NGVConnection Newsletter - November 2012


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Maintenance Facility Modifications for LNG Vehicles:  Fact and Fiction
By Annalloyd Thomason, Vice President/General Manager, NGVi

Recently, I had a conversation with a long-time friend and NGV industry supplier who relayed an incredible story that involved LNG vehicle maintenance facilities.  A national fleet manager was discussing his choice of LNG over CNG with the supplier.  When asked why he chose LNG, the fleet manager replied, “Because my LNG provider explained to me that the modifications to my maintenance facility would be much less complex and costly if I used LNG vehicles rather than CNG vehicles.” 

My friend and I simultaneously laughed out loud because we both knew that the fleet manager’s statement is far from accurate.  The short answer is that LNG vehicle maintenance facilities require the same modifications as those for CNG facilities—and in the case of facilities where the LNG fuel system will be repaired, more.  Once again, misinformation abounds, and fleet and facilities managers need to know the facts about LNG vehicle maintenance facilities modification. 

Vehicle maintenance facilities where CNG, LNG or both types of vehicle fuel systems will be repaired must be modified to safely accommodate those fuels.  Most of the modifications are driven by codes, but some are recommended best practices because of the characteristics of the fuel.  Because LNG has characteristics that are different than CNG, facilities where those vehicles will be repaired require additional modifications. 

What Makes LNG Unique from CNG When Considering Vehicle Maintenance Facilities?

There are three major factors that distinguish LNG from CNG in vehicle maintenance facilities.  First, when leaked, LNG can be either heavier-than-air or lighter-than-air, depending on its temperature.  LNG is natural gas that is cooled to -260° Fahrenheit until it becomes a liquid.   It is stored onboard vehicles as a liquid in cryogenic tanks.  If spilled or leaked in significant quantities, LNG will pool on the ground (or in drains or maintenance pits) in a maintenance facility.  As it begins to warm up, LNG returns from a liquid which is heavier-than-air, to a gas which is lighter-than-air.  Initially, the gas is colder and heavier than the surrounding air.  It creates a fog, known as a vapor cloud, above the released liquid.  As the gas warms up, it mixes with the surrounding air and begins to disperse.  Safety modifications for vehicle maintenance facilities where LNG vehicles will be repaired must take both states (heavier-than-air and lighter-than-air) into account. 

Second, unlike CNG, LNG is odorless.  In a vehicle maintenance facility, technicians who would normally be able to detect the smell of CNG before more dangerous levels of CNG accumulated in the facility would not be able to detect LNG because it is odorless.  This characteristic requires the use of methane detection systems to detect potential LNG leaks.

Lastly, under normal operating conditions, LNG vehicle fuel storage tanks are designed to vent gas periodically because LNG stored onboard vehicles naturally warms due to heat input from the environment.  U.S. and Canadian standards require that tanks contain LNG for at least five days without venting, but technicians usually cannot predict how long it may be before a vehicle undergoing maintenance or repair vents gas.  LNG vehicle maintenance facilities must be modified to accommodate this periodic venting safely.

Don’t the Codes Specify What’s Required for LNG Maintenance Facilities?

Although the Authority Having Jurisdiction (AHJ) is usually the local fire marshal, there are several codes—not just fire codes—that govern maintenance facilities for natural gas vehicles.  The fire marshal is likely to be most familiar with the fire codes, but the applicable codes include building, mechanical and electrical.  The list includes:

  • National Fire Protection Association (NFPA) 52: Vehicular Gaseous Fuel Systems Code
  • NFPA 30A:  Code for Motor Fuel Dispensing Facilities and Repair Garages
  • NFPA 70:  National Electrical Code
  • International Code Council:  International Fire Code (IFC)
  • International Code Council: International Mechanical Code (IMC)
  • International Code Council: International Building Code (IBC)

Facilities managers often expect that these codes are clear, concise and specific.  Considered collectively, the codes listed above do address maintenance facility modifications or requirements necessary for CNG and/or LNG powered vehicles, and when appropriate, spell out the differences in requirements for each fuel.  However, confusion often occurs because several codes overlap and/or seem to conflict.

For example, ventilation for LNG vehicle maintenance facilities is covered in the International Mechanical Code, International Fire Code and NFPA 30A.  The following is a summary of the seemingly conflicting requirements in each. 

  • The International Mechanical Code requires ventilation at 0.75 cfm per square foot of floor space for all vehicle repair facilities, regardless of fuel type
  • NFPA 30A requires that the operation and failure of gas detection systems be interlocked with an existing mechanical ventilation systems for facilities where LNG fuel systems are repaired. 
  • Finally, with two exceptions, the International Fire Code requires approved mechanical ventilation systems for LNG repair garages equal to 1 cfm per 12 cubic feet of room volume or five air changes per hour.  The two exceptions are (1) when work is not being performed on the fuel system and no hot work or welding occurs; or (2) when the Authority Having Jurisdiction approves natural ventilation.

So if the codes conflict, how do you determine what’s really necessary for CNG or LNG vehicle maintenance facilities?  As a general rule, LNG maintenance facilities require all the modifications for CNG facilities, plus additional requirements to accommodate the unique characteristics of LNG described above.

Specific Requirements for LNG Vehicle Maintenance Facilities

In addition to the all the modifications required for CNG vehicles, maintenance facilities where fuel systems on LNG vehicles will be repaired are required or recommended to make additional modifications.  These include:

  • An LNG vehicle maintenance facility is required by IFC Section 2311.7.2 to have a flammable gas detection system that is listed or approved and calibrated to the types of fuels or gases used by the vehicles to be repaired.  The gas detection system must be designed to activate when the level of flammable gas exceeds 25% of the lower flammable limit (LFL).  The activation of the gas detection system must result in (1) distinct audible and visual alarm signals in the facility; (2) deactivation of all heating systems located in the facility and (3) activation of the mechanical ventilation system when the system is interlocked with gas detection.  Failure of the gas detection system must result in the deactivation of the heating system, activation of the mechanical ventilation system and where the system is interlocked with gas detection and causes a trouble signal to sound in an approved location. 
  • Additional flammable gas detection system in lubrication or chassis service pits is required by IFC Section 2311.7.2.1 for non-odorized LNG fueled- vehicle maintenance facilities.
  • Although not a code requirement, it is frequently recommended as an industry best practice that low temperature sensors be installed in lubrication or chassis service pits or drains that allow valves to automatically close in the event of an LNG leak into one of these areas. 

NGVi has evaluated dozens of vehicle maintenance facilities for CNG and/or LNG modifications, and each one is distinctly unique.  Construction materials, design, ventilation, and heating systems vary from building to building.  It is impossible to determine all the modifications necessary without performing an individual evaluation of the facility.   

However, it is safe to say that vehicle maintenance facilities where LNG fuel systems will be repaired must be modified to meet all the requirements for CNG facilities plus the additional requirements for LNG vehicles.   If you are a fleet manager trying to choose between CNG and LNG and a supplier or other industry member tells you otherwise, check the facts with a reputable third-party.  LNG indeed may be your best choice, but it won’t be because your vehicle maintenance facilities require less modification.

Perspectives with Jared Hightower, ANGI Energy Systems
When Innovation Meets Experience
By Kayla Vickaryous, Marketing Specialist, NGVi

Recently, we had the chance to sit down with fellow industry member, Jared Hightower, Vice President of CNG Sales at ANGI Energy Systems. An NGVi sponsor, ANGI Energy Systems is one of the notable names in compressed natural gas (CNG) refueling equipment with a longstanding reputation as a leader and innovator in the industry.

Jared, could you please give us a background of ANGI Energy Systems?

ANGI Energy Systems has been in the NGV business for nearly 30 years. We’re a family-owned enterprise whose core business is manufacturing and supporting the highest quality CNG refueling equipment.  I believe we are the oldest and largest full-line domestic manufacturer of CNG refueling systems.

Can you provide a general overview of the products and services provided by ANGI?

ANGI builds a wide range of CNG compressor systems, from 40 HP to 800 HP.  Most of the systems that we package include world-class Ariel compressors at the heart of the system.  We also offer dryers, storage, valve panels, dispensers, and a wide variety of controls including customized SCADA systems.  While we don’t own and operate stations or provide installation of equipment, we do offer a broad range of value-added services to support the client’s unique NGV development goals.  Our sales and service approach is collaborative and focused on supporting the customer in the best way possible, either through local sales and service providers or directly.  In fact, ANGI’s sales team has over 85 years of NGV experience.  

What product innovations is ANGI currently working on?

ANGI is focused on continuous improvement in our operations and with our current product line-up.  We are also currently working on new communications and monitoring systems, new dispenser technologies, and we have some exciting integrated compressor systems in development and just completed.  We are also deploying more advanced solutions for heavy-duty fueling to address some inherent challenges with that application.

How is ANGI responding to the increasing demand for CNG fueling stations?

Last quarter, ANGI moved into a new factory with significantly more capacity than our old facility.  As part of the relocation, we’ve built a state-of- the-art research and test building that allows ANGI to test multiple machines at once, as well as new systems that we’re developing.  Additionally, we’ve continued to invest in people, adding about 40% to our work force this year.

Could you tell us about your personal career path in the CNG industry?

I started in the CNG business in 1996 with Lone Star Energy Company, designing, permitting, and building CNG stations.  Over the course of six years and a couple of company name-changes, I worked in engineering and operations.  I moved to CNG equipment sales 10 years ago. I joined ANGI Energy Systems in 2010 – the most exciting chapter of my career.

Can you talk about some of the changes you’ve seen in the industry over the past few decades?

Now is the most dynamic time that I’ve seen in the NGV industry.  We have new and improved engine technology, as well as lighter and larger on-board tank solutions, making CNG more viable in a wider range of vehicle applications.  We’ve always had environmental and domestic energy arguments for CNG, but now we finally have a much faster pay-back for fleets converting to CNG, and this predictable payback is reducing the need for a subsidized CNG program.  All this is attracting more investment as fleets and fuel retailers are making bolder bets on the fuel.  

Recently, there seems to have been a movement in CNG fueling technologies toward fueling station packages (one-size-fits-all concept). Will ANGI be moving toward a similar concept in the future? Can you talk about some of the advantages and disadvantages these systems provide, in comparison to the custom design cascade-fill stations?

Gas inlet pressure, electric utility availability, peak fueling demand, fueling profile, and redundancy are all critical for proper fueling station design.  So I reject one-size fits all, but integrated packages are a good solution for some customers.  That is why ANGI has offered integrated solutions for decades.  The systems still need to meet the customer requirements and so we’re continuing to add to our integrated system solutions.

What do you see for the future of natural gas as a transportation fuel in the petroleum and equipment services industry?

Traditional petroleum retailers will continue to add CNG to their fueling portfolios. In the near-term, the customer base will still be heavily weighted toward fleets, as they use more fuel than the average consumers does.  I think we would all like to see a greater variety of OEM-built consumer vehicles to help speed adoption of CNG in private vehicles. Because CNG does require a different skill set, I think traditional petroleum services providers who really invest in the CNG business will be the most successful.

What challenges do you see coming in response to the increasing demand for CNG fueling stations?

The industry needs a larger number of qualified local installers and support personnel to make sure stations are safely constructed and remain operational. 

How will we make fueling station systems smaller in order to fit CNG in existing stations that may not have the room for all the necessary equipment?

We can save space with thoughtful integration of components while maintaining serviceability, but CNG stations will always require some minimum footprint that will be a function of the system requirements, i.e., how much fuel needs to be dispensed in what period of time. 


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Oil Change Due Already?—Part II

By Dave Crowley, NGVi Instructor

In part I of our discussion on oil quality, featured in the August edition of NGVConnection, we talked about how appearances can be deceptive when evaluating engine oil in an NGV.  Engines are one of the most expensive pieces of equipment to replace, but are also one of the easiest to save. So whether your fleet contains 2 vehicles or 200, it pays to know that “sweet spot” in the maintenance interval where you can safely extend oil replacement just up to the point before it will start to become detrimental to engine health. The question remains: Is the engine manufacturer’s recommended schedule always best for the way your particular vehicles are operated? With some help from a variety of experts, we will dive a bit deeper into the subject of engine lubrication—a specialized topic that is capable of filling most of a degree, and much of a career.

Ryan Stark is an oil analysis expert with Blackstone Labs and has been in the industry more than long enough to witness the improvement of both oil, and its testing procedures. Based on our interview, I derived a wealth of information on the subject. Sampling the oil at each change and reviewing results for coolant, dirt and wear metals can save an engine from a variety of contaminating factors. For instance, antifreeze can get into the oil from head  or intake manifold gaskets, pin holes in wet liners, o-rings, oil coolers, and more—depending on engine type. Unless this occurs suddenly, by the time coolant is visible in the oil, the damage has likely progressed beyond the point of economic repair. Dirt intrusion through a damaged or improperly installed intake is easier to correct if caught early, but obviously leads to rapid wear in the top end and bearings.

CNG-fueled engines are a bit different when analyzing their oil for the purpose of determining optimum oil change intervals. Since CNG is a dry fuel, there is no dilution of the oil by gasoline or diesel that normally lowers oil viscosity. The low carbon fuel keeps the oil looking clean, but the higher combustion temperatures oxidize oil more rapidly, which raises oil viscosity. One long-time CNG technician commented, “I remember working on an engine that was rattling like crazy. I pulled the drain plug out and went to get coffee. When I came back, there was an amber-colored pyramid in the drain pan”.

Low ash or ashless oil is specified on some CNG engines. It is the normal detergent and anti-wear additives in oils that can form ash deposits at elevated combustion chamber temperatures. Using the specified oil takes on higher importance since these deposits end up on valves, seats, stems, and guides as well as spark plug tips, oxygen sensors and catalysts. These ash-forming additives are also more basic (as in basic vs. acidic), so removing them results in oil that is less able to neutralize the acids that form in engines.

For these reasons, when analyzing oil on CNG engines, in addition to looking at dirt, coolant, and wear metals, ask the lab specifically about your test result numbers on viscosity and total acid number (TAN). When the viscosity and acid number elevate to a certain point, the oil should be changed.

Bruce McCaw manages fleet maintenance for Valley Transit in Walla Walla, Washington, where they’ve been doing oil analysis on the fleet for over 20 years. He mentioned the importance of getting accurate and timely help from the lab on interpreting your oil test results. In the Valley Transit fleet, differences in oil life are observed depending on engine types. Their shuttles using GM 6.0 and Ford 5.4 engines are due for an oil change by 3,000 miles (based on oxidation and nitration levels), while vehicles equipped with the Cummins C Gas Plus can go 5,000 miles. Bruce has also found that the data can sometimes be inconclusive and even conflicting.  Finding evidence of coolant in your oil is fairly straightforward, although locating the source of it in the engine may not always be. By discovering oil contamination early, Valley Transit has been able to save a number of its engines.

However, making better oil change interval decisions based on oil oxidation, nitration, and acid levels can require some understanding of statistics and acceptance that some engines, oils, and intervals simply will not follow the trends. For instance, a  bus that was previously running the in-town route may now be logging more highway miles. There are many variables at work—how and where the vehicle is driven is a big one.

In a recent issue of Machinery Lubrication magazine, mechanical engineer Bennett Finch wrote an in-depth article on optimizing oil change intervals in heavy-duty vehicles, which discusses many of the factors influencing oil life from an engineer’s perspective. One statement that stands out is that “fuel efficiency is perhaps the most directly correlated factor to the life of engine oil, and may be the most influential factor that decreases oil life.” We’re all familiar with “severe use” conditions-- anything that forces the engine to run at non-optimal RPM, such as hot running conditions, high loads, steep inclines, and city driving can hinder the combustion efficiency and simply require more fuel to be burned.  Just as those operating conditions decrease fuel efficiency and increase wear on a vehicle, they also decrease oil life. The evidence can be observed in oil testing results.*

In summary, there is an abundance of factors that determine an NGV’s oil change interval: mileage/hours, operating conditions, engine type, and fuel efficiency. By carefully considering these factors and taking the appropriate measures, you may be able to better control maintenance costs and maximize the life of your fleet’s engines.

To read part I of ‘Oil Change Due Already?, click here.

Recommended resources for further learning:

*A brief quote from Cummins Service Bulletin 3810340: “Acceptable methods for determining oil and filter change intervals include mileage/hours and operating conditions. Cummins does not recommend that oil analysis be used to determine maintenance intervals.” They list some concerns regarding variables in testing methods and interpretation of results that are out of their control.

Dual Fuel Systems - A Favorable Option for Heavy-Duty Vehicle Fleets

By Kasia McBride, Marketing Manager, NGVi

According to The Wall Street Journal, there are 3.2 million heavy-duty trucks on U.S. roads and highways burning about 25 billion gallons of diesel fuel annually. Heavy-duty trucks consume significantly larger amounts of fuel than smaller vehicles due to the combination of heavy vehicle weight, heavy payload weight, and long distance travels.  The high fuel consumption of these vehicles, along with rising diesel prices, motivate fleet managers to find strategies for improving fleet efficiency and reduce operating costs. Also, as tougher environmental standards are being endorsed throughout the industry, diesel engine owners are looking for ways to lower emissions without reducing engine power.

For these reasons, fleet operators have long been interested in the possibility of converting their vehicles to more cost-effective and cleaner burning alternative fuels. For many fleets, low natural gas prices provide an economical option to power heavy-duty trucks, but many of them--particularly long-haul truckers--remain concerned about national fueling infrastructure.   Additionally, trucks configured to burn natural gas often cost more initially than trucks that run on diesel.

Paper Transport, Inc., runs a 2008 APG-converted
Detroit Diesel DD15 engine in the 2009 Freightliner
Cascadia tractor
Source: Showtimes

Dual fuel systems, utilizing engines that operate on more than one fuel source simultaneously, offer a great solution for fleets interested in natural gas but who are skeptical about overall effectiveness due to lack of infrastructure. The dual fuel option is gaining popularity because these engines have the potential to reduce the amount of expensive diesel fuel used without  range limitations created by a limited-but-growing natural gas fueling infrastructure. “The new technology is really game-changing because the trucker can run on either fuel, eliminating refueling anxiety,” said Kathryn Clay, Executive Director of the Drive Natural Gas, initiative of the American Gas Association in the article published by The Wall Street Journal.

Dual fuel is categorized by the Environmental Protection Agency (EPA) as a “mixed fuel” because it blends natural gas with diesel by injecting it into the turbocharger. This concept combines the lower cost of natural gas with the efficiency of modern diesel technology. The system is retrofitted onto a standard diesel engine, which operates unaffected, except that the engine’s power is generated by clean-burning natural gas. A measured quantity of natural gas is mixed with air just before it enters the cylinder and compressed to the same level as the diesel engine to maintain efficiency. This system enables converted engines to operate on natural gas while maintaining efficiency and at the fully rated horsepower of the engine. Dual fuel operation is completely automated, requiring no user input for engaging the fuels. If the natural gas fueling parameters fall out of normal operational limits, full diesel operation is instantly and automatically activated, with no interruption of service.

Another important factor is that as of March 2011, the EPA streamlined the process by which manufacturers of natural gas conversion systems may demonstrate compliance with vehicle and engine emissions requirements,
which opened the market for dual fuel systems to many more diesel trucks.  The new compliance program, based on the age of the vehicle or engine being converted, enables conversion manufacturers to qualify for an exemption from tampering by demonstrating that the converted vehicle or engine satisfies EPA emissions requirements. The “Clean Alternative Fuel Vehicle and Engine Conversions” (CAFC) rule created a special category, known as Outside Useful Life (OUL), which applies to heavy-duty diesel engines with more than 435,000 miles, or more than 22,000 hours of operation, or which are more than 10 years old.

“We are working to complete all remaining EPA OUL emission testing in the next few months, to bring our total to approximately two hundred OUL engine families,” said Lyle Jensen, President and Chief Executive Officer of American Power Group Corporation (APG), a company that provides a Turbocharged Natural Gas™ conversion system, and which already has 88 EPA OUL approvals for Cummins ISM and ISX, and Detroit Diesel MBE 4000 engines.

“We believe APG’s aftermarket dual fuel technology is the key stepping stone for thousands of fleet owners to gain the economic benefits of the price spread between diesel fuel and natural gas while also enjoying the flexibility and comfort level of diesel-like performance,” he added.

The APG system displaces up to 80% of normal diesel fuel consumption with the average substitution ranging from 40% to 65%. This technology includes a built-in electronic controller system which maintains fuel balance and ensures that the engine operates at the OEM’s specified temperatures and pressures. Installation on a wide variety of engine models and end-market applications require no engine modifications.

Based on the most recent announcements, the company has received half a million dollars’ worth of orders for vehicular dual fuel conversions from several certified dealers and customers. 

Another conversion company, EcoDual LLC, provides systems for heavy-duty diesel trucks to operate on  up to 85% natural gas, with an average displacement of 60-70% natural gas over most typical driving conditions. The company recently announced authorization from the EPA to begin installing its systems on 29 engine families of the 2004 to 2009 Cummins ISM engines and is planning to release multiple systems certified for newer trucks with the Cummins ISM and ISX engines and other engine families from Detroit Diesel, Mack, PACCAR and Caterpillar.

“EcoDual is committed to providing a major cost savings to truck fleet owners,” said Scott Myers, president and CEO of EcoDual LLC, in the company’s recent release. “The cost of the dual fuel system is often recovered in operational savings within one year without any government incentives.”

Peake Fuel Solutions, a subsidiary of Chesapeake Energy, recently launched its dual fuel system for diesel natural gas heavy-duty trucks, starting with the 15-liter Cummins ISX engine. The company has secured U.S. EPA Inside Useful Life (IUL) certification of the product as well as an exemption for the system to be used on Caterpillar 3512B engines.

Peake showed this Kenworth T800 with CNG-fueled DNG upfit at ATA 2012
Source: Fleets & Fuels

The company has already reported back orders for more than 300 of these systems due to demand. The former Hawg Hawling, Chesapeake’s Oilfield Trucking Solutions affiliate which delivers water to and from natural gas fracking sites, is the initial fleet customer.

Natural gas as a transportation fuel has made huge inroads into the heavy-duty vehicle market recently. The demanding and unique operating characteristics of heavy-duty trucks, combined with  the enormous cost savings that natural gas enables, make this fuel highly desirable to heavy-duty fleets. Limited fueling infrastructure, as well as the incremental initial cost of new heavy-duty natural gas trucks, may hamper some fleet managers from making the switch.  But, because of its flexibility, a dual fuel choice offers a practical compromise for many fleets.  It is an easy-to-justify choice for fleet owners who need range for their routes (even through regions without many natural gas fueling stations), but without the waste and expense of replacing vehicles that have hundreds of thousands of miles of remaining life.

NGVi Wins AMTC Award for CNG Vehicle Fuel System Inspector Course

The Automotive Training Managers Council (ATMC) recently announced Natural Gas Vehicle Institute (NGVi) as a winner of the 2012 National Excellence in Training Award for the NGVi CNG Fuel System Inspector Training.

The two-day NGVi CNG Vehicle Fuel System Inspector Training course provides technicians the information and skills required to knowledgeably inspect CNG fuel systems, detect and assess damage and determine necessary next steps. In addition, upon completion of the course, students are prepared to take the CSA Certification Exam if desired.

“I know I speak for our entire training team when I say how proud we are to receive this award,” says General Manager Annalloyd Thomason. “It is an honor to be recognized by such a reputable training affiliate in the industry.”

The ATMC was founded in 1984 by original equipment and aftermarket automotive training professionals for the exchange of training ideas and strategies helpful to both technical and sales/marketing training professionals. The ATMC annually recognizes outstanding or innovative training programs designed for the Automotive and Truck Industry with the National Excellence in Training Award. The awards shine a spotlight on the importance of training to the success of the industry. The award winners meet a prescribed level of excellence based upon the following criteria:

  • Program Overview
  • Needs Analysis
  • Learning Objectives
  • Program Elements/Materials
  • Delivery Methods
  • Measurement of Intended Outcome
  • Program Sustainment/Maintenance

Chosen from a record number of applicants, other 2012 award recipients include: Federal Mogul Technical Education Center for ABS, Stability and Traction Control Diagnosis; The National Alternative Fuels Training Consortium for the program Electric Drive Vehicle First Responder Safety Training; and NAPA AUTOTECH for their program Volumetric Efficiency with Pressure Wave Forms.

NGVi accepted its award from the ATMC board and members in a special ceremony during the ATMC reception  in Las Vegas, Nevada on October 31.

For more information, please visit the NGVi website:

NGVi Exhibit a Success at the NACS Show

On October 8-10, NGVi participated as exhibitors in the 2012 NACS Show and PEI Convention at the Las Vegas Convention Center.

To kick off an exciting tradeshow week, NGVi Executive Director and CNG expert, Leo Thomason, hosted a PEI 1-on-1 session to answer questions on the opportunities and infrastructure that surround CNG as a transportation fuel. Of the 1-on-1 sessions, Leo’s segment was the most highly attended, with 28 industry members and affiliates from around the world, huddled around a table set for ten.

NGVi’s exhibit allowed show attendees a chance to ask specific questions regarding CNG fueling station design, operation, and maintenance practices, and to learn about NGVi’s training and consulting services.

Additionally, the show connected NGVi with key industry leaders, including some of our sponsors, ANGI Energy Systems, J-W Power Company, and OPW Fueling Equipment.

“Our booth’s high traffic flow and the overwhelming response to Leo’s PEI 1-on-1 session is a strong indication of the industry’s movement toward CNG and its place in today’s fueling infrastructure,” claims NGVi General Manager, Annalloyd Thomason. “We are excited for the new relationships formed at the show, as well as the business partnerships to come.”

To view additional photos from the event, click here. For more information about NGVi, visit

Congratulations to the winners of our NACS Show Daily Drawings!

Tom Patterson
CE Thomas (General Contractor, Installation and Maintenance of CNG/LNG Stations)
Winner of an $250 airline giftcard

Forest Honl
NW Pump (Petroleum Equipment Distributor)
Winner of a Garmin GPS Navigation Device

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

Overall Average Fuel Prices (as of July 2012)


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

'O Ring' Opening CNG Station Here--McLean Publishing Co.

Vedder Transport President Wins Global Natural Gas Award--Truck News

Clean Energy Fuels Delivers Higher Volume Of Natural Gas During 3Q--Next Gen Transportation

Natural Gas-Powered Vehicles Gaining

NGV Seminar Held by

To read more, click here.

Upcoming Training from NGVi

NGV Technician & Driver Safety Training

December 3, 2012 | Downey, CA

Training for drivers and technicians on safe driving, fueling and maintenance of today's natural gas vehicles.

CNG Fuel System Inspector Training

December 4-5, 2012 | Downey, CA

Training for technicians on the information and skills required to knowledgeably inspect CNG fuel systems, detect and assess damage and determine necessary next steps.


Click here to Register

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September 11, 2018
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Essentials of CNG Station Planning,
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Sacramento, CA

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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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