Alternative Transportation
Research and Development in China*
By James Cannon
* Adopted from "China at the Crossroads - Energy,
Transportation,
and 21st Century," published by INFORM, June 1998.
Although China's fleet of
motor vehicles is dwarfed by the estimated
600 million bicycles that ply its roads, the use of motor vehicles is
growing
much faster than any other ground-based transportation
alternative.
While the last twofold increase in the world's motor vehicle population
took 20 years to occur, in China it took just three years.
Motor Vehicle
Manufacturing
Despite this recent
explosive growth, China's automotive market has
barely been touched. There is still only one motor vehicle per
115
people in China, compared to one vehicle for every 1.3 people in the
United
States. China's motor vehicle population is only 6 percent that
of
the United States. If its vehicles per capita were the same as
ours,
there would be 920 million vehicles in China alone--47 percent more
than
the entire motor vehicle population of the world today.
Motor vehicle manufacturing
in China has nearly tripled this decade,
to about 1.5 million vehicles per year, the great majority of which are
trucks. (The United States manufactures 10 million vehicles
annually.)
An additional 100,000 vehicles are imported annually. Most
automotive
manufacturing in China is performed by joint ventures involving foreign
companies. The first, and for a long time only, foreign
automobile
company licensed to build passenger sedans in China was
Volkswagen.
Working through a joint venture with the Chinese-owned Shanghai
Automotive
Industries Corporation, Volkswagen is by far the largest car
manufacturer
in China, producing 122,000 cars in 1994 (including the popular
Santana,
which is widely used as a taxicab).
Daihatsu is the second
largest automotive manufacturer in China, producing
58,000 cars per year. As of 1994, other automakers operating in
China
included Citroen and Peugeot, with total car production by all
companies
totaling 239,000 annually.
During the past few years,
new joint ventures with foreign partners
have led to a major expansion in automotive manufacturing in
China.
Arrangements for the first joint venture with an American company
to produce a passenger sedan were completed in March 1997. This
$1
billion deal between General Motors and Shanghai Automotive Industries
will result in the manufacture of up to 100,000 Buick Regal and Century
automobiles at a new assembly plant to be built in China around the end
of the decade. These full-size cars, which have very low fuel
efficiency
(under 25 miles/gallon), will burn both leaded and unleaded gasoline
and
will not be equipped with catalytic converters.
China
Fleet Vehicles
In contrast to the US vehicle fleet, which is vastly dominated by
passenger
cars, China's fleet is mainly composed of trucks, buses, and
other
heavy vehicles used by government and industry. These include over
500,000
buses, compared to only 65,000 in the United States. Most of China's
commercial
trucks and buses are manufactured by companies that are wholly
Chinese-owned.
One US company, Chrysler, has been manufacturing the light-duty
Cherokee
truck for years in China, first for the military and more
recently
for purchase by private citizens. Unlike commercial vehicles, nearly
all
automobile production involves joint ventures with foreign partners.
Joint-venture
manufacturing agreements exist with Peugeot, Daihatsu, and Suzuki.
China's large motorcycle
population accounts for about 10 percent of
the motor vehicle fleet. Motorcycle manufacturing, like car
production,
occurs largely through joint ventures. It, too, is growing
rapidly, despite steep registration fees and safety-related
restrictions
on the use of motorcycles in
Taken together, there were
123 motor vehicle manufacturing plants operating
in China in 1997, the 13 largest of which are responsible for over 90
percent
of the industry's output. Most motor vehicle manufacturing occurs
near Shanghai and in the northeastern province of Liaoning, where
Dalian,
China's version of Detroit, is located.
Because the number of motor
vehicles in China has only recently begun
to expand, transportation accounts for less than 7 percent of the
country's
total energy use (compared to 27 percent in the United
States).
As in the United States, however, virtually every motor vehicle in
China
depends on an internal combustion engine powered by either
gasoline (leaded and unleaded) or diesel fuel. Since most
Chinese
automobiles and trucks are small vehicles, their fuel economy tends to
be good. Large trucks and buses, however, are equipped with
older,
more inefficient engines. Vehicles in China are equipped with virtually
no pollution controls.
Alternative Vehicles and
Fuels
The dependence of China's
motor vehicles on oil-derived fuels and conventional
internal combustion engine technology appears certain to continue into
the foreseeable future, unless current trends are modified. Development
of alternative transportation fuels and advanced propulsion systems
that
do not rely on oil has barely begun in China. Only a few encouraging
signs
of change have emerged. There is significant commercial use of natural
gas, as well as considerable interest in developing electric-battery
vehicle
technology, especially for motorcycles. There are also several
small-scale
demonstrations under way involving other alternative fuels and
propulsion
systems.
Natural Gas Vehicles
The use of natural gas as a
transportation fuel in China dates to the
1950s. According to the Institute of Natural Gas Vehicles in Beijing,
there
are approximately 2500 natural gas vehicles in China today, nearly all
of which are buses, which must rely on only 35 refueling
stations.
In the United States, by contrast, there are over 60,000 natural gas
vehicles
in operation, including nearly 2000 buses, and 1200 refueling stations.
Most natural gas vehicles in
China are found in the natural gas-rich Sichuan
province. Fleets of hundreds of natural
gas buses are operating in the provincial capital city of Chengdu
and in Zigong.
Smaller fleets are operating in other Sichuan cities as well.
The design of these natural
gas buses is not at all like that of natural
gas buses in the United States and other countries. In
conventional
designs used elsewhere, natural gas is stored either in a highly
compressed
form in metal storage cylinders or in a super-cooled, cryogenic liquid
state.
In Chinese buses, on the other hand, the gas is typically stored
in
large rubber bags that sit atop the vehicles like balloons. The
pressure
in these bags is only 6 to 7 atmospheres, compared to 200 to 300
atmospheres
of pressure in the storage cylinders. Because of the low pressure, the
bags must be huge--typically the size of the bus frames on which they
sit--in
order to accommodate sufficient quantities of fuel. Even so, the
range of these buses before refueling is typically less than 100
miles. As the gas is consumed, the bags gradually deflate,
providing
an obvious indicator of the need to refuel.
Although this fuel storage technology is primitive, it has been used
successfully for decades. The bags are cheaper than tanks and the
refueling equipment is simpler. One problem, however, is that the
bags can snag and rip if they catch on overhead branches or power
lines.
They can also restrict access to tunnels and underpasses.
In addition to the bus
fleets of Sichuan, few vehicles in other regions
are using natural gas produced as a by-product of oil production and
traditionally
vented or flared. One conventional high-pressure
natural gas refueling station has been built near the Daqing oil fields
in northeastern China to service a fleet of 200 natural gas trucks. In
Beijing, the city's first fleet of 10 natural gas vehicles is planned
as
soon as a refueling station is connected to a recently completed
natural
gas pipeline. Entex Fuels, Inc., of Houston, Texas, is a
leading
US participant in this project.
In Xi'an, 150 conversion packages
that will allow conventional cars to burn natural gas have been sold by
Clean Vehicle Systems, a New York-based company. The packages are to be
installed by a joint-venture company in China. A small fleet of
natural
gas vehicles is also operating in Xinjiang province.
In September 1997, China's
first commercial busses powered by liquefied natural gas (LNG) took to
the streets of Haikou, capital of China's island province of Hainan in
the South China Sea. The buses are the first stage of a much larger
effort,
valued at over $4 million, to convert 5300 cars and buses in Haikou to
LNG.
In early 1997, LNG storage
and fuel handling equipment made by Denver,
Colorado-based Cryenco Sciences,
Inc.,
was licensed for sale in China for the first time, further signaling
the
country's growing interest.
An earlier LNG demonstration project took place in 1990,
when Kaifeng
Cryogenic Devices Manufacturing Company converted a bus to LNG in the
eastern
interior province of Henan.
Numerous other natural gas initiatives have been
reported over
the past six months.
In May of 1998, Volvo displayed various natural
gas-powered vehicles
to Beijing city officials seeking solutions to the city's traffic and
pollution
problems.
Also in May, Beijing officials and automotive experts
completed a six-month
technical training program conducted by General
Motors and IMPCO Technologies, Inc., in cooperation with the Beijing
Science
and Technology Commission. The officials are developing standards and
infrastructure
to facilitate conversion of Beijing's buses and taxis to natural gas.
As
part of the program at IMPCO's technology center in Irvine, California,
Chinese engineers converted a five-passenger taxi designed by Beijing
Automotive
Industrial Corp. Group to natural gas.
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