Rwechungura 2006

NTNU
Department of Petroleum Engineering and Applied Geophysics
Semester Project
COMPRESSED NATURAL GAS FOR DAR ES SALAAM
CITY TRANSPORT
By
Richard Wilfred Rwechungura
Trondheim
December 2006
Compressed Natural Gas for Dar es Salaam City Transport

2006
Abstract
The benefits of using compressed natural gas (CNG) as the fuel for city buses and taxis
are presented. The amount of petrol and diesel currently used and the CNG required to
replace the traditional fuels have been determined and the reduction on the emissions
after conversion to CNG established. A forecasted amount of natural gas demand for the
next 20 years have been established and compared with available proven reserves. Also,
adoption of CNG would save the foreign currency used to import petrol and diesel as
natural gas is available locally.
It was found that the use of petrol and diesel produces approximately Mt 1.7 CO2e
(Million tones of Carbon dioxide equivalents) per year; and that if all Dar es Salaam city
buses were converted into CNG the reduction in these emissions would be Mt 0.7 CO2e
per year. It was also found that if all Dar es Salaam city buses were converted into CNG
the reduction in these emissions would be 57.5% of CO, 40% of CO2, 35.4% of NOx,
93.5 % of PMs and up to 100% of SO2.
The forecasted demand of Natural Gas on CNG for the next 20 years was found to be
7100 MSm3 (250 bcf) compared with proven reserves of approximately 57 BCM (2000
bcf). The country will save US$ 205 million per year on foreign exchange. However the
nation will have a profit gain of US$ 177 million per year (Tsh 230 billion per year) if all
taxis and buses are converted to CNG. It was therefore concluded that the CNGV
technology is advantageous and suitable for use in Tanzania, starting with the
commercial city of Dar es Salaam.
Finally, it was recommended that the Government of Tanzania should look for companies
in industrialized countries to offer this as a CDM project (Clean Development
Mechanism one of Kyoto mechanisms).This will solve the problem of finances to invest
in this project.
ii

2006
Acknowledgements
I feel greatly indebted to my supervisor, Prof. Jon Steinar Gudmundsson of NTNU,
Department of Petroleum Engineering and Applied Geophysics for the valuable advice
and suggestions as well as guidance he gave during the study and writing of this report.
I wish to record my profound gratitude to the numerous institutions and individuals who
assisted the study leading to the production of this report. Special mention must be made
to the following individuals:
Arne Olav Fredheim, Professor, NTNU, Department of Energy and Process

Engineering,
Mr. Stephen Mwakifwamba, Coordinator the Center for Energy, Environment,

Science and Technology (CEEST) in Tanzania.
Mrs. Joyce Kisamo. Principal Chemical Engineer Marketing and Investments,

TPDC
It is customary for the writer to thank his wife for the support, encouragement and
understanding. This, I readily do. I therefore must thank my wife Hermenegilda. R.
Rwechungura much more.
iii

2006
List of Contents
Abstract -----------------------------------------------------------------------------------------------ii
Acknowledgements --------------------------------------------------------------------------------iii
List of Contents ------------------------------------------------------------------------------------- iv
List of Tables---------------------------------------------------------------------------------------- vi
List of Figures-------------------------------------------------------------------------------------- vii
Abbreviations ------------------------------------------------------------------------------------- viii
1. INTRODUCTION--------------------------------------------------------------------------------1
2. BACKGROUND ---------------------------------------------------------------------------------4
2.1 Tanzanias Transport Sector in General---------------------------------------------------4
2.2 Use of Buses and Taxis ---------------------------------------------------------------------5
2.3 Converting Diesel and Petrol Engines to CNG ------------------------------------------6
2.4 CNG Network and Refuelling Systems ---------------------------------------------------7
2.5 Proposed Distribution Network of Refueling Stations in Dar es Salaam -------------8
3. LITERATURE REVIEW -----------------------------------------------------------------------9
3.1 CNG Technology ----------------------------------------------------------------------------9
3.2 Motor Vehicles and Air pollution----------------------------------------------------------9
3.3 Road Traffic and Effects of Urban Air Quality on Human Health ------------------ 10
3.4 CNGV Development in Delhi India--------------------------------------------------- 11
3.5 CNGV Development in Cairo Egypt-------------------------------------------------- 15
3.6 CNG Norway ------------------------------------------------------------------------------- 22
4. GAS FIELDS IN TANZANIA --------------------------------------------------------------- 23
4.1 Songo Songo Gas Field ------------------------------------------------------------------- 23
4.2 Mnazi Bay ---------------------------------------------------------------------------------- 24
4.3 Natural Gas Composition and Properties ----------------------------------------------- 24
4.4 Natural Gas Markets for Tanzania ------------------------------------------------------- 25
5. CNG IN DAR ES SALAAM ----------------------------------------------------------------- 27
5.1 Expected Average Natural Gas Usage by City Buses --------------------------------- 27
5.2 Expected Average Natural Gas Usage by Taxis --------------------------------------- 29
5.3 Possibility of Implimentation------------------------------------------------------------- 29
iv

2006
6. BENEFIT OF USING CNG ------------------------------------------------------------------ 30

6.1 Environmental Gain ----------------------------------------------------------------------- 30
Emission Estimation --------------------------------------------------------------------- 30
The choice of emission factor----------------------------------------------------------- 31
Emission Reduction on using CNGV -------------------------------------------------- 31
Global Warming Potentials (GWP) ---------------------------------------------------- 32

6.2 Economic Gain ----------------------------------------------------------------------------- 33
Country Savings on Foreign Currency------------------------------------------------- 33
Profit Gain on using CNG NGV ----------------------------------------------------- 33

6.3 Clean Development Mechanism, CDM ------------------------------------------------- 33
CNG Dar es Salaam Can be a CDM Project ------------------------------------------ 34

7. DISCUSSION----------------------------------------------------------------------------------- 35
8. CONCLUSION --------------------------------------------------------------------------------- 37
REFERENCES ------------------------------------------------------------------------------------ 38
TABLES AND FIGURES ----------------------------------------------------------------------- 41
APPENDICES ------------------------------------------------------------------------------------- 65

2006
List of Tables
Table 3. 1: Growth trend of CNG stations and CNG sales in Delhi as per June, 2002 .... 41
Table 3. 2: The present infrastructure for CNG on Delhi and other Cities....................... 41
Table 3. 3: Emissions reduction on Autorickshaw Three wheelers using CNG............ 42
Table 4. 1: Songo Songo Reservoir Properties ................................................................. 42
Table 4. 2: Typical gas composition of Songosongo Natural Gas Field .......................... 43
Table 4. 3: Wet and Dry, Sweet and Sour Gas ................................................................. 44
Table 5. 1: Net Calorific Values of Diesel, Petrol & Natural gas..................................... 44
Table 5. 2: Part of the route description and fuel as shown on Table 7.1 (Appendix) ..... 45
Table 5. 3: Extract Form Table 7.1 (Appendix)................................................................ 46
Table 5.4 : Projected NG Demand for 20 years............................................................... 46
Table 5.5 : The Amount of Gasoline Used by Taxis ........................................................ 47
Table 5.6: Projected Demand for Natural Gas for the coming 20 years, Assumed 5%
annual increase for buses and 4% annual increase for Taxis in NG demand each year ... 47
Table 6. 1: Emission Reduction on using CNG (Dala Dala only) .................................... 48
Table 6. 2 : The Country Savings and Profit Gain If CNG is Implemented..................... 49
Table 7. 1 Dar es Salaam City Bus (Daladala) route networks detail description............ 65
Table 7. 2 Forecast for 20 Years FOREX Savings ........................................................... 71
Table 7. 3 Direct GWP Relative to CO2 Concentration.................................................... 72
vi

2006
List of Figures
Figure 2. 1: Commuter Buses in Dar es Salaam ............................................................... 50
Figure 2. 2: CNG Taxis..................................................................................................... 50
Figure 2. 3: CNG Bus ....................................................................................................... 51
Figure 2.4: The Entire System of CNG Engine ................................................................ 51
Figure 2. 5: Ignition temperature of various kinds of fuel (oC)........................................ 52
Figure 2. 6: Modern Computerized Refueling System ..................................................... 52
Figure 2. 7: Proposed NG Distribution at UBUNGO Station........................................... 53
Figure 2. 8: Proposed Pipeline Network and Refueling Stations for CNG in the City..... 54
Figure 3. 1: Air polluted as seen from the Cairo City....................................................... 55

Figure 3. 2: Compressed natural gas (CNG) bus in Trondheim ....................................... 55
Figure 3. 3: Team-Traffic refueling station. ..................................................................... 56
Figure 3. 4 A cylinder track. ............................................................................................. 57
Figure 4. 1: The on going Exploration Activity Map of Tanzania for oil and gas ........... 58
Figure 4. 2: The Eastern Tanzania Map showing the locations of Songosongo and Mnazi
Bay Gas Fields and the Pipeline layout to Dar es Salaam ................................................ 59
Figure 4. 3: Location of Mnazi Bay Gas field .................................................................. 60
Figure 4. 4: Setting the Jack-up at Mnazi Bay.................................................................. 61
Figure 4. 5: IPTL (Independent Power Tanzania Limited) a reciprocating power plant to
gas. .................................................................................................................................... 61
Figure 4. 6: Ubungo Turbines........................................................................................... 62
Figure 4. 7: Tanzania Portland Cement Company Ltd. .................................................... 62
Figure 6. 1: Emission Reduction on Using CNG.............................................................. 63

Figure 6. 2: Clean Development Mechanism, CDM ........................................................ 64
vii

2006
Abbreviations
CO . Carbon Monoxide
CO2 . ..Carbon Dioxide
CDMClean Development Mechanism
CNG .. .Compressed Natural Gas
CNGV .Compressed Natural Gas Vehicles
CR . Compression Ratio
GHG . ..Green House Gases
GCV Gross Calorific Value
GWP Global Warming Potential
HC . .. ...Hydrocarbon
HD . ..Heavy Duty
LD . ...Light Duty
LNG .. ...Liquefied Natural Gas
LPG ..Liquefied Petroleum Gas
MD . .. ..Medium Duty
MSm3 . .Million Standard Cubic Meters
Mt CO2e... Million tonnes of CO2 Equivalents
NCV Net Calorific Value
NG .. .Natural Gas
NGV . .. Natural Gas Vehicle
NOx . Nitrogen Oxides
NMVOCs . .. Non-Methane Volatile Organic Compounds
OEM . ..Original Equipment Manufacturer
o.e. . .. ..Oil Equivalent
PMs . .. .Particulate Matters
Sm3 . Standard Cubic Metre
SOx . .. .Sulphur Oxides
Tcf .. .Trillion cubic feets
VOCs . .Volatile Organic Compounds
viii

2006
1. INTRODUCTION
Tanzania has two proven natural gas reservoirs namely Songo Songo and Mnazi Bay,
both reserves are estimated to have a deposit of about 2 TCF equivalents to 57 BCM in
total. Seismic data indicate the possibility of having more gas reserves. The two fields are
allocated on Southern coastal belt of Tanzania.
This study will focus on the use of natural gas to improve the lives of the people in Dar es
Salaam, the economy of the country and protect the environment from pollution. The use
of Compressed Natural Gas, CNG and Natural Gas Vehicles, NGV for city commuter
buses and taxis can show a great improvement in all these aspects. Currently a small
amount of natural gas from Songo Songo is used to produce electricity.
The National Energy Policy (2003) observes that more than 40% of all imported
petroleum is consumed within the transport sector. The energy challenge within the
sector is therefore to ensure efficient and safe use of the petroleum products. Efficient
petroleum use is determined by the standard of vehicles, the quality of the transport
systems, and quality of the fuel and the use of most energy efficient transport means. The
Policy has clearly provided objectives in mitigating both greenhouse gases and other
pollution. These are to promote energy efficiency and conservation in the transport
sector, encourage use of more efficient transport modes; and promote fuel switching from
petroleum to other alternative environmentally friendly fuels.
The National Environmental Policy (1997) objectives on technology aims at promoting

the use environmentally sound technologies, that is, technologies that protect the
environment, are less polluting, use all resources in a more sustainable manner, recycle
more of their waste and products, and handle residue wastes in a more acceptable manner
than the technologies for which they are substitutes. The environmental objectives for the
transport sector are to improvement in mass transport systems to reduce fuel

2006
consumption, traffic congestion and pollution; control and minimization of transport

emission gases, noise, dust and particulate; and disaster/spill prevention and response
plans and standards shall be formulated for transportation of hazardous/dangerous
materials.
The National Transport Policy (2003) underscores the importance of the transport sector
to the socio-economic development of the country and in achieving the vision 2025 and
poverty eradication. Efficiency and environmental friendliness of the sector have been
emphasized as key development issues as stipulated in the policys vision and mission.
The Policy characterizes weaknesses of the transport sector as high cost, low quality
services due to various reasons including the existence of high backlog of infrastructure
maintenance and rehabilitation, inadequate institutional arrangements, laws, regulations
and procedures which are not consistent or compatible with each other to create
conducive climate for investment and hence growth of the sector, inadequate capacity
caused by low level of investment resources, and low level of enforcement of safety and
environmental sustainability.
This project, therefore, reports a study which was conducted at NTNU, Norway, on the
possibility of having CNG for Dar es Salaam city buses and taxis so as to reduce the
amount of harmful exhaust emissions produced by the petrol- and diesel-engine buses
and taxis and to full utilize the locally available natural resources for the economy of the
country and recommends for action by the Government of Tanzania, and proposes
relevant steps in implementing this project.
Tanzania is among the third world countries (less developed); its emissions are negligible
compared to first world countries (industrialized countries) such as America. Tanzania is
a signatory of the Kyoto Protocol together with other nations with the aim of reducing
GHG emissions .Changing to the use of Compressed Natural Gas Vehicles (CNGV) is a
need to reduce GHG emission and air pollution especially in cities. Tanzania is entirely
dependent on imports, all in product form. According to government statistics, Tanzania

2006
consumed 1.45 million tonnes of petroleum products in 2005 (Government of Tanzania

2006). Statistics for 2003 show that diesel accounted for 53 percent of the total
consumption, gasoline 16 percent, non-aviation Kerosene 12 percent, heavy fuel oil 10
percent, and aviation kerosene for 7 percent. LPG consumption was negligibly small.
Therefore there is a need to utilize the available natural resource to save the countys
foreign exchange.
The study covered the following outlines to accomplish its objective:
Do we have enough natural gas in Tanzania to use in Transport system in Dar es

Salaam? (Taking into account proven reservoirs)
This project will address the use of natural gas as fuel for vehicles, the CNG
(Compressed Natural Gas) filling stations and converting a vehicle to CNG. The
possibility of implementing Clean Development Mechanisms, CDM with
industrialized countries to achieve the goal.
The project will look at the country savings on foreign currency by

implementation of CNG technology.
The project will address reduction in emissions and air pollution by changing to
using CNG.

2006
2. BACKGROUND
2.1 Tanzanias Transport Sector in General

According to the National Transport Policy (2003) Tanzanias transport network
constitute 85,000 km of roads; 3,685 km of railway system; and major sea ports at Dar es
Salaam, Tanga, Mtwara and other ports serving transport in lake Victoria, Tanganyika
and Nyasa. Major seaports for Zanzibar are Malindi and Mkoani and others at Chake
Chake, Wesha and Wete. There are three international airports namely Dar es Salaam,
Kilimanjaro and Zanzibar. There are about 60 Government airports. Presently, the
domestic airports and strips do not generate enough traffic to make them commercially
viable. [10]
Pipeline transport for the country includes the one conveying crude oil from Dar es
Salaam to Ndola in Zambia with a total distance of 1,750 km and the just constructed
pipeline for transporting natural gas from Songo Songo to Dar es Salaam. Another
pipeline under consideration will be transporting petroleum products from Dar es Salaam
to Mwanza covering a distance of 1,150km. The pipeline will replace a fleet of trucks
that are currently delivering the products to the hinterland. [10]
By order of importance, road transport stands out as the leading mode in terms of its
coverage, in km., and volume of goods traffic it handles. It is estimated that over 70% of
the estimated 2.5 billion ton-km. of freight movement in Tanzania is by road transport.
This mode is also said to handle 60-70% of the bulk of agricultural crops. About 8,988 of
commuter buses are said to operate in cities, municipalities, towns, and regional capitals
for Tanzania mainland. [10]
Most of rural and district roads are not passable over all seasons since only 6% of
Tanzanians road network is bituminized [10]. Rural transport is therefore non-motorized,

2006
walking and head-loading. On the other hand, urban transport is predominantly both
motorized and non-motorized road transports. Transport problems namely road
congestion, pollution and accidents are on the increase in cities like Dar es Salaam.
Typical proportions of motor vehicles show that saloon cars constitute about 47%, trucks
29%, buses 8% and other vehicles occupying the remaining percentage. About 74% of
motor vehicles plying in Tanzania are imported from Japan. About 76% of saloon cars
are imported as used.
The transport sector accounts for 6% of the Tanzanias total GDP (Gross Domestic
Product). Agriculture accounts for about half of the GDP and over 60% of export
earnings, commerce accounts for about 12%, manufacturing accounts for about 9% and
mining 2% (The National Energy Policy, 2003). The Tanzanias 1990 greenhouse gas
inventory shows that CO2 emissions from fossil fuel combustion from mobile
combustion activities including the transport sector, and farm and construction equipment
was the largest, accounting for 56% of total CO2 emission. Most of this amount is
attributed to road transport. [7]
2.2 Use of Buses and Taxis
The city of Dar es Salaam in Tanzania currently has a population of approximately 3.4
million people, with an annual growth rate of 4.3% [8]. The high growth rate is related to
the increasing migration of people from upcountry rural areas to the urban, Dar es Salaam
attracting most of them, as it is the commercial centre of the country. This results in
increasing fuel consumption due to increasing number of city buses and trips, thus
causing increased production of harmful exhaust emissions of CO, NOx, Sox, CH4 and
PMs. The city bus fleet is estimated be composed of 9600 minibuses (Toyota Hiace) and
City buses (Toyota Coaster/DCM), most of them purchased second-hand and poorly
maintained, thereby producing a lot of harmful exhaust emissions. A similar study was
done by Lumato, Modest at NTNU in 2005 whereby the number of buses were 8000, this
report therefore accommodate this increment and suggest the forecast for the next 20
years. Currently approximately 4500 taxis operate in the city, if all the buses and taxis
5

2006
convert to using compressed natural gas a big impact can be seen economically,
environmentally and in lives of the people.
The Dar es Salaam City Council has embarked on a project known as Bus Rapid Transit
(BRT) for the purpose of reducing the impact of greenhouse gases resulting from the
existing disorganized city transportation. The objective of the project is to institute public
transport system with an efficient and cleaner mass transit system. The project adopted
from Bogota, Colombia will commence in 2008 whereby 110 buses will be introduced
and CNG option will be considered [9]. The typical commuter buses in Dar es Salaam is
shown in figure 2.1, figure 2.2 and 2.3 shows typical CNG taxis and buses.
2.3 Converting Diesel and Petrol Engines to CNG

Converting a vehicle to run on CNG involves the fitting of cylinder(s), normally in the
boot of the car to store CNG or at the top of buses, and associated equipment to allow the
gas to flow into the engine. When converting to CNG, you retain the existing petrol
carburetor and fuel tank so that vehicle will still run on petrol. Normally just by turning a
switch on the dashboard you can switch between fuel sources. Therefore, nothing will
stop the vehicle traveling on petrol outside the area where CNG is not available.
However, fuel savings will naturally be greater if the vehicle is run on CNG. There are
two types of NG engines classified according to the type of ignition way. These are Otto
cycle (constant volume combustion) and the Diesel cycle (compression ignition). The
systematic flow of CNG into the engine starts from the CNG tank, Fuel Compressor,
Heat exchanger, Accumulator Regulator and finally it reaches the cylinders. Figure 2.4
shows the entire system of CNG Engine. [11]
In order to cover the actual cost for conversion in Tanzania one needs 800 US$ for
installation of CNG equipment. This is for vehicles fitted with one CNG cylinder having
the gas capacity equivalent to 10-15 liters of petrol. Every additional cylinder fitted will
be given at an extra charge of 350 US$. This means 400 US$ for the tank and 400 US$

2006
for conversion kit and 350 US$ for any extra tank [9]. The actual conversion can be done
in 4-5 hours.
Safety Aspects
CNG has four big safety features that make it an inherently safer fuel than petrol, diesel,
or LPG. Firstly, CNG has an average specific gravity of 0.587. This means that it is
lighter than air so if it leaks, it just rises up and dissipates into the atmosphere. On the
ground other fuels will form a hazardous puddle on should a leak occur. Secondly, it has
a self-ignition temperature of 650 degree centigrade as opposed to 300 degree centigrade
of petrol. Thirdly, CNG has to mix air within small range of 5 to 15 percent by volume
for combustion to occur. This is a far narrower range than for petrol. Fourthly, CNG
cylinders are designed and built with special materials to the highest safety specifications,
which make storage far safer than petrol tanks [12]. Figure 2.5 shows the ignition
temperature for various kinds of fuel.
2.4 CNG Network and Refuelling Systems
Natural gas required for CNG refueling station can be obtained from field through
pipeline or supplied and stored into a liquid state as LNG. LNG refueling station can only
be applied when natural gas is supplied as LNG while CNG refueling can be done when
natural gas is supplied in gaseous form through pipeline. If the natural gas source for
CNG is from pipeline, the station is known as CCNG while for LNG as a source the
station is LCNG. For the case of Dar es Salaam CNG refueling stations we will only
consider the CNG supplied from pipeline as a source. This is because of the current
situation where the pipeline supply of natural gas from field is well developed and is in
operation.
CNG is filled in the cylinder up to a maximum of 200 bar pressure; CNG can not be filled
in the car through a domestic or commercial outlet of natural gas because natural gas
used in homes, industries and factories is supplied at low pressure. The quantity of gas
filled in the CNG cylinder at this pressure is not of much value to an automobile engine.
Natural gas after being compressed at high pressure is filled in the vehicles at CNG
stations so as to give the vehicle a reasonable range between refills. Figure 2.6 shows a
7

2006
modern computerized refueling system. Natural gas from pipeline through the dryer
enters the compressor station whereby it is compressed to 200 bars, and then it is sent to
storage cylinders then to dispensers.
The dispenser is important as the main interface with the customer. It resembles the shape
of liquid fuel dispensers and provides all the features, including self-service operation.
The dispenser carries information on unit price, quantity dispensed and total charge to the
customer. All the electronic charge systems used on liquid fuel dispensers are available
for CNG. The units of measurement may be litres or gallons of petrol equivalent or mass
or volume. One CNG cylinder will hold the natural gas the range of 10-15 liters of petrol
equivalent. So you multiply this by the fuel consumption of your vehicle, in km/liter.
Typically, a medium sized car, which is powered by a 1300 c.c. engine, will have a range
of about 155 km. This range can be enhanced by the installation of an additional cylinder.
2.5 Proposed Distribution Network of Refueling Stations in Dar es Salaam

The areas where the refueling stations are to be placed in regard to easily be reached by
most of city buses as suggested by Modestus Lumato,2005 [11] are as follows:Mbagala, Mtoni, Temeke, Tandika, Polis Changombe, Buguruni, Tazara, Airport
(Uwanja wa Ndege), Ubungo, Mwenge, Mbezi, Manzese, Morocco, Kinondoni,
Magomeni, Msimbazi,Karume, Kariakoo(S/uhuru), Mnazi mmoja, Stesheni, Posta,
Kivukoni, Sinza, Changombe(Ufundi), Kilwa Road(Ufundi) and Ubalozi. [11]
The pipeline network will consist of 8 diameter pipe from Ubungo Gas Terminal where
the Natural gas from the field is collected, Figure 2.7 referred. The natural gas required
for CNG stations will be distributed to the proposed 26 CNG stations as shown on
Figure2.8. From the station the NG will be compressed up to 200 bar and stored ready for
fast refueling and dispensing to vehicles. The pressure input to the refueling station is
determined by the inlet pressure to the pipe network at Ubungo and the pressure drop
along the pipeline. [11]

2006
3. LITERATURE REVIEW
3.1 CNG Technology
Compressed Natural Gas, or CNG, is quite simply gas that has been compressed such that
it can be used in pressure vessels rather than by pipeline as is the traditional method. The
gas is compressed to 200 bar pressure. While interest in CNG technology and transport
has grown in recent years, it is by no means a new idea. In many countries, CNG is the
primary fuel source for vehicles, displacing gasoline.
CNG is often confused with LNG. While both are stored forms of natural gas, the key
difference is that CNG is in compressed form, while LNG is in liquefied form. CNG has
a lower cost of production and storage compared to LNG as it does not require an
expensive cooling process and cryogenic tanks. CNG requires a much larger volume to
store the same mass of natural gas and the use of high pressures. CNG is also often
confused with LPG, which is a compressed blend of propane (C3H8) and butane (C4H10).
3.2 Motor Vehicles and Air pollution
Road transportation is the dominant source of NOx emissions in cities, with the emission
rate of NOx higher in diesel-powered vehicles than in gasoline-powered ones. Cars and
trucks pollute the air during manufacturing, oil refining and distribution, refueling and,
most of all, when in use. Motor vehicles cause both primary and secondary pollution.
Primary pollution is emitted directly into the atmosphere where-as secondary pollution
results from chemical reactions between pollutants in the atmosphere. Major air
pollutants from motor vehicles include ozone (O3), particulate matter, nitrogen oxides
(NOx), carbon monoxide (CO), carbon dioxide (CO2), sulphur dioxide (SO2) and general
hydrocarbons (HCs). To date, road transport alone releases 15 percent of CO2 present in
the atmosphere.

2006
Ground-level ozone is the major component of the photochemical smog that blankets
many urban areas. It is not emitted directly but it is formed when nitrogen oxides (NOx)
from fuel combustion react with volatile organic compounds such as unburnt
hydrocarbons or paint solvents in the atmosphere. Sunlight and heat stimulate ozone
formation. These contaminants pose a risk to human health since they are associated with
diseases like breathing impairment, respiratory infections and cancer. The actual degree
of risk depends on the levels and duration of exposure, as well as the susceptibility of the
individual. Groups that are at high risks from the effect of these contaminants include
infants, elderly persons and individuals with respiratory diseases.
Ozone is beneficial in the upper atmosphere while at ground level it is the primary
ingredient in the smog and it irritates the respiratory system. Carbon dioxide does not
directly impair human health (is non-toxic) but is a green - house gas that contributes to
global warming. A greater part of carbon dioxide is released naturally from biological
decay and from ocean water. The dominant effect to increased carbon dioxide production
is climatic changes.
3.3 Road Traffic and Effects of Urban Air Quality on Human Health
Road transport can be distinguished from other sources of air pollution in that the
emissions are released in very close proximity to human receptors. This reduces the
opportunity for the atmosphere to dilute the emissions which would render them less
likely to damage human health. Furthermore, in most city centre atmospheres,
concentrations of vehicle exhaust are significantly enhanced by the fact that many roads
have buildings alongside. The effect of such buildings is to shelter the road, reducing the
wind speed at the source of emissions by as much as an order of magnitude relative to
that on an open road.
High levels of air pollution in city street canyons coincide with noise, smell, and dust
and traffic congestion that people find unpleasant leading to further enhanced concern
about possible health effects. Furthermore, the major impact of road traffic emissions on
10

2006
human health can occur inside the buildings that line city streets, where concentrations of
pollutants from road traffic are determined largely by the outdoor concentration adjacent
to windows and doors.
3.4 CNGV Development in Delhi India
The Indian City of Delhi is part of the national capital region (NCR) with about 14.3
million inhabitants. Due to the rapid increase in vehicle kilometers driven and the poor
technical conditions of the vehicles, the load of ambient air with automobile pollutants is
extremely high. The Central Pollution Control Board estimates that city traffic added as
much as 2,000 tons of pollutants a day in 2000. The permissible standard of 240
micrograms for suspended particulates (annual average) and 240 micrograms per cubic
meter (24 hour standard) are exceeded, but no exact analysis based on monitoring station
readings are available [18, 17].
As a step to take measures for this problem the conversion of Diesel buses and taxis to
CNG were decided to be the solution. Diesel buses were only allowed to operate until
that date if their owners could prove that they had placed orders either for the same
number of new CNG buses or for conversion to CNG. According to a study issued by the
Centre for Science and Environment, New Delhi, which was carried out by an
international consultant team, until March 2001 about 275 CNG buses, 12,000 CNG taxis
and cars and 13,500 CNG three-wheelers were on the road by that time. As 2002 came to
a close, however, all diesel buses in Delhi have been converted to CNG and air pollution
levels are noticeably down [18].
3.5 Strategic Plan Used by India for Succession

Because the responsible government had taken no appropriate action to combat air
pollution, the Supreme Court of India took over the responsibility and issued on July 28,
1998 a time frame for measures to be taken. The order was directed towards the
government of the National Capital Region (NCR), which includes Delhi. With respect to
the scope of the Info Pool the following orders are of interest:[18]
11

2006
- Replacement of all pre-1990 autos and taxis with new vehicles using clean fuels by
March 31, 2000
- Financial incentives for replacement of all post-1990 autos and taxis with new vehicles
on clean fuels by March 31, 2001
- No buses more than eight years old to ply except on CNG or other clean fuels, by
March 31, 2000
- Entire city bus fleet (DTC and private) to be steadily converted to single fuel mode on
CNG by March 31, 2001
- New interstate bus terminals (ISBT) to be built at entry points in the north and
southwest to avoid pollution due to entry of inter-state buses by March 31, 2000
- Gas Authority of India Ltd. to expand its CNG dispensing capacity from nine stations to
80 by March 31, 2001
- Two independent fuel testing labs to be established by June 1, 1999
- Automatic inspection and maintenance (I&M) facilities to be set up for commercial
vehicles in the first phase, immediately.
- Comprehensive I&M programs to be started by transport department and private sector
by March 31, 2001.
The order to move the entire bus fleet to CNG bus by March 31, 2001, was not achieved,
because government authorities gave insufficient attention to infrastructure and vehicle
repowering. Therefore, the Supreme Court gave a conditional extension until September
30, 2001 [18]
Implementations
The orders released by the Supreme Court mainly aimed at replacement of autos and taxis
with new vehicles using clean fuels, converting the entire bus fleet to CNG buses and
installing a comprehensive I&M program .Financial incentives are also used to support
the replacement of post-1990 autos and taxis. All of the approaches go back to the
Supreme Court ruling [18].
12

2006
It is very unusual in most countries that a Supreme Court enters the area of direct policy
measures. Obviously, the Indian government and administration do not have the capacity
and the political will to take sufficiently strong actions leaving a vacuum that the
Supreme Court attempted to fill. According to the study of the international consultants,
the state of the legislative and regulatory framework has not yet been set up in an optimal
way [18]
There are a lot of possibilities for different interpretations, and the Ministry of Road
Transport and Highways (MRTH) had established unclear emission regulations for new
vehicles using CNG, as well as for in-use vehicles converted to CNG. These emission
regulations are necessary for manufacturers and fleet operators to refer to. One of the
loopholes identified is that the MRTH notification allows the extension of type approval
certificates to other engine/CNG kit combinations. No provisions have been defined in
the existing regulations for the inspection of in-use buses after conversion to CNG. [18]
Although the ministry's regulation demands that CNG-kit installation is only allowed to
be carried out by authorized workshops, no requirements for these workshops have been
defined, neither legal nor technical.
The example shows that the initiative taken by the Supreme Court is not supported
appropriately by the responsible administration. But there does not only exist a lack of
active support, but also massive counter-activities.[18] According to the Centre for
Science and Environment, the Ministry of Petroleum and Natural Gas (MPNG) did not
organize an appropriate supply of CNG to the Delhi area, because they did not believe
that the Supreme Courts order would be implemented. Consequently, in the late spring
and in the summer 2001 there was a shortage of CNG forcing many of the taxis and
three-wheelers stop circulating. This influenced public opinion negatively against CNG
[18]
While it was recognized that the introduction of ultra low sulfur diesel (<50 ppm) and
diesel particulate filters could make it possible for conventional diesels to achieve very
low PM levels, such fuels are not scheduled to be introduced in Delhi until 2010. Another
13

2006
problem arose by a whisper campaign of unidentified sources that CNG would cause
cancer. According to a survey carried out by CSE, more than half of the people asked in
several parts of Delhi had heard that CNG caused cancer although the majority of the
whole participants preferred CNG and did not believe the alleged negative environmental
aspect of CNG .[18]
Main Results and Experiences
The above report shows very clearly that the shift to CNG initiated by the Indian
Supreme Court was very difficult and took much longer to implement than it should have
due to very limited support by other government authorities in Delhi. But at the end of
the day, all diesel buses were eliminated and air quality has improved. Therefore, the case
is of interest for observers also in Latin American countries. At the end of 2002 about 94
CNG stations were set up. Out of this 53 were stations set up by IGL, 32 by OMC and 9
for DTC. This was the very high growth trend as from 1998 when they started with only
9 CNG stations. After more investment of about USD 50 million, today the number of
CNG stations has increased to 125 in Delhi. The breakup of current existing stations in
Delhi is as shown in Tables 3.1 and Table 3.2 [13]
What can we learn from the Delhi implementation of CNG vehicles is that:For succession implementation of the CNG vehicles in Dar es Salaam, the Government
using its organs such as Ministry of Energy and Minerals, Ministry of Transport and
Communication, National Environmental Council and the Ministry of Justice and
Constitution together with the Dar es Salaam Transport Authority require actively
involvement. These government instruments should participate full for the project
implementations from the startup to final stages.
Also we can learn that it is possible to convert diesel/ petrol engines to CNG for all type
of vehicles as we can see from Delhi where they have successful converted the light duty
vehicles, the heavy duty buses and the three wheelers. Meanwhile the conversion to CNG
engine is more advantageous in terms of economic, safety and environmental protection.
See Table 3.3 for more details in terms of air pollution reduction. [15]
14

2006
3.5 CNGV Development in Cairo Egypt

Egypt is one Northern African countries proven rich in Oil and Natural Gas reserves. It
has about 55 Tcf of the Natural Gas reserve) with gas production of about 3.1 billion
cubic feet per day (bcfd). Egypts total gas reserves and daily gas production are expected
to continue to rapidly grow. The capital city being Cairo, which is the largest city in
Africa. The population of Cairo was estimated to 6.8 million by 1998. It is known to be
among the fast growing city, leading to increase in environmental pollution [19].
BP Egypt, EEAA, and the Petroleum Ministry strongly believed that using natural gas as
a transportation fuel could provide many benefits. CNG addresses the severe air quality
concerns as it emits about 85 percent fewer harmful pollutants than gasoline. In addition,
using natural gas as a transportation fuel provides a new customer segment for Egypt's
increasingly abundant supply of natural gas. Commercializing CNG also creates many
new job opportunities. [19]
Egypt sought solutions to Greater Cairos air pollution and public health concerns. The
use of natural gas as a transportation fuel was endorsed as a means to improve air quality
and public health. In addition, this would create a new customer segment for the domestic
consumption of Egypts abundant natural gas reserves. [19]
Greater Cairos air pollution and related health problems are significant. Major
metropolitan areas throughout the world are similarly affected. Improving the air quality
and public health represent major priorities for the Egyptian Government. In the early
1990s, the Petroleum Ministry recognized that utilizing Egypts abundant natural gas as
a transportation fuel could make a significant contribution toward improving the air
quality and public health. The following three studies reinforced this need to pursue
aggressive clean air programs. [19]
15

2006
A 1992 assessment of the Helwan area of Greater Cairo conducted by The World Bank
concluded that the concentration of total suspended particulates (TSP) in the air was more
than eight times the proposed World Health Organization standard. A 1993 study
conducted by the Egyptian Environmental Affairs Agency (EEAA) documented that
significant deterioration of air quality in the Greater Cairo area was from pollutants
emitted by the transport sector. [19]
Most recently, a 1999 study commissioned by the EEAA calculated that the lower limit
of the cost of air pollution in Cairo is in the range of one billion to two billion U.S.
dollars per year. This represents 3 to 6 percent of Egypt's gross domestic product (GDP)
Figure 6.1 shows the clouds as a result from air pollution in Cairo. [19]
The Pilot Projects
Egypt's Petroleum Ministry embraced the use of natural gas as a transportation fuel and
in 1992 directed that two pilot projects be initiated with the objective of :- Ensure that Egypt's natural gas performed well as a vehicle fuel and
- To prove that the available CNG fueling station technology would reliably function to
support this potentially new transportation fuel customer segment. [19]
Participants in this pilot project were the Gulf of Suez Petroleum Company (GUPCO), a
BP Egypt and Egyptian General Petroleum Corporation (EGPC) partnership and the ENI
and EGPC partnership Petrobel. GUPCO constructed 3 fast-fill CNG fueling stations and
converted about 150 of their vehicles to bi-fuel operation (CNG or gasoline). Petrobel
constructed 2 fast-fill CNG fueling stations to support about 30 mid-size IVECO
dedicated CNG employee buses. Both of these programs were highly successful in
demonstrating that CNG was a most viable option for Egypt's motorists. [19]
The Commercialization
Encouraged by the success of these pilot projects, the Egyptian Government, through the
Petroleum Ministry, urged that a company be formed to begin commercializing vehicular
natural gas. In December 1994 a Memorandum of Understanding (MOU) was signed
16

2006
designating BP Egypt, Egypt Gas, and Engineering for the Petroleum and Process
Industries (Enppi) as partners in this new venture. In September 1995 this joint venture
was incorporated as the Natural Gas Vehicles Company (NGVC).[19]
Recognizing the great potential for this new industry, the Petroleum Ministry approved
the formation of a second company, which was incorporated as the Egyptian International
Gas Technology Company (E.I.G. TEC) in March 1996. They are comprised of IEOC
(ENI), Petrojet, Misr Petroleum, Misr Insurance and Egypt Gas. A third company, Shell
Egypt Compressed Natural Gas Company, was approved in March 2002. They include
Shell Egypt, Egyptian Natural Gas Holding Company, and Egyptian private sector
partners. [19]
The "CHICKEN & EGG" Dilemma
Egypt's natural gas vehicle program may be unique in this industry as it effectively
overcomes the "chicken and egg" dilemma----No one will build CNG fueling stations if
there are no CNG powered vehicles and no one will convert vehicles to CNG if there are
no CNG fueling stations. [19]
This dilemma has been effectively overcame by a decree from the Petroleum Ministry
that requires all approved CNG companies to carry out two major objectives. The first is
to construct and operate CNG fueling stations, and the second is to construct and operate
vehicle conversion centers. As a result, each vehicle conversion also produces a customer
for the CNG fueling station. This promotes more efficient CNG market development as
NGVC and E.I.G. TEC can increase/decrease the rate of vehicle conversions to keep pace
with available CNG fueling station infrastructure. Typically, in most countries the CNG
fuel supplier must rely upon market entry by other companies to provide the CNG
vehicles. This dependency can severely limit CNG market development and
sustainability. [19]
The Egypt Market Dynamics

17

2006
About 180 CNG vehicles were introduced during the two pilot projects (150 bi-fuel
automobiles and 30 dedicated CNG mid-size buses). These represented the total number
of CNG vehicles in Egypt as it began commercialization activities in January 1996. To
date, this new industry has constructed and is operating 60 CNG fueling stations and 26
vehicle conversion centers in the Greater Cairo area, along the Suez Canal, and north to
Port Said and Alexandria. The two companies have converted in excess of 39,000
vehicles (about 86% taxis/minibuses) to operate on either CNG or gasoline (bi-fuel).
Shell Egypt CNG Company, approved by the Petroleum Ministry in March 2002, will
soon begin to construct and operate additional CNG fueling stations and vehicle
conversion centers.
Egypt now ranks about 8 out of the 49 countries conducting clean fuels' programs based
upon the total number of CNG powered vehicles. [19]
In addition to the benefits of utilizing Egypt's abundant natural gas supply as a
transportation fuel and improving the air quality, this new industry has also created over
800 jobs that are needed to manage, operate, and maintain these CNG fueling station and
vehicle conversion center facilities. The new industry will generate many new job
opportunities as there will be a continuation in construction and operation of additional
locations. [19]
The Economics Overview
A primary key to the NGV's industry success in Egypt is the attractive price differential
between CNG and gasoline. At 45 piastres per cubic meter (equivalent in energy content
to a litre of gasoline), it is less than half the gasoline price of 1.00 L.E. (Egyptian Pound).
In addition, a typical vehicle conversion costs the customer 5,000 L.E. (about $1,500).
[19] Owners of high fuel use vehicles, such as taxis, can recover their cost of vehicle
conversion in as little as six months from fuel savings alone. In addition, the customers
benefit from CNG's outstanding product characteristics that include excellent engine
starts in temperature extremes due to its 130 octane rating, as well as enjoying extended
intervals between oil changes and tune-ups.[19]
18

2006
Vehicle Conversion Financing
Most potential CNG customers do not have the financial capacity to pay the 5,000 L.E.
for the conversion of their vehicle. In the past, both NGVC and E.I.G. TEC have offered
customers financing programs that required a small down payment with monthly
payments available for up to 3 years. In this way, the customer has the ability to repay the
loan from monthly fuel cost savings. These terms motivate high fuel-use customers to
convert which, in-turn provides the necessary base load of vehicles to economically
justify expansion of the CNG fueling station infrastructure. [19]
During the fourth quarter, 2002, Egypts CNG industry implemented a new Gas Card
system. All customers who had outstanding conversion loan balances, and all new
financed conversion customers, began paying the gasoline price each time they fueled
with the difference being credited against their receivables balance. This was more
convenient for the customers as it eliminated their need to make monthly payments. As
previously mentioned, some high fuel use customers paid off their conversion loans from
fuel savings in as little as six months. [19]
The Cairo Air Improved Project (CAIP)
Another exciting development for Egypt's CNG growth has been the EEAA sponsored
$63 million USAID funded Cairo Air Improvement Project (CAIP). This initiative has
focused on improving Cairo's air quality through reducing harmful emissions from lead
smelters and from vehicles' exhausts. Part of this program included providing 50
dedicated CNG public transit buses shared between the Cairo Transport Authority (CTA)
and Greater Cairo Bus Company (GCBC). [19]
NGVC and E.I.G. Tec have constructed and are operating fast-fill CNG fueling stations
at two bus garages in support of this dedicated CNG bus program for Greater Cairo. Both
of the companies were working with the encouragement of the Petroleum and
Environment Ministries on several bus pilot projects that have the potential to rapidly
increase the number of CNG powered public transit buses. [19]
19

2006
NGVC has been coordinating a project with NGV Ecotrans (California) to repower two
existing diesel fueled Cairo public transit buses to dedicated CNG operation at their NGV
Ecotrans facility. These buses have been successfully reengineered and are now powered
by new John Deere Company CNG engines. When the bus companies are satisfied that
they have a good commercial product, the Egypt will enter into technology transfer and
licensing agreements to enable Egypt to begin to both assemble and repower buses for
CNG operation. [19]
Egyptian Government Commitment
The Petroleum Ministry was the catalyst that acted to begin this CNG commercialization
process. They shared the vision that utilizing CNG as a transportation fuel would have a
positive impact on Cairo's air quality and improve the health of its' people. In addition,
the Petroleum Ministry recognized that establishing a new customer segment
(transportation fuels) for Egypt's abundant natural gas supply could promote domestic
energy security and allow for the export of crude oil and refined petroleum products that
would be displaced by the use of CNG.[19]
Prior to establishing NGVC as the first company to commercialize CNG in Egypt, the
Petroleum Ministry issued a decree to ensure the safety and performance of the CNG
fueling stations and the customers' vehicle conversions. This includes strict adherence to
"Egypt's Vehicular Natural Gas Standards and Specifications". This decree also
established that all companies must be approved by the Petroleum Ministry to be able to
engage in this business. [19]
To stimulate the rate of CNG market development, the General Authority for Investment
(GAFI) grants a five-year tax holiday to each approved CNG company. This greater
profit contribution can then be reinvested to accelerate the number of available CNG
fueling stations for the customers.
Through the leadership of the Ministry of State for Environmental Affairs, the CNG
public transit bus program will expand. The ever-increasing use of CNG as a
transportation fuel will significantly improve air quality and public health. In addition,
20

2006
with the encouragement and strong support from the Ministry of Petroleum, Egypt is now
being recognized as having one of the most successful CNG commercialization programs
worldwide. [19]
In conclusion, BP Egypt is proud to be a partner in NGVC. The rapid growth of this CNG
industry is providing many benefits including: greatly reducing harmful vehicle exhaust
emissions leading to improved air quality and public health, supplying Egypt's abundant
natural gas resource to a new customer segment---transportation fuels, providing
customers with significant savings in the fuel cost versus gasoline, and generating many
employment opportunities as this new industry continues to grow. [19]
The Egypt success on implementation of CNGV may be very useful experience for other
countries planning to establish the system. The same principles would also be very useful
if applied for the implementation of the use of CNG for transport on Dar es Salaam City
buses.
The most important lesson from Egypt is the Commitment of the Government to the
Environmental pollution. The Government recognized that CNG would provide about
85% fewer harmful pollutants than gasoline.
Another important aspect is that the Government played the very important rule as a
catalytic to begin the CNG commercialization process. This was done by establishment
of NGVC as a first company to commercialize the CNG in Egypt. Through the Ministry
of Petroleum the Government issued a decree to ensure the safety and performance of the
CNG, including strict adherence to Egypts Vehicular Natural Gas Standard and
Specifications.
The granting of five year tax holiday through the General Authority for Investment
(GAFI) to each approved CNG Company, this made a greater profit contribution to be re
invested to accelerate the number of available CNG fueling stations.
21

2006
Also the the Chicken & Egg Dilemma is a useful experience from Egypt. The
Government through the Ministry of Petroleum decreed that all approved CNG
companies to carry out two major objectives, that is: - Construct and Operate CNG
refueling stations and, Construct and Operate the Vehicle conversion Centers. This
resulted into each vehicle conversion center producing also costumes for CNG fueling
station. This became a very successful way of solving the Chicken and Egg dilemma and
can be good experience to other countries planning to invest into CNGV.
3.6 CNG Norway
The first natural gas bus in Norway was put in traffic in November 1989. The reason of
converting buses was to reduce air pollution in the city that comes from exhaust of heavy
vehicles. The first city bus in Trondheim was converted to natural gas from diesel bus.
The tank was replaced with a gas cylinder. The disadvantage of this combination was a
short range of the vehicle because of limited amount of stored gas in the gas cylinder.
Moreover such a converted vehicle was less reliable and more often repaired [2]. In 2000
all 4 CNG converted buses were replaced with new OEM natural gas buses to increase
reliability and performance. The refueling station place for CNG buses in Trondheim is at
the Team Traffic dock station. Fig 3.3 shows the Team-Traffic refueling station. [2]
Norway has 7000 billion cubic meters (BCM) of natural gas reserves; the development of
natural gas systems has been a little bit slow despite of this abundant natural resource.
Pipeline network has been established in the town of Haugesund in Western Norway, the
local distribution is also established in Karmy and Bergen. 80 buses in Bergen run on
CNG and about 20 buses in Haugesund run on CNG. The country is so scattered
geographically full of mountains and hills, this makes pipeline distribution harder.
Because of this CNG is distributed by tanker Lorries (Gasnor, 2006). Figure 3.4 shows a
typical CNG tanker lorry. Currently a company known as Gasnor operates production
facilities for LNG (Karmy and Bergen). LNG is distributed by a small tanker (1000 m3)
and seven LNG trailers. CNG is distributed by 13 CNG trailers. (Gasnor, 2006)
22

2006
4. GAS FIELDS IN TANZANIA

4.1 Songo Songo Gas Field
Songo Songo gas field is located in the South-Eastern Coastal belt of Tanzania in Kilwa
district of Lindi region; the Initial gas in place is estimated to be 875 billion standard
cubic feet equivalent to 25 BCM. Songo Songo natural gas reservoir has an estimated
recoverable and proven gas reserve of 540 billion standard cubic feet (bcf) or 15 BCM.
The reserve is estimated to last for 28 years, at an average rate of 50 million standard
cubic feet per day equivalent to 1.5 MSm3 per day. Production of the natural gas
commenced in July 2004 under a Government-private sector partnership and a 232 km
gas pipeline from the islands has reached Dar es Salaam. [9]
Current results from seismic and modern technologies estimate Songo Songo to have
more than 1TCF (28.30GSm3) of reserves [unpublished].The probability of having more
gas along the Eastern Coastal belt of Tanzania is quite high see figure 4.2.This is due to
intensive exploration activities going on at this time and promising results acquired time
to time.
Two 25 million cubic feet per day processing units (dehydration and refrigeration) on
Songo Songo Island has been built to process the natural gas from the wells. Any
hydrocarbon liquids removed is shipped to Dar es Salaam or consumed on-site as fuel.
The project has brought about an improvement in the Island's infrastructure by
modernising the airstrip and wharf and providing portable water and power supply. After
processing, the gas is be transported through a 25km 12-inch pipeline from Songo Songo
to Solana Fungi, and from Somanga Funga through a 207km 16-inch pipeline to Ubungo
Dar es Salaam where natural gas has replaced liquid fuel as feedstock in the generation of
up to 151MW of electricity for the national grid (see fig 4.1 below). A 16 km (8-in) pipe
line has been extended northwards to provide natural gas to the Wazo Hill cement plant
where has replaced fuel oil as feedstock in the manufacture of cement.
23

2006
The main goal of this project was to develop natural gas from the Songo Songo gas field
in Kilwa District to provide Tanzanians with a reliable source of low cost electricity, so
320 bcf (9.06GSm3) of gas is allocated (protected) for the Gas to Electricity in Dar es
Salaam for 20 years.[9]
The Songo Songo gas field is 3000 acres (12.14 x 106 m2) of area ,the reservoir is about
131 meters net pay with an aquifer at a depth of 1935.5 meters. Table 4.1 illustrates the
reservoir/gas properties. The aquifer provides enough pressure support; there are no
injection wells of any kind in this field.
4.2 Mnazi Bay
Mnazi Bay gas field was discovered by Agip in 1982, the field is located in the SouthEastern coastal belt of Tanzania, about 27 km South East of Mtwara town, the Initial gas
in place is estimated to be 2.1 trillion standard cubic feet (2100 bcf) equivalent to 59.46
GSm3. Mnazi Bay natural gas reservoir has an estimated recoverable and proven gas
reserve of 1540 billion standard cubic feet (bcf) or 43.61 GSm3.[9]
In May 2004 the government of Tanzania and the Contractor Artumas entered into
Production Sharing Agreement (PSA) for development of the gas field, power generation,
transmission and distribution. This involves construction, development and operation of
gas treatment plant at Msimbati and transport of gas by pipeline from Msimbati to
Mtwara; 8.9 kilometers of marine pipeline and 18.1 kilometers of land pipeline. The
project is still under development expecting to commence in January 2007, with a Gas to
Electricity project (14.5MW) with a requirement of 3.5mmscfd equivalent to 0.0991
MSm3/D (M = 106) for 20 years. (George Ngwale, TPDC 2006)
4.3 Natural Gas Composition and Properties
Natural gas is a flammable gaseous mixture consisting mostly of hydrocarbons (chemical
compounds that contain carbon and hydrogen). Along with coal and petroleum, natural
gas is a fossil fuel. Natural gas may contain as much as 85 percent methane (CH4) and
about 10 percent ethane (C2H6), and also contains smaller amounts of propane (C3H8),
24

2006
butane (C4H10), pentane (C5H12), and other alkenes [11]. Typical composition of Natural
Gas from Songosongo Gas Field Tanzania is shown on Table 4.2. Natural gas contains
small amounts of impurities, including carbon dioxide (CO2), hydrogen sulfide (H2S),
and nitrogen (N2). These impurities can detract from the heating value and properties of
natural gas, during the refining process they are removed and used as commercial byproducts [3].
Natural gas can be classified as sour gas if it contains oxides of sulphur or simply H2S
(Hydrogen Sulphide) or sweet gas if it doesnt contain H2S.Natural Gas from Tanzania
for both of the fields (Songo Songo and Mnazi Bay) is sweet, so the gas processing
facilities is not complicated for CO2 or H2S removal only dehydration and refrigeration is
done. Table 4.3 shows limits for CO2 and SO2 concentration for a gas to be sour or
sweet.
Natural gas is used both as a fuel and as a raw material in the manufacture of chemicals.
As a residential fuel, it is burned in furnaces, water heaters, cooking stoves, and clothes
dryers. As an industrial fuel, it is burned in kilns (special furnaces) used to bake bricks
and ceramic tiles and to produce cement. Natural gas is also used for generating steam in
water boilers and as a source of heat in glass making and food processing.
4.4 Natural Gas Markets for Tanzania
This chapter gives in general Natural Gas potential and markets for Tanzania, the details
and calculations on the actual amount of gas needed for CNG project in Dar es Salaam is
done in chapter 5 of this report. Existing and possible markets for Tanzania are electricity
generation, industrial uses, institution/households and Compressed Natural Gas (CNG)
for vehicles, ferries and boats. Conversion of existing thermal plants and creating new
gas fired thermal generation is a major concern to enable the country to have enough
power and not dependant on hydro power, Tanzania is currently facing power shortage as
a result of less rain.
25

2006
Currently 320 bcf equivalent to 9 BCM of Natural gas from Songo Songo is allocated for
power generation whereby 5 turbines of approximately 30 MW each are in operation
creating up to 151 MW. The gas is transported by a pipeline 232 km from the field to the
power plant at Ubungo in Dar es Salaam see fig 4.5 below. The plan is to add a 42MW
new turbine at Ubungo and converting 100MW IPTL (Reciprocating power plant) into
gas. Also gas from Mnazi bay will commence in January 2007 expecting to start with
14.5MW turbine. The turbine gas price currently is $2.32 / mmBtu or $2.2/GJ (special
price government subsidy).
Eleven industries in Dar es Salaam have switched to natural gas. These are Tanzania
Portland Cement Company Ltd., a glass factory (Kioo Ltd.), Tanzania Brew. Ltd, Alaf
Group, Bora Tanzania Ltd, Karibu Textiles, Chinese Textiles, Nida Textiles, Lakhani
Textiles, Mukwano Industries, a cigarette company TCC, Murzha Oil. Industrial uses
include conversion of furnaces, boilers and heaters from the utilization of liquid fuels to
Natural Gas, figure 4.7 below shows a cement factory switched to natural gas. Another
potential is CNG for vehicles, ferries and boats, institution and households, the main
theme of this project is to address the use of natural gas (CNG) for commuter bases and
taxis in Dar es Salaam.
26

2006
5. CNG IN DAR ES SALAAM

5.1 Expected Average Natural Gas Usage by City Buses
The Natural Gas is used as an alternative fuel to engines in the form of Compressed
Natural Gas (CNG) at about 200bar. Calculations of Natural Gas required to replace
traditional fuel (Petrol/ diesel) is done by the use of Net calorific values. That is the
energy required to operate engine using Petrol or Diesel is converted to its equivalent
energy from Natural Gas. Table 5.1, shows the Calorific values of different fuels. Using
data from Tables 5.2 and 5.3 the amount of NG required to replace the traditional fuel is
calculated as shown below.
Density specifications for Petrol imported to Tanzania (200C) = (0.725 - 0.780 kg/lit.)
0.76 kg/litre or 760 kg/m3. Diesel imported to Tanzania (150C) = (820 - 870 kg/m3) =
0.86 kg/litre or 860 kg/m3.
The amount of NG required to produce the energy equivalent to energy produced by 1

litre of Diesel is calculated using Table 5.1 and found to be equal to:
36.036 MJ per litre of diesel / 47.589 MJ per kg of NG = 0.7572 kg of NG per

litre of Diesel.
Consider the density of diesel, the energy from 0.86 kg of diesel (1 litre of
diesel) = energy of 0.7572 kg of NG .or energy of 1 kg of diesel is equivalent to
energy of 0,880 kg of NG ( i.e. 0.7572/0.86)
Considering the literature of efficiency we can assume 80% efficiency [11],

then 1 litre of Diesel will produce energy equivalent to = 0.7572/ 0.8 = 0.9465kg
of NG energy can produce.
The amount of NG required to produce the energy equivalent to energy produced by

1litre of Petrol is given by: -
27

2006
31.820 MJ per litre of petrol / 47.589 MJ per kg of NG = 0.6896 kg of NG per

litre of petrol.
Taking into account the density of petrol the energy from 0.76 kg of petrol =
energy of 0.6896 kg of NG. Energy of 1 litre of petrol = 0.6896 kg of NG energy.
Considering the literature of efficiency we can assume 80% efficiency, then 1

Litre of petrol energy is equivalent = 0.6896/0.8 = 0.8621 kg of CNG energy.
From Table 5.3: the amount of Diesel required to operate DalaDala per day is 167209.8
litre /Day. Hence NG required to produce energy equivalent to that from diesel will be =
0.9465 kg of NG per litre of diesel x 167209.8 litre of diesel per day = 158264.07 kg of
NG/ Day.
For the Petrol the amount required to operate the Daladala per day is 113401.2 litre /Day
Hence NG required will be 0.8621 kg of NG per litre of petrol x 113401.2 litre of petrol
per day = 97763.17 kg of NG / Day
Therefore the Total amount of Natural Gas required to operate Daladala is 256027.24 kg
of NG /Day or 93513951.06 kg of NG / Year.
The density of NG is about 0.7096 kg/Sm3 (Songo Songo properties), hence NG required
is equivalent to 360805 Sm3/D = 0.36 MSm3/D or 132 MSm3/Year (M = 106), this is
different to the amount reported earlier by Modestus, Lumato 2005 at NTNU due to the
fact that the number of buses and routes have increased and the use of different values for
net calorific values.
The forecast can be done for the coming 20yrs, we assume a 5% annual increase on the
NG need in Commuter buses, this is due to factors like population growth (immigration
to the city) which lead to an increase in buses and trips and hence the fuel. Table 5.5
shows the projected Natural Gas demand (commuter buses) for 20 years. A sum of 4700
MSm3, equivalent to 166 bcf (standard) of natural gas was found.
28

2006
5.2 Expected Average Natural Gas Usage by Taxis

There is 4500 taxis registered in Dar es Salaam, there is a possibility of having more taxis
up to 5500 taxis if we consider unregistered taxis (i.e. Tax Bubu).This report therefore
consider only registered one [9]. Table 5.6 shows the amount of gasoline used by taxis
per day, there after calculation of the amount of natural gas used following the similar
method used in chapter 5.1.
Hence NG required will be:
0.8621 kg of NG per litre of petrol x 168750 litres of petrol per day = 145479.37
kg of NG / Day.
Taking into account the density of Natural Gas, this is equal to 205016 Sm3/Day
or 75 MSm3/year
We assumed 4% annual increase on NG demand by taxis and also gave the forecast for
the coming 20years and found the amount of NG to be used for the next 20 years to be
2394 MSm3 which is equivalent to 85 standard billion cubic feet, bcf (Table 5.7).
5.3 Possibility of Implimentation
As shown in Table 5.7 the forecasted demand for natural gas for both taxis and buses for
the coming 20years, assumed 5% annual increase for buses and 4% annual increase for
taxis in Natural Gas demand each year is 7100 MSm3 (250 bcf). We can see that we have
220 bcf (6 BCM) of additional gas from Songo Songo, also Tanzania have another field
MnaziBay which can use the same pipe (according to design), with recoverable gas 1.5
tcf (1540 bcf) [refer chapter 4.9] equivalent to 44 BCM. If we consider all these together
with the intensive exploration activities one can have the confidence of saying, Yes, we
have enough gas to engage ourselves in CNG
29

2006
6. BENEFIT OF USING CNG

6.1 Environmental Gain
Emission Estimation
There are two methods in estimating emissions from the road vehicles. The methods are
Tier 1 method which is known as the Top down method and Tier 2 method which is
known as the Bottom up method. The Tier 1, or top down approach calculates CO2
emissions by estimating fuel consumption in a common energy unit, multiplying by an
emission factor to compute carbon content, computing the carbon stored, correcting for
unoxidised carbon and finally converting oxidized carbon to CO2 emissions. [ IPCC
Guidelines]
In this report the method going to be used is the Tier 2 for estimation of carbon dioxide
from road vehicles because of different sizes of cars. Tier 2 or bottom-up approach
estimates emissions in two steps. The first step is to estimate fuel consumed by vehicle
type and fuel type. Fuel consumption is estimated by the following relation:-
Fuel consumption =
n ij k ij e ij 1
Where:
i = Vehicle type
j = Fuel type
n = Number of vehicles
k = Annual kilometers traveled per vehicle
e = Average litres consumed per kilometer
traveled.
30

2006
The second step is to estimate total CO2 emissions by multiplying fuel consumption by an
appropriate emission factor for the fuel type and vehicle type. Total CO2 emissions are
estimated by the following relation:-
Emissions = ij (Emission Factorij Fuel Consumption)2

The choice of emission factor
The emission factor depends on the carbon content of the fuel and is expressed as mass of
pollutant per unit of activity, e.g. kg CO2/ TJ. CO2 emission factors are developed on the
basis of the carbon content of the fuel. It is good practice to follow this approach using
country-specific data if possible. Default emission factors provided in the IPCC
Guidelines may be used if there are no locally available data. Carbon dioxide emission
factors are based on the fuel type and carbon content as well as the fraction of fuel left
unoxidised. [IPCC Guidelines]
It is good practice to use national carbon content and fraction oxidized factors for CO2
when available. Default values can also be used when no other information is available.
The emission factors for gasoline, jet kerosene, diesel oil and LPG are 18.9, 19.5, 20.2
and 17.2 tC/TJ respectively. (IPCC Guidelines, Workbook, Table 1-2, Carbon Emission
Factors and Table 1-4, Fraction of Carbon Oxidized). In this report emission factors are
taken from the study conducted in Australia for typical passenger vehicles. [5]
Vehicles type
The vehicles are classified as Light vehicles, Medium vehicles and large vehicles. The
Light vehicles group contains small cars such as Hiaces, Saloons, Hilux, Pick ups and the
like, Medium vehicles group includes cars such as two axles Lorries, Buses and the like,
while, large vehicles group comprises of more than two axles trucks and trailers and
semi-trailers and the like.
Emission Reduction on using CNGV
As we can see from Table 6.1 emission is reduced up to 100% especially for sulphur and
93% for Particulate Matter (PM10). Methane is the primary component of natural gas
comprising up to 97%, depending on the blend, and its delivery to the atmosphere takes
31

2006
place via leakage in the infrastructure and fuel delivery systems, including the vehicle
itself, according to the situation in Africa (i.e. old vehicles and less efficient equipments)
methane can increase in the atmosphere up to 6%.
It has been shown that natural gas vehicles realize significant reductions in life-cycle CO2
emissions relative to equivalent lightweight gasoline vehicles with average fuel
efficiencies due to the lower carbon content of natural gas. Life cycle analysis and GHG
emissions takes into account several stages of the fuel cycle, including the production and
refining of the fuel; the transmission of the fuel to the service station; and the final
preparation for delivery to the vehicle tank, such as the compression or liquefaction in the
case of natural gas, followed by the combustion of fuel in the engine and various fuel
leakage along the way. CO2 emission is decreased by 40% and CO by 57.5% as shown in
Table 6.1 and figure 6.1.
Global Warming Potentials (GWP)
The United Nations Framework Conversion on Climate Change (UNFCC) in 1992

established commitments to prevent dangerous anthropogenic interference with the
climate system. GWP is an index factor that enables comparison to be made between the
global warming impact of 1kg of any GHG and 1kg of CO2.It is a dimensionless quantity
and includes a time horizon during which the impact will be felt. For example the 20
years GWP of N2O is 280.i.e. 1kg of N2O emitted today will exert 280 times as much
GWP over the next 20years as would 1kg of CO2 emitted today. Multiplying the GWP
for each GHG by this years emission rate gives a true measure of the impact of each gas.
Table 7.3 in the appendix gives values of GWP over different lifetime periods. [22]
Using the above GWP values, it was found that the use of petrol and diesel produces
approximately Mt 1.7 CO2e (Million tones of Carbon dioxide equivalents) per year; and
that if all Dar es Salaam city buses were converted into CNG the reduction in these
emissions would be Mt 0.7 CO2e per year see table 6.1.
32

2006
6.2 Economic Gain
Country Savings on Foreign Currency
The country will save US$ 205 million per year on foreign exchange, after 20 years the
country will save approximately US$ 7 billion on Dar es Salaam commuter buses and
taxis only; if other parts of the country adopt the same system the country will save more
FOREX. Table 6.2 shows the country savings and profit gain if CNG is implemented and
table 7.2 in the appendix shows a 20 year forecast. Tanzania import Petroleum in refined
form, the prices used according to BP Tanzania are 1.6 US$ per litre of petroleum and 1.2
US$ per litre of diesel. The Natural gas price is suggested to be at most half the price of
diesel, thus giving a price of 0.3 US$ per kg which is equivalent to 0.2 US$ per Sm3 of
natural gas. This approximately abides to Norwegian gas price which is 1- 2 NOK per
Sm3.
Profit Gain on using CNG NGV
The amount spent on Petrol and Diesel is US$205 million per year which is
approximately equivalent to Tsh 267 billion, the amount to be spent if commuter buses
and taxis are converted to CNG is US$ 28 million per year equivalent to Tsh 34 billion
per year. So the nation will have a profit gain of US$ 177 million per year (Tsh 230
billion per year). See table 6.2 for more details.
6.3 Clean Development Mechanism, CDM

Established under the Kyoto Protocol, the CDM scheme is an incentive for companies in
industrialized countries to invest in eligible emissions reduction projects in developing
countries. The Clean Development Mechanism (CDM) allows a company in
industrialized country to reduce greenhouse gas emissions in a cost-efficient manner. Its
active contribution to sustainable development is awarded with emission credits that can
fulfil its own commitments or be traded on the GHG market.
33

2006
While helping a developing country find ways to reduce their greenhouse gas (GHG)
emissions, a company is honoring its own reduction commitments as well. The CDM
project in which a company invests has to be eligible under the Kyoto Protocol, which
means it reduces GHG emissions beyond levels achieved in a business-as-usual scenario.
The CDM project must reduce GHG emissions consistently over a period of time.
Investing companies earn a determined amount of credits for achieved emissions
reductions. Credits awarded in the form of certified emission reductions (CER) can be
used to fulfil own reduction commitments or be traded on the CDM market. When
properly organised and fulfilling the external validation and verification/certification
requirements, CDM projects can earn credits for either a 10-year period or for a 7-year
period with the option of two renewals of 7 years each. Participation in the scheme is
voluntary. [www.dnv.com/certification/climatechange/cdm_projects/index.asp ]
CNG Dar es Salaam Can be a CDM Project
Due to the emission reduction this CNG project can give as explained in chapter 6.1, it
can be a CDM project. This will break the chicken and egg dilemma as explained be
Modestus, Lumato [9] i.e. no one can bring CNGV because there no fueling stations and
no one can bring the fueling stations because there is no CNGV.
The Kyoto Protocol adopted in1997 has committed developed countries to legally meet
greenhouse gases (GHGs) reduction targets. These countries have to reduce their GHG
emissions on an average of 5.2% below their 1990 emission levels in the first
commitment period 2008-2012. CDM has two objectives, assist developing countries in
achieving sustainable development and assist developed countries in achieving Kyoto
Protocol compliance. For this reason Tanzania can start looking for companies interested
in investing in this CNG project. Figure 6.2 shows how a CDM project works.
34

2006
7. DISCUSSION
The use of CNG as fuel for commuter buses and taxis instead of diesel and petrol is a
potential solution for environmental degradation and global warming problems. CNG
produces much less harmful exhaust emissions of CO, NOx, SOx, CH4 and PMs than the
traditional fuels. This is due to the fact that CNG has a much smaller number of carbons
compared to the other burning fuels. Also lack of sulphur in the NG fuels eliminates all
SOx emissions.
In this study it was found that about 113401.2 litres of petrol and 167209.8 litres of diesel
is consumed by the Dar es Salaam city buses per day. However, if all buses were
converted to CNGVs the consumption would be only about 0.36 Sm3 of natural gas per
day. If all buses and taxis are converted to CNG, this would cause a reduction in
production of the harmful exhaust emissions of about 57.48% of CO, 35.4% of NOx ,
40% of CO2, 93.5 % of PMs and up to 100% SO2. It was found that the use of petrol and
diesel produces approximately Mt 1.7 CO2e (Million tones of Carbon dioxide
equivalents) per year; and that if all Dar es Salaam city buses were converted into CNG
the reduction in these emissions would be Mt 0.7 CO2e per year.
The forecast for the natural gas demand for the next 20 years if all taxis and buses in Dar
es Salaam are converted to CNG was done, at the end of 20 years 7100 MSm3 (7 BCM)
equivalent to 250 bcf (standard) of natural gas will be consumed. This gives the
confidence of proceeding since Tanzania has approximately 57 BCM (2000 bcf)
recoverable reserve of natural gas.
Conversion to CNG will also save foreign currency used to import the petrol and diesel.
The amount spent on Petrol and Diesel in Dar es Salaam city buses and taxis is US$ 205
million per year which is approximately equivalent to Tsh 267 billion, the amount to be
spent if commuter buses and taxis are converted to CNG is US$ 28 million per year
35

2006
equivalent to Tsh 34 billion per year. So the nation will have a profit gain of US$ 177
million per year (Tsh 230 billion per year). The results are very convincing and
technically, economically and environmentally worthy recommending for consideration
by the Government of Tanzania.
The CNGV may technically be achieved by either converting the existing diesel and
petrol engines to CNG or by buying the original manufactured CNG engines (OME).
Both cases have proved positive in all countries where they have been applied. India and
Egypt are using both options and have been very successful. These countries have their
own engine manufacturing industries and conversion workshops. It has led to a great
success in the development of the CNGV technology in the respective countries.
Clean Development Mechanism, CDM is suggested to be the most profitable approach

for implementation of this project. The government of Tanzania should consider this
option as the problem of lack of capital will be overcame.
While working in this project it was noticed that the Ubungo power station is a single
cycle power generation plant, the efficiency of such turbines is very low usually 30% to
50%. It is advised to use combined cycle power generation to ensure effective use of
the piped gas by generating more electricity with a smaller amount of natural gas.
36

2006
8. CONCLUSION
The study there fore concludes that Tanzania have enough natural gas to engage in CNG
for Dar es Salaam city transport considering proven reserves and current exploration
activities. For a country like Tanzania CNG stands to be the best option economically and
environmentally, reduction in production of the harmful exhaust emissions of about
57.48% of CO, 35.4% of NOx , 93.5 % of PMs and up to 100% SO2. This may convince
a company in industrialized country to invest in a CDM project.
The country will save US$138 million per year on foreign exchange, after 20 years the
country will save approximately US$438 billion which is normally used to import petrol
and diesel. How ever the nation will have a profit gain of US$ 11million per year (Tsh
131 billion per year) if all taxis and buses are converted to CNG.
Conversion of Dar es Salaam city buses to CNGV is possible and is environmentally

friendlier and more cost effective than the traditional fuels; implementation of this project
requires the government of Tanzania to sell the idea to companies in industrialized
countries for a Clean Development Mechanism, CDM project.
37

2006
REFERENCES
[1] Economic Commission for Europe, Blue Corridor Project Final Report for the Task
Force, United Nations New York and Geneva 2003.
www.iangv.org
[2] Dariusz Fryczka, Natural Gas Uses for On-Road Transport , Diploma Thesis,
NTNU-IPT, Trondheim June, 2004
[3] Jon Steinar Gudmundsson home page, Examples of Gas Compositions

http://www.ipt.ntnu.no/~jsg/undervisning/naturgass/GasCompositionExamples.pdf
[4] http://www.ngva.co.uk/index/fuseaction/site.articleDetail/con_id/5048
[5] "Emission Facts: Greenhouse Gas Emissions from a Typical Passenger Vehicle"
(EPA420-F-05-004, February 2005)
http://www.epa.gov/otaq/greenhousegases.htm
[6] The Energy Sector Management Assistance Program (ESMAP), Report 323/06
August 2006
http://wbln0018.worldbank.org/esmap/site.nsf/files/32306+Higher+Oil+Prices_For_Web.pdf/$FILE/323-06+Higher+Oil+Prices_For_Web.pdf
[7] CEEST (March, 2003) Initial National communication under the united Nations
Framework Convention On Climate Change (UNFCCC)
[8] United Republic of Tanzania, The Planning Commission 2000; The Economic
Surveys 2000, Government Printers
38

2006
[9] Dismas.A.Fuko & Joyce Kisamo, Natural Gas Markets and Investment
Opportunities in Tanzania, Presentation to the Parliament, Dodoma June, 2006.
[10]National Website of the United Republic of Tanzania.

http://www.tanzania.go.tz/
[11] Modestus, Lumato, Natural Gas as Fuel for Commuter Buses in Dar es Salaam,
Diploma Thesis NTNU - IPT, June 2005.
[12] http://www.cng.com.pk/faq.htm#05
[13] Mr.A.K. De, Managing Director, Indraprastha Gas Limited, Development of CNG
Distribution Infrastructure in Delhi, Report November, 2004
http://www.cleanairnet.org/infopool/1411/propertyvalue-13691.html
[14] Census of India 2001

www.censusindia.net/profiles/del.html
[15] GAIL (India) Limited , Gas and Beyond, Report November 2004
www.gailonline.com
[16] The Gas Authority of India Limited (GAIL) ,Natural Gas Vehicles Development
Report November,2004
[17] Akhil Mitta, Ashish Arora and Anubha Mandal, Vehicular Pollution by Introduction
of CNG in Delhi A Case Study 2001
www.iangv.org
[18] Cleaner Air Initiative Cleaner Technologies Information Pool, Programs and
Experiences
39

2006
www.cleanernet.org/infopool/1411/propertyvalue-18905.html
[19] Frank Chapel- Managing Director, Natural Gas Vehicles Company (NGVC)
The World NGV 2002 Conference NGV, Egypts Clean Fuel Initiative
www.iangv.org/jaytech/files/ngv2002
[20] Jn Steinar Gudmundsson,TPG4140 NATURGASS 2006
www.ipt.ntnu.no/~jsg/undervisning/naturgass/lysark/LysarkGudmundssonProdusertProse
ssert2006.pdf
[21] PRODUSERT OG PROSESSERT NATURGASS - Produced and Processed Natural
Gas (Jon Steinar Gudmundsson, NTNU, 21. september 2006)
http://www.ipt.ntnu.no/~jsg/undervisning/naturgass/TPG4140.html
[22] Cornwell, D.A (1991) Introduction to Environmental Engineering, McGraw Hill,

N.Y.
40

2006
TABLES AND FIGURES

Table 3. 1: Growth trend of CNG stations and CNG sales in Delhi as per June, 2002
Source: OMC OIL MARKETING COMPANIES

Status as on 13th JUNE 2002 [13]
Table 3. 2: The present infrastructure for CNG on Delhi and other Cities
[16]
41

2006
Table 3. 3: Emissions reduction on Autorickshaw Three wheelers using CNG
(Emission in g/km), [15]
Table 4. 1: Songo Songo Reservoir Properties
Field Units
Offshore water depth
SI Units
8-10 ft
2.44 3.048 m
2
Area
3000 acres (130,680,000 ft )
12,140,568 m2
Net pay
430 ft
131.06 m
Porosity
20%
0.2
Permeability
30 mD
2.96 X 10-14 m2
Gas water contact depth
6350 ft
1935.48 m
Reservoir temperature
203 deg F
95 oC or 368.15 K
Gas specific gravity
0.578
0.578
Gas deviation factor
0.9264 (reservoir)
0.9264 (reservoir)
Formation volume factor
0.00625 rcf / scf
0.00625 Rm3/Sm3
Gross heat value
1023 Btu / scf
38115.9 kJ/Sm3
Density
0.0443 lb / cf (surface)
0.7096 kg/Sm3
Initial condensate ratio
0.1 to 0.2 bbl/mmscf
5.615 11.229 Sm3 oil/MSm3 gas
[9]
42

2006
Table 4. 2: Typical gas composition of Songosongo Natural Gas Field
Outlet from test separator, during production tests in 1997 (pre-chilling)

[9]
43

2006
Table 4. 3: Wet and Dry, Sweet and Sour Gas
[21]
Table 5. 1: Net Calorific Values of Diesel, Petrol & Natural gas

The Net Calorific Value of Diesel
41.90 MJ/kg 36.036 MJ/lit
The Net Calorific Value of Gasoline(petrol)
41.87 MJ/kg
The Net Calorific Value of Natural Gas
47.589MJ/kg
31.820 MJ/lit
[http://www.ngva.co.uk/index/fuseaction/site.articleDetail/con_id/5048]
44

2006
Table 5. 2: Part of the route description and fuel as shown on Table 7.1 (Appendix)
Routes Networks
From
Kibamba
Kibamba
Mbezi
Mbezi
Mbezi
Mbezi
Mbezi
Mbezi
Kimara
Kimara
Kimara
Kimara
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
Ubungo
To
Posta
Kariakoo
Kariakoo
Posta
Mwenge
Kivukoni
Muhimbili
Vingunguti
Kariakoo
Posta
Muhimbili
Kivukoni
Posta
Kariakoo
Kivukoni
Mwenge
Kunduchi
Temeke
Mbagala
Tandika
Mwananyamala
Gongolamboto
Buguruni
Muhimbili
Msasani
Distance
(km)
31.00
30.00
25.00
26.00
16.00
26.60
25.00
32.00
18.00
19.00
18.00
19.50
12.00
11.00
12.50
5.00
15.00
15.00
23.00
16.00
7.00
30.00
9.00
11.00
14.00
Number of Buses
Trips per day
Total km per Day
Average Gasoline Used
Hiace
Coaster
Hiace
Coaster
Hiace
Coaster
Hiace
Coaster
7km/lit
5.5km/lit
32
30
6
5
11904
9300 1700.571 1690.90909
35
30
6
5
12600
9000
1800 1636.36364
50
45
7
5
17500
11250
2500 2045.45455
34
42
7
5
12376
10920
1768 1985.45455
35
15
8
6
8960
2880
1280 523.636364
35
30
6
5
11172
7980
1596 1450.90909
30
20
6
5
9000
5000 1285.714 909.090909
15
25
6
5
5760
8000 822.8571 1454.54545
55
30
8
6
15840
6480 2262.857 1178.18182
42
30
8
6
12768
6840
1824 1243.63636
35
15
8
6
10080
3240
1440 589.090909
40
30
8
6
12480
7020 1782.857 1276.36364
45
35
10
7
10800
5880 1542.857 1069.09091
60
25
10
7
13200
3850 1885.714
700
38
25
8
7
7600
4375 1085.714 795.454545
50
30
12
10
6000
3000 857.1429 545.454545
15
22
10
7
4500
4620 642.8571
840
10
26
8
8
2400
6240 342.8571 1134.54545
14
23
7
6
4508
6348
644 1154.18182
10
30
10
7
3200
6720 457.1429 1221.81818
10
13
10
7
1400
1274
200 231.636364
5
25
6
5
1800
7500 257.1429 1363.63636
55
15
10
7
9900
1890 1414.286 343.636364
47
20
10
6
10340
2640 1477.143
480
10
25
8
6
2240
4200
320 763.636364
[Source, Author]
45

2006
Table 5. 3: Extract Form Table 7.1 (Appendix)

Total Buses
9601
Total km per day
1786363 km/D
70% of the Hiace(18 passenger) use Petrol and 30% run on Diesel ,All Toyota Coaster(25 -30 passenger) run on Die
167209.787 Litres/Day
Hence Total diesel used per day
113401.2 Litres/Day
Total Petrol used per day
Table 5.4 : Projected NG Demand for 20 years
Years
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
Sum
NG
Demand
MSm3
131.784
138.373
145.292
152.556
160.184
168.193
176.603
185.433
194.705
204.440
214.662
225.395
236.665
248.498
260.923
273.969
287.668
302.051
317.154
333.012
349.662
4707.226
This is equivalent to 166.21 bcf (standard)

(Assumed 5% annual increase)
[Source, Author]
46

2006
Table 5.5 : The Amount of Gasoline Used by Taxis

Gasoline
Average km
Total
used per
per day per
km per
day
Number
each
day
(8km/litre)
4500
300
1350000
168750
liters/day
Only 20 taxis out of all uses diesel, the rest uses Petrol.
[Source, Author]
Table 5.6: Projected Demand for Natural Gas for the coming 20 years, Assumed 5%
annual increase for buses and 4% annual increase for Taxis in NG demand each
year
[Source, Author]
NG
NG
Years
Demand(buses) Demand(taxis) Total Demand
MSm3
MSm3
MSm3
2007
131.784
74.882
206.666
2008
138.373
77.877
216.250
2009
145.292
80.992
226.284
2010
152.556
84.232
236.789
2011
160.184
87.601
247.786
2012
168.193
91.105
259.299
2013
176.603
94.750
271.353
2014
185.433
98.540
283.973
2015
194.705
102.481
297.186
2016
204.440
106.580
311.021
2017
214.662
110.844
325.506
2018
225.395
115.277
340.673
2019
236.665
119.888
356.554
2020
248.498
124.684
373.182
2021
260.923
129.671
390.595
2022
273.969
134.858
408.828
2023
287.668
140.253
427.921
2024
302.051
145.863
447.914
2025
317.154
151.697
468.851
2026
333.012
157.765
490.777
2027
349.662
164.076
513.738
Sum
4707.226
2393.918
7101.144
bcf(standard) 166.2121458
84.52923622
250.741382
47

2006
Table 6. 1: Emission Reduction on using CNG (Dala Dala only)
Substance
Average
Emission
Factors(g/km)
Petrol
Diesel
CNG
Emission Rate
(tonne/year)
Petrol
Diesel
P+D
Emission Reduction
tonne/year % Change
CNG
CO
NOx
19.0000
1.5800
0.6370
18.1600
3.77
4.86
5508.83
458.10
276.04
4451.26
5784.87
4909.37
2459.81
3171.00
3325.06
1738.37
57.48
35.41
Decrease
Decrease
CH4
1.2600
6.4500
3.30
365.32
1661.11
2026.43
2153.15
-126.72
-6.25
Increase
PM10
0.0093
0.6000
0.03
2.70
267.22
269.92
17.62
252.31
93.47
Decrease
SO2
0.1170
0.1120
0.00
33.92
150.95
184.87
0.00
184.87
100.00
Decrease
CO2
tonne
CO2e
208.60
223.60
104.60
60481.17
53401.70
113882.88
68248.27
45634.61
40.07
Decrease
224971.88
1510140.85
1735112.72
1084096.96
651015.76
37.52
Decrease
0.2
1.5
1.7
1.1
0.7
Mt CO2e
[Source, Author]
Emission Factors are taken from (http://www.epa.gov/otaq/greenhousegases.htm) [5]
GWPs for conversion to CO2 equivalent are explained and given in Chapter 6.1 and table 7.2 in the appendix.
48

2006
Table 6. 2 : The Country Savings and Profit Gain If CNG is Implemented
Daladala
Taxis
Total
Diesel(Lts/Day)
167209.79
0.00
167209.79
NG amount
MSm3/year
131.784
Density(kg/Sm3)
kg of NG/year
0.7096
Profit Gain
93513926.4
177250533.01
230425692910.13
Petrol(Lts/Day)
113401.20
112500.00
225901.20
Tsh
Annual Amount(US$)
139559710.93
65745000.00
205304710.93
2.66896E+11
Gas Price 0.3

USD/kg
28054177.92
36470431296
US$ per year
Tsh. Per year
Key: Petrol Price 1.6 US$ per litre

Diesel 1.2 US$ per litre
Gas Price 0.3 USD/kg
[Source, Author]
* Prices are taken from [6]
49
US$ per year

Tsh. Per year

2006
Figures
Figure 2. 1: Commuter Buses in Dar es Salaam

Source: [9]
Figure 2. 2: CNG Taxis

[9]
50

2006
Figure 2. 3: CNG Bus

Source: NGV Global (http://www.ngvglobal.com)
Figure 2.4: The Entire System of CNG Engine

[11]
51

2006
Figure 2. 5: Ignition temperature of various kinds of fuel (oC)

[11]
Figure 2. 6: Modern Computerized Refueling System
52

2006
Figure 2. 7: Proposed NG Distribution at UBUNGO Station

[11]
53

2006
Figure 2. 8: Proposed Pipeline Network and Refueling Stations for CNG in the City
[11]
54

2006
Figure 3. 1: Air polluted as seen from the Cairo City

Source: www.cleanerair.com
Figure 3. 2: Compressed natural gas (CNG) bus in Trondheim

[2]
55

2006
Figure 3. 3: Team-Traffic refueling station.

[2]
56

2006
Figure 3. 4 A cylinder track.
Source (http://safe-cng.com/trailers.php) Asia
57

2006
Figure 4. 1: The on going Exploration Activity Map of Tanzania for oil and gas
Source: Tanzania Petroleum Development Co operation (TPDC), 2004
58

2006
Figure 4. 2: The Eastern Tanzania Map showing the locations of Songosongo and
Mnazi Bay Gas Fields and the Pipeline layout to Dar es Salaam
[9]
59

2006
Figure 4. 3: Location of Mnazi Bay Gas field

Source: Tanzania Petroleum Development Co operation (TPDC), 2004
60

2006
Figure 4. 4: Setting the Jack-up at Mnazi Bay

Source: George Ngwale, TPDC 2006
Figure 4. 5: IPTL (Independent Power Tanzania Limited) a reciprocating power

plant to gas.
[9]
61

2006
Figure 4. 6: Ubungo Turbines

[9]
Figure 4. 7: Tanzania Portland Cement Company Ltd.
62

2006
Emisson Reduction on Using CNG

120000.00
100000.00
Emission(tonee/year)
80000.00
60000.00
40000.00
20000.00
0.00
CO
NOx
CH4
Petroleum+Diesel
Figure 6. 1: Emission Reduction on Using CNG.
63
PM10
CNG
SO2
CO2

2006
Figure 6. 2: Clean Development Mechanism, CDM

Emission reduction projects in developing countries
Source: TPG 4140, Oct 2006.
[http://www.ipt.ntnu.no/~jsg/undervisning/naturgass/lysark/LysarkHertwich2006.pdf]
64

2006
APPENDICES
Appendix A:
Table 7. 1 Dar es Salaam City Bus (Daladala) route networks detail description
[Source, Author]
Routes Networks
From
To
Distance
Number of
Buses
Trips per day
(km)
Hiace
Hiace
Coaster
Coaster
Total km per
Day
Average Gasoline Used
Hiace
Hiace
Coaster
Coaster
7km/lit
5.5km/lit
Kibamba
Posta
31.00
32
30
11904
9300
1700.571429
1690.909091
Kibamba
Kariakoo
30.00
35
30
12600
9000
1800
1636.363636
Mbezi
Kariakoo
25.00
50
45
17500
11250
2500
2045.454545
Mbezi
Posta
26.00
34
42
12376
10920
1768
1985.454545
Mbezi
Mwenge
16.00
35
15
8960
2880
1280
523.6363636
Mbezi
Kivukoni
26.60
35
30
11172
7980
1596
1450.909091
Mbezi
Muhimbili
25.00
30
20
9000
5000
1285.714286
909.0909091
Mbezi
Vingunguti
32.00
15
25
5760
8000
822.8571429
1454.545455
Kimara
Kariakoo
18.00
55
30
15840
6480
2262.857143
1178.181818
Kimara
Posta
19.00
42
30
12768
6840
1824
1243.636364
Kimara
Muhimbili
18.00
35
15
10080
3240
1440
589.0909091
Kimara
Kivukoni
19.50
40
30
12480
7020
1782.857143
1276.363636
Ubungo
Posta
12.00
45
35
10
10800
5880
1542.857143
1069.090909
Ubungo
Kariakoo
11.00
60
25
10
13200
3850
1885.714286
700
Ubungo
Kivukoni
12.50
38
25
7600
4375
1085.714286
795.4545455
Ubungo
Mwenge
5.00
50
30
12
10
6000
3000
857.1428571
545.4545455
Ubungo
Kunduchi
15.00
15
22
10
4500
4620
642.8571429
840
Ubungo
Temeke
15.00
10
26
2400
6240
342.8571429
1134.545455
Ubungo
Mbagala
23.00
14
23
4508
6348
644
1154.181818
Ubungo
Tandika
16.00
10
30
10
3200
6720
457.1428571
1221.818182
Ubungo
Mwananyamala
7.00
10
13
10
1400
1274
200
231.6363636
65

2006
Ubungo
Gongolamboto
30.00
25
1800
7500
257.1428571
1363.636364
Ubungo
Buguruni
9.00
55
15
10
9900
1890
1414.285714
343.6363636
Ubungo
Muhimbili
11.00
47
20
10
10340
2640
1477.142857
480
Ubungo
Msasani
14.00
10
25
2240
4200
320
763.6363636
Ubungo
Segerea
20.00
20
10
2000
5600
285.7142857
1018.181818
Ubungo
Mawenzi
14.00
16
18
10
4480
3528
640
641.4545455
Ubungo
Vingunguti
14.00
11
15
2464
2520
352
458.1818182
Ubungo
Tabata/Kimanga
10.00
45
20
10
9000
2800
1285.714286
509.0909091
Ubungo
Mbezi
14.00
45
10
12
15120
1680
2160
305.4545455
Ubungo
Mtongani
18.00
33
7128
1296
Mabibo
Posta
10.00
45
7200
720
1028.571429
130.9090909
Mabibo
Kariakoo
9.00
50
8100
630
1157.142857
114.5454545
Mabibo
Muhimbili
9.00
43
10
7740
1008
1105.714286
183.2727273
Mabibo
Kivukoni
10.50
38
10
10
7980
1470
1140
267.2727273
Manzese
Kariakoo
8.00
42
10
6720
960
Manzese
Muhimbili
8.00
39
10
6240
891.4285714
Kawe
Posta
12.00
35
25
10
8400
4200
1200
763.6363636
Kawe
Kariakoo
11.00
38
25
10
8360
3850
1194.285714
700
Kawe
Mwenge
6.00
40
25
12
10
5760
3000
822.8571429
545.4545455
Kawe
Temeke
18.00
12
25
3888
5400
555.4285714
981.8181818
Kawe
Stesheni
12.00
42
18
10
10080
3024
1440
549.8181818
Kawe
Mbagala
26.00
30
9360
1701.818182
Kawe
Tandika
19.00
30
6840
1243.636364
Kawe
Buguruni
15.00
28
15
6720
3150
960
572.7272727
Kawe
Muhimbili
11.00
35
10
10
7700
1540
1100
280
Tegeta
Tandika
32.00
20
6400
1163.636364
Tegeta
Muhimbili
30.00
1500
272.7272727
Tegeta
Kariakoo
30.00
36
20
12960
6000
1851.428571
1090.909091
Tegeta
Mwenge
15.00
35
10
10500
1050
1500
190.9090909
Tegeta
Mbagala
38.00
20
6080
1105.454545
Tegeta
Gongolamboto
40.00
25
8000
1454.545455
Tegeta
Bunju
5.00
33
15
4950
707.1428571
66

2006
Tegeta
Temeke
31.00
25
6200
1127.272727
Kunduchi
Kariakoo
30.00
25
7500
1363.636364
Kunduchi
Mwenge
15.00
38
9120
1680
1302.857143
305.4545455
Kunduchi
Mbagala
38.00
25
7600
1381.818182
Kunduchi
Mtongani
33.00
30
9900
1800
Mwenge
Kariakoo
15.00
50
40
10
15000
8400
2142.857143
1527.272727
Mwenge
Posta
16.00
45
25
10
14400
5600
2057.142857
1018.181818
Mwenge
Stesheni
16.00
38
25
10
12160
5600
1737.142857
1018.181818
Mwenge
Temeke
19.00
40
9120
1658.181818
Mwenge
Mbagala
23.00
35
9660
1756.363636
Mwenge
Tazara
15.00
55
20
10
16500
4200
2357.142857
763.6363636
Mwenge
Muhimbili
15.00
40
20
10
12000
4200
1714.285714
763.6363636
Mwenge
Tandika
20.00
35
9800
1781.818182
Mwenge
Mtoni/Mtongani
24.00
40
11520
2094.545455
Mwenge
Buguruni
14.00
48
16
10
13440
3136
1920
570.1818182
Mwenge
Gongolamboto
25.00
30
9000
1636.363636
Sinza
Posta
11.00
46
10
10
10120
1540
1445.714286
280
Sinza
Kariakoo
10.00
52
12
10
10400
1680
1485.714286
305.4545455
Sinza
Muhimbili
10.00
40
10
10
8000
1400
1142.857143
254.5454545
Sinza
Temeke
15.00
25
5250
954.5454545
Sinza
Mbagala
23.00
30
8280
1505.454545
Sinza
Tandika
16.00
35
7840
1425.454545
Sinza
Gongolamboto
25.00
25
7500
1363.636364
Temeke
Posta
9.00
60
30
10
10800
3780
1542.857143
687.2727273
Temeke
Kariakoo
7.00
68
10
9520
1360
Temeke
Muhimbili
8.00
41
10
6560
937.1428571
Temeke
Bugruni
7.00
47
18
10
6580
1764
940
320.7272727
Temeke
Kivukoni
9.50
39
20
10
7410
2280
1058.571429
414.5454545
Temeke
Stesheni
8.00
50
15
10
8000
1680
1142.857143
305.4545455
Tandika
Mnazimmoja
8.00
52
25
10
8320
2800
1188.571429
509.0909091
Tandika
Posta
9.50
50
35
10
9500
4655
1357.142857
846.3636364
Tandika
Kariakoo
7.50
55
30
10
8250
2700
1178.571429
490.9090909
67

2006
Tandika
Kivukoni
10.00
45
30
10
9000
4200
1285.714286
Tandika
Muhimbili
8.50
40
25
10
6800
2975
971.4285714
763.6363636
540.9090909
Tandika
Buguruni
7.50
45
20
10
6750
2100
964.2857143
381.8181818
Tandika
Yombo Dovya
5.00
38
12
15
5700
960
814.2857143
174.5454545
Mbagala
Posta
10.00
39
40
10
7800
5600
1114.285714
1018.181818
Mbagala
Kariakoo
9.00
55
45
10
9900
4860
1414.285714
883.6363636
Mbagala
Muhimbili
10.00
40
20
10
8000
2800
1142.857143
509.0909091
Mbagala
Tandika
8.00
42
18
10
6720
1728
960
314.1818182
Mbagala
Buguruni
15.00
46
37
10
13800
6660
1971.428571
1210.909091
Mbagala
Kivukoni
11.00
41
36
10
9020
5544
1288.571429
1008
Mbagala
Kongowe
5.00
35
15
15
10
5250
1500
750
272.7272727
Mbagala
Stesheni
9.00
43
31
10
7740
3906
1105.714286
710.1818182
Kurasini
Kariakoo
6.00
40
12
15
11
7200
1584
1028.571429
288
Mtongani
Posta
8.00
42
25
10
6720
2800
960
509.0909091
Mtongani
Kariakoo
7.00
53
22
10
7420
1540
1060
280
Mtongani
Muhimbili
8.00
50
15
10
8000
1680
1142.857143
305.4545455
Mtongani
Tandika
5.00
47
11
15
10
7050
1100
1007.142857
200
Mtongani
Buguruni
10.00
55
20
10
11000
2800
1571.428571
509.0909091
Mtongani
Stesheni
8.00
44
13
10
7040
1664
1005.714286
302.5454545
Mtongani
Kivukoni
9.00
45
26
10
8100
3276
1157.142857
595.6363636
Mtongani
Kijichi
5.00
40
10
11
12
4400
1200
628.5714286
218.1818182
Buguruni
Muhimbili
8.00
38
15
10
6080
1680
868.5714286
305.4545455
Buguruni
Posta
9.00
38
22
10
6840
2772
977.1428571
504
Buguruni
Kariakoo
6.00
56
17
5376
1428
768
259.6363636
Buguruni
Stesheni
7.00
48
10
5376
980
768
178.1818182
Buguruni
Mnazimmoja
7.00
45
10
5040
980
720
178.1818182
Buguruni
Kivukoni
10.00
40
33
6400
4620
914.2857143
840
Buguruni
DriveInn
10.00
46
10
7360
1200
1051.428571
218.1818182
Jet Club
Kariakoo
8.00
42
16
5376
1536
768
279.2727273
Jet Club
Posta
10.00
39
24
10
7800
2400
1114.285714
436.3636364
Jet Club
Mnazimmoja
9.00
35
15
10
6300
1350
900
245.4545455
Jet Club
Muhimbili
9.00
37
12
10
6660
1080
951.4285714
196.3636364
68

2006
Tabata
Posta
10.00
38
25
10
7600
3000
1085.714286
545.4545455
Tabata
Kariakoo
8.00
36
18
4032
2016
576
366.5454545
Tabata
Stesheni
9.00
40
15
5040
1890
720
343.6363636
Tabata
Muhimbili
9.00
38
10
4788
1260
684
229.0909091
Kisukulu
Muhimbili
9.00
44
16
6336
2016
905.1428571
366.5454545
Kisukulu
Kariakoo
8.00
40
15
5120
1680
731.4285714
305.4545455
Kisukulu
Posta
10.00
38
20
5320
2800
760
509.0909091
Kisukulu
Mnazimmoja
9.00
30
15
10
5400
1890
771.4285714
343.6363636
Segera
Kariakoo
10.00
42
17
10
8400
2380
1200
432.7272727
Segera
Posta
11.00
38
33
10
8360
5082
1194.285714
924
Segera
Mnazimmoja
9.00
35
25
10
6300
3150
900
572.7272727
Segera
Muhimbili
9.00
34
12
4896
1512
699.4285714
274.9090909
Segera
Kivukoni
12.00
40
25
7680
3600
1097.142857
654.5454545
Mwananyamala
Muhimbili
7.00
39
16
4368
1344
624
244.3636364
Mwananyamala
Posta
8.00
42
20
5376
1920
768
349.0909091
Mwananyamala
Kariakoo
7.50
48
30
5760
2700
822.8571429
490.9090909
Mwananyamala
Stesheni
8.00
44
28
10
7040
2688
1005.714286
488.7272727
Mwananyamala
Kivukoni
9.00
35
26
10
6300
2808
900
510.5454545
Mburahati
Kariakoo
6.00
48
16
12
6912
1344
987.4285714
244.3636364
Mburahati
Posta
8.00
50
25
10
8000
2800
1142.857143
509.0909091
Mburahati
Muhimbili
7.00
38
15
4788
1470
684
267.2727273
Mburahati
Mnazimmoja
7.00
37
21
10
5180
2058
740
374.1818182
Mburahati
Kivukoni
9.00
35
25
10
6300
3150
900
572.7272727
Kigogo
Kariakoo
5.00
40
10
12
4800
800
685.7142857
145.4545455
Kigogo
Posta
6.00
38
25
10
4560
2100
651.4285714
381.8181818
Kigogo
Muhimbili
6.00
35
20
3780
1680
540
305.4545455
Kigogo
Kawe
8.00
27
25
10
4320
2800
617.1428571
509.0909091
Kigogo
Msasani
7.00
25
20
2800
1960
400
356.3636364
Masaki
Kariakoo
8.00
40
24
5760
3072
822.8571429
558.5454545
Masaki
Posta
9.00
45
23
5670
3312
810
602.1818182
Masaki
Stesheni
8.00
35
25
10
5600
3200
800
581.8181818
Masaki
Muhimbili
7.00
34
12
3808
1176
544
213.8181818
69

2006
Msasani
Posta
9.00
40
25
10
7200
2700
1028.571429
490.9090909
Msasani
Kariakoo
9.00
38
30
10
6840
3780
977.1428571
687.2727273
Msasani
Stesheni
9.00
35
25
5040
3150
720
572.7272727
Msasani
Ubungo
16.00
17
3808
692.3636364
Msasani
Buguruni
14.00
16
3136
570.1818182
Msasani
Gongolamboto
23.00
22
6072
1104
Mawenzi
Posta
11.00
40
25
10
8800
3850
1257.142857
700
Mawenzi
Kariakoo
8.00
44
16
10
7040
1536
1005.714286
279.2727273
Mawenzi
Mnazimmoja
9.00
36
23
5184
2898
740.5714286
526.9090909
Mawenzi
Kivukoni
12.00
40
20
10
9600
2880
1371.428571
523.6363636
Mawenzi
Muhimbili
9.00
35
10
5040
1080
720
196.3636364
Vingunguti
Muhimbili
12.00
38
24
10
9120
2880
1302.857143
523.6363636
Vingunguti
Kariakoo
10.00
55
22
8800
2640
1257.142857
480
Vingunguti
Posta
12.00
40
30
10
9600
5040
1371.428571
916.3636364
Vingunguti
Kivukoni
13.00
45
30
9360
4680
1337.142857
850.9090909
Vingunguti
Mnazimmoja
11.00
33
25
10
7260
3850
1037.142857
700
Banana
Segerea
6.00
30
10
14
5040
1080
720
196.3636364
Banana
Kipunguni
7.00
28
12
3136
1176
448
213.8181818
Banana
Kitunda
7.50
20
2400
450
342.8571429
81.81818182
Mombasa
Moshi Baa
7.00
30
3360
336
480
61.09090909
Gongolamboto
Posta
13.00
45
35
10530
6370
1504.285714
1158.181818
Gongolamboto
Kariakoo
11.00
48
38
10
10560
5016
1508.571429
912
Gongolamboto
Kivukoni
14.00
36
35
8064
4900
1152
890.9090909
Gongolamboto
Mnazimmoja
12.00
33
23
6336
3312
905.1428571
602.1818182
Gongolamboto
Pugu
5.00
21
14
12
2520
980
360
178.1818182
Mbagala
20.00
26
10
10400
1890.909091
5861
3740
1E+06
652351
162001.7143
118609.2727
2E+06
km/D
Gongolamboto
SUM
Total Buses
9601
Total km per
day
Hence Total diesel used per
167210
70
Litres/Day

2006
day
Total Petrol used per day
113401
Litres/Day
Note: 70% of the Hiace(18 passenger) use Petrol and 30% run on Diesel ,All Toyota Coaster(25 -30 passenger) run on Diesel.
Table 7. 2 Forecast for 20 Years FOREX Savings

20years projections
(US$)
Years P+D
2007
205304710.9
2008
215569946.5
2009
226348443.8
2010
237665866
2011
249549159.3
2012
262026617.3
2013
275127948.1
2014
288884345.5
2015
303328562.8
2016
318494990.9
2017
334419740.5
2018
351140727.5
2019
368697763.9
2020
387132652.1
2021
406489284.7
2022
426813748.9
2023
448154436.4
2024
470562158.2
NG
Difference
130919497 74385213.97
137465471.8 78104474.67
144338745.4
82009698.4
151555682.7 86110183.32
159133466.8 90415692.49
167090140.1 94936477.11
175444647.1 99683300.97
184216879.5
104667466
193427723.5 109900839.3
203099109.7 115395881.3
213254065.1 121165675.3
223916768.4 127223959.1
235112606.8 133585157.1
246868237.2 140264414.9
259211649 147277635.7
272172231.5 154641517.4
285780843 162373593.3
300069885.2
170492273
71

2006
2025
2026
2027
494090266.1 315073379.4
518794779.4 330827048.4
544734518.4 347368400.8
7333330667 4676346478
179016886.6
187967731
197366117.5
2656984189
[Source, Author]
Table 7. 3 Direct GWP Relative to CO2 Concentration
Time Period (yr)
GWP
Gas
20
CO2
20
CH4
56
20
N2O
280
100
CO2
100
CH4
21
100
N2O
310
500
CO2
500
CH4
6.5
500
N2O
170
[22]
72

Rwechungura 2006

Încărcat de

Informații document

Descriere originală:

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

Rwechungura 2006

Încărcat de

Drepturi de autor:

Formate disponibile

NTNU

Department of Petroleum Engineering and Applied Geophysics

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

Arne Olav Fredheim, Professor, NTNU, Department of Energy and Process

Mr. Stephen Mwakifwamba, Coordinator the Center for Energy, Environment,

Mrs. Joyce Kisamo. Principal Chemical Engineer Marketing and Investments,

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

6. BENEFIT OF USING CNG ------------------------------------------------------------------ 30

Emission Estimation --------------------------------------------------------------------- 30

The choice of emission factor----------------------------------------------------------- 31

Emission Reduction on using CNGV -------------------------------------------------- 31

Global Warming Potentials (GWP) ---------------------------------------------------- 32

Country Savings on Foreign Currency------------------------------------------------- 33

Profit Gain on using CNG NGV ----------------------------------------------------- 33

CNG Dar es Salaam Can be a CDM Project ------------------------------------------ 34

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

Figure 3. 1: Air polluted as seen from the Cairo City....................................................... 55

Figure 6. 1: Emission Reduction on Using CNG.............................................................. 63

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

The National Environmental Policy (1997) objectives on technology aims at promoting

Compressed Natural Gas for Dar es Salaam City Transport

consumption, traffic congestion and pollution; control and minimization of transport

Compressed Natural Gas for Dar es Salaam City Transport

consumed 1.45 million tonnes of petroleum products in 2005 (Government of Tanzania

The study covered the following outlines to accomplish its objective:

Do we have enough natural gas in Tanzania to use in Transport system in Dar es

The project will look at the country savings on foreign currency by

Compressed Natural Gas for Dar es Salaam City Transport

2.1 Tanzanias Transport Sector in General

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

2.3 Converting Diesel and Petrol Engines to CNG

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

2.5 Proposed Distribution Network of Refueling Stations in Dar es Salaam

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

3.5 Strategic Plan Used by India for Succession

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

Compressed Natural Gas for Dar es Salaam City Transport

Main Results and Experiences

Compressed Natural Gas for Dar es Salaam City Transport

3.5 CNGV Development in Cairo Egypt

Compressed Natural Gas for Dar es Salaam City Transport

The Pilot Projects

Compressed Natural Gas for Dar es Salaam City Transport

The "CHICKEN & EGG" Dilemma

The Egypt Market Dynamics

Compressed Natural Gas for Dar es Salaam City Transport

The Economics Overview

Compressed Natural Gas for Dar es Salaam City Transport

Vehicle Conversion Financing

The Cairo Air Improved Project (CAIP)

Compressed Natural Gas for Dar es Salaam City Transport

Egyptian Government Commitment

Compressed Natural Gas for Dar es Salaam City Transport