change the culture?

One thing is we are preparing an employee incentive program.  Chesapeake has an employee incentive program, as does Apache.  We are working on one, too, to encourage our employees to drive NGVs.  We currently have pool vehicles, available throughout our operating areas.  The employee can take a class, and then check out an NGV, and drive it.  They can take it home.   Again, it helps create another conversation in their neighborhood.  They can take a branded NGV into their neighborhood as they commute back and forth to work.  So that’s the first part.


The next thing we are doing, in parallel, has to do with our drilling rigs.  We currently have 15 drilling rigs that are capable of using natural gas—probably the largest fleet of drilling rigs under contract in the world.  A drilling rig consumes roughly 2,000 gallons of diesel per day. So we’re testing a variety of methods, because you can’t have just one solution for all rigs.  We’re testing formerly diesel-electric, which we’ve converted to natural gas-electric.  We use natural gas to run the generators that produce the electricity that runs the rig.  We are also testing dual-fuel technology for these rigs, diesel-natural gas.


 We’ve been testing rigs for about five years very successfully, and so we are now spreading this out in our service areas.  And this is from very northern Canada down through Texas.  We have rigs that are fueling from sources in the field.  This is kind of interesting.  We are using field gas—gas produced in the field before it’s treated at a gas plant.  We redirect it to the drilling rig, but treat it before it goes into the engine.  We’re running 12 rigs with field gas, and three rigs with LNG.


This is a great demonstration of how you don’t have to be tied to the pipe.  CNG stations are tied to the pipe.  LNG is not.  So when we realized we could use LNG in our drilling rigs, we also realized that we could make them very mobile.  In other words, it meant we weren’t tied to developing a field that had existing infrastructure.  We could deliver LNG to the drilling rig, no matter where it was, and not have to worry about having existing infrastructure in place.  Now we can use drilling rigs on new fields, exploration wells, and on remote operations.  It was actually kind of a big breakthrough just last year, and we wrote an SPE (Society of Petroleum Engineers) paper on using natural gas fuel on drilling rigs. These technologies already exist.  We didn’t have to develop them.  These engines were already in use in other industries.  We just ported that technology to the drilling rig.  I mean we had to do some modifications, but it works.  There are challenges, but we’ve been working through them.


Now we are working on our vendors.  We have lots of companies that come to our sites to deliver sand, pipe, water, supplies, etc.… and these are typically class 8 tractor trucks.  We are working with them to convert their vehicles to natural gas, too.  We just announced a very big deal a couple of months ago, our first conversion of this kind, with Heckland Water Resources.  They’re ordering 200 LNG trucks – the largest order of its kind ever.  What that accomplishes is demonstrating that we can make a difference, not only within our company, but also within our supply chain.


Would you care to prognosticate about the near future?

We’re working on this as part of our alliance and collaboration with ANGA, and AGA – a second-generation home fueling unit.  It’s kind of a chameleon approach to electric vehicles.   People are slowly becoming more and more comfortable with the concept of “home fueling”.  So whether you’re charging via the electric grid in your house, or fueling via the natural gas at your house, it’s the same basic concept: that you refuel your vehicle over-night.   


 About 78% of Americans drive less than 40 miles per day, and if the average vehicle gets 20 mpg, that means that on average a driver typically consumes about two gallons of fuel a day.  So having the 2-gallon fast-fill buffer system available means that even if my tank is nearly empty when I come home after work, I don’t have to wait all night to refuel.  I can pull into my garage, do a rapid fill of two gallons, then go pick up the kids at soccer, run to the store, having plenty of fuel, and then come back home and top off over night.  And every morning the vehicle would be completely full. We’ve issued an RFI (request for information), that’s gone across the globe, basically as a challenge to develop a second-generation home fueling appliance for the North American market. 


It’s an exciting time right now.  We know we can make an impact on our economy and on the future of this country.  We know we can help the system.  I know our fuel can help to clean up the air.  We all can contribute in at least little ways.  But we all need to contribute.  We need to keep moving this country from where it is to where it should be.  And we have to create that vision.  The vision is out there, but it hasn’t been captured by our political leaders or even our thought leaders.  It just seems so obvious to me. 

We are at a cross-road.  We need to make sure we are all aware of our opportunities for alternative fuels.  They’re real.  They’re viable, and they’re ready.  I know CNG and LNG are ready.  My question is, is America ready?

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CNG Fueling Station Maintenance Overview & Commonly Overlooked Items
By Leo Thomason, Executive Director, NGVi

Effective CNG station maintenance can determine the success or failure of both a CNG station and the overall NGV program.  Yet maintenance is perhaps the most critical but often overlooked issue affecting most CNG fueling stations.  In many areas, there is a severe lack of experienced and qualified maintenance and repair technicians. 

NGVi outlines the why, what, who, when and how of having a proactive CNG fueling station maintenance plan and some of the often overlooked maintenance issues.

First, there are several reasons for having a CNG fueling station maintenance plan:

  • Ensure Safety for the station users, owner personnel and the general public
    • Ensure that the high-pressure fuel system equipment is safe to operate and use to fuel vehicles
  • Improved reliability and customer service
    • Ensure that the fueling equipment is operational when needed to fuel vehicles
  • Compliance with environmental and regulatory agency requirements
    • Ensure that the station meets all federal, state, and local codes and ordinances
  • Cost control
    • Ensure that the cost to operate and maintain the fueling equipment is minimized
  • Protect the Capital investment for the long-term
    • Ensure that the expensive equipment installed in the station is taken care of and not wasted

The primary goals of the maintenance plan include:

  • Manage maintenance activities
  • Monitor system operation
  • Provide emergency fueling support
  • Enhance equipment reliability
  • Deliver clean fuel to vehicles

A routine scheduled maintenance program can be handled by the CNG fueling station owner staff, an outside maintenance contractor, or a combination of both. In our experience, the most successful NGV programs are where the fueling station owner takes control of fueling station maintenance and uses an outside maintenance contractor to perform critical equipment rebuilds, i.e., dryer, compressor, dispenser, and PLC controller.

There are three levels of maintenance needed for CNG station equipment. 

  • Proactive
  • Scheduled
  • Reactive (Emergency)

Most maintenance programs involve some measure of each but the most  successful program will require that the majority of maintenance be planned and orderly rather than waiting for a breakdown to occur. If maintenance is primarily reactive, customer satisfaction will dramatically decrease and maintenance costs will significantly increase in the long run.

The most critical aspect of maintenance, at least for proactive and scheduled maintenance, is that each task clearly defines what is to be done, who will do it, and when is it to be performed. For example:

  • What: Recording and trending compressor suction, inter-stage, and discharge temperatures and pressures
  • Who: The fueling station owner technician
  • When: Daily at 2:00 p.m. and after no less than 30 minutes of continuous compressor operation

All maintenance activities that are performed on a CNG fueling station must be documented on an operation and maintenance form.  The form should contain the date, time, weather conditions, ambient temperature, location (if more than one fueling station location) and a list of specific items to be checked, recorded, drained, or added at the time the activity is performed.

Commonly Overlooked Items 
In NGVi’s experience when inspecting and evaluating CNG fueling stations of various capacities, ages and types across the country, here are the top six commonly missed maintenance items:

  • Removal of hazardous materials (e.g., dryer desiccant, liquid from dryer regeneration, high-pressure desiccant filter cartridges, compressor lubrication oil, oily rags)
    • Whether this is performed by the station owner or maintenance contractor, it is required as part of environmental and regulatory agency compliance, particularly OSHA, and failure to do so could result in costly fines. This should be a clearly defined what, who and when task item.
  • Improper recording of compressor suction, inter-stage and discharge temperatures and pressures
    • These need to be recorded while the compressor is running and has been for at least 30 minutes. Recording these temperatures and pressures when the compressor is off provides no useful information on how the compressor is performing and/or if a catastrophic event is about to take place.
  • Not draining coalescing filters and ASME pressure vessels
    • Coalescing filters are used to remove liquid and aerosol oil or water from the high-pressure natural gas.  It is very important to keep track of all oil added to the compressor and cylinder lubrication systems and comparing it with all oil drained from the coalescing filters and the ASME pressure vessels.  The difference in the two (oil in and oil drained out) is an indication of possible oil carryover into the vehicles being fueled from the fueling station. This causes vehicle performance issues and therefore dissatisfied customers. For more information on oil carryover, see our technical paper, The Achilles Heel of Natural Gas Vehicles: The Symptoms, Diagnosis and Prevention of Oil Carryover.
  • Not re-certifying safety relief valves
    • Safety relief valves are located on the dryer, compressor, high-pressure storage vessels, and dispenser. Per National Fire Protection Association (NFPA) Code 52 for Vehicular Gaseous Fuel Systems, safety relief valves are to be re-certified every three years from the date of last certification.  In addition, California OSHA requires that all safety relief valves installed on any pressure vessel (used to store high-pressure gas) must be re-certified every year. Failure to comply with these requirements could result in equipment safety concerns and noncompliance penalties from environmental and regulatory agencies. 
  • Not testing the methane detector installed inside the compressor enclosure
    • The methane detector detects the presence of methane at a 20% concentration in air and the detector should be checked annually to ensure its proper performance.
  • Maintenance contractor failure to respond or to perform
    • Consideration should be given to stipulating in the maintenance contract a penalty for failure of the maintenance contractor to respond to a call-out or failure to perform specified operation, maintenance or repair tasks that result in an inoperable fueling system.  The amount of the penalty should be proportional to the cost and inconvenience of not having the fueling station operational when needed to fuel vehicles.

CNG Fuel Price Report & Station Count
From Clean Cities Alternative Fuel Price Report published by Argonne National Laboratory for DOE's Clean Cities Program

Overall Average Fuel Prices (as of April 2011)


Nationwide Average Price for Fuel This Report

Nationwide Average Price for Fuel Last Report

Change in Price This Report vs. Last Report

Units of Measurement

Gasoline (Regular)




per gallon





per gallon





per GGE

NGVs & CNG in the News
NGVi Sponsors

Daily News 07/27/11

Leon County School District wins approval for 30 more CNG buses, New CNG stations in Pittsburgh, NJ Transit adding 76 CNG buses, Mack delivers CNG trucks to Grand Junction

Daily News 07/26/11

150 new CNG stations for Highways, Natural Gas industry update, Two Natural Gas stories, CNG station in Laredo

Daily News 07/25/11

River Valley Transit putting in CNG station, Honda to aggressively market CNG Civic, UT CNG company getting work in OK, proposed natural gas requirements upsets other fuel source promoters

To read more, click here.

Question of the Month Upcoming Training from NGVi

Q: How do I become a Certified CNG Fuel System Installer?

A: The usual way to become "Certified" to install a CNG fuel system is to be trained and "Certified" by the company that manufactures the CNG conversion system such as IMPCO or Baytech Corporation, etc. In any event the CNG fuel system MUST be installed in accordance with NFPA 52.

Two states (to date), Oklahoma and Texas, have their own certification requirements and exams.

  • Oklahoma’s Alternative Fuels Technician Examiners Program is through the Department of Central Services Home Page / Fleet Management / Alternative Fuels Program. Click here for more information.

  • Texas’ Authorized CNG/LNG Activities Licensing is managed through the Rail Road Commission of Texas. Click here for more information.

NGV Driver & Mechanic Safety Training
August 22, 2011, San Ramon CA

CNG Fuel System Inspector Training
August 23-24, 2011, San Ramon, CA

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September 26-27, 2018
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October 2, 2018
Sacramento, CA

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October 3-4, 2018
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About NGVi

Natural Gas Vehicle Institute is North America’s leading provider of training and consulting on natural gas as a transportation fuel.

Our services address the full range of natural gas vehicle and fueling issues, including:

Technical consulting services – Sizing and designing compressed natural gas fueling stations, vehicle assessments and technical assistance for fleets, CNG fueling station troubleshooting, natural gas vehicle maintenance facilities upgrades, liquefied natural gas fleet and fueling management.

Technical training – NGV Essentials and Safety Practices, CNG Fuel System Inspector Training, Heavy-Duty NGV Maintenance and Diagnostics Training, Light-Duty NGV Maintenance and Diagnostics Training, CNG Fuel System Design and Installation Training, Essentials of CNG Station Operation and Maintenance Training, Essentials of CNG Station Planning, Design and Construction Training and CNG/LNG Codes and Standards Training for Fire Marshals and Code Officials.


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