Iran has taken the title NZ briefly held - world leader in 
CNG technology.  Most of the NZ eqpt has now been exported to Mexico 
& Bangla Desh.
	CNG is the cleanest fuel except hydrogen for internal 
combustion, and far easier to adapt to a petrol or diesel engine. 
CBG compressed biogas can contribute to fuelling rural transport.

	A race is being organised from various outposts to Bangkok  - 
vehicles to use CNG wherever they can, but petrol for much of each 
route.  This race will probably be coming soon to a TV near you.


P.S  I think you'll find Iran flares huge amounts of NG  -  which 
would be burnt in tandem-cycle power stations for any electricity the 
Iranian grid may require.  The nuclear electricity front is glaringly 
obviouis  -  it's A-bombs those fanatics want.  But do they count as 
People of Color, and if so must we refrain from criticising their 
warlike tendencies?

>Iranian Automaker Pushes Dual-Fuel Cars
>The Associated Press
>Tuesday, July 10, 2007
>TEHRAN, Iran -- Fuel rationing has forced Iran's largest car maker to
>scale down the manufacture of gasoline powered engines and increase
>production of dual-fuel cars that can also run on natural gas, the
>company's manager said Tuesday.
>In an attempt to reduce Iran's multibillion dollar gasoline import
>bill, the government suddenly imposed fuel rationing last month,
>sparking riots and outcry among consumers used to subsidies.
>Iran Khodro, one of the largest car manufacturers in the Middle East,
>opened its doors to international media on Tuesday to show off its
>industrial achievements and its ability to produce the dual-fuel cars,
>which can consume both gasoline and compressed natural gas.
>Iran's state-owned car makers had anticipated fuel rationing and begun
>to adapt their production, said Manouchehr Manteghi, to company's
>"Of 2,200 cars we produce every day, 1,300 are dual-fuel cars,"
>Manteghi told reporters. "In less than a month, it will reach 1,500
>Iran is one of the world's biggest oil producers, but lacks enough
>refineries and must import more than 50 percent of the gasoline its
>people use.
>After a 25 percent price increase imposed May 21, gas sells at the
>equivalent of 38 cents a gallon. The rationing system allows private
>drivers 26 gallons of fuel per month at the subsidized price. Taxis
>get 211 gallons a month.
>Accustomed to years of low-cost gas, inexpensive cars and unreliable
>public transport, Iranians heavily rely on their car for
>transportation. Massive traffic jams are common in the capital,
>Iran's hard-line President Mahmoud Ahmadinejad made clear on Monday
>that drivers who use up their fuel rations would not be allowed to buy
>more gasoline at higher prices, calling suggestions to do so a "killer
>poison" that would worsen inflation.
>"We won't give in to liberalization of the gas price," he was quoted 
>as saying.
>Rationing is designed to cut the $10 billion that the government
>spends each year to subsidize gasoline prices, and the president said
>the reduction will free up money for economic development projects
>that will make Iran "invincible."
>Iran Khodro, which produces 600,000 cars each year, says it has also
>designed a natural gas-based engine that is expected to reach mass
>production in October. This development will greatly help Iran reduce,
>and even stop in the long run, importing gasoline from abroad, it
>The gas price increase in May and the rationing last month are feeding
>discontent with Ahmadinejad, who was elected in 2005 on a platform of
>helping the poor and bringing oil revenues to every family.
>Ahmadinejad said reduced reliance on imported gasoline would make the
>country less vulnerable to international pressure, at a time when Iran
>is at odds with the West over its nuclear program.
>Iranian experts had warned that Iran's oil spending could exceed its
>oil revenues within the next 10 years if fuel consumption was not
>contained. Iran's government currently earns 80 percent of its income
>from crude oil exports.
>The government says fuel consumption has decreased since the rationing
>began last month. Officials also say pollution in Tehran is also down
>_ the result of less traffic.
>Ecological Economics
>Volume 38, Issue 2, August 2001, Pages 179-189
>Natural gas, cars and the environment. A (relatively) 'clean' and
>cheap fuel looking for users
>Stefano Di Pascoli, Aldo Femia and Tommaso Luzzati
>Stefano Di Pascoli,
>Dipartimento di 'Ingegneria dell'Informazione: Elettronica,
>Informatica, Telecomunicazioni', Universitā di Pisa, via Diotisalvi 2,
>56126 Pisa, Italy
>Aldo Femia
>Istat, via Ravā 150, 00142 Rome, Italy
>Tommaso Luzzati
>Dipartimento di Scienze Economiche, Universitā di Pisa, via Ridolfi
>10, 56124 Pisa, Italy
>Received 20 July 2000;  revised 6 December 2000;  accepted 27 February 2001.
>Available online 9 August 2001.
>This paper deals with the spread of natural gas as a fuel for motor
>vehicles. Working on the basis of an input-oriented (and life cycle)
>approach to environmental issues, it is easy to show that natural gas
>is often relatively clean in comparison to all the other alternatives.
>Although natural gas is both cheap and very well suited to motoring
>uses, natural gas vehicles (NGVs) have not achieved widespread
>diffusion.  This is particularly puzzling in Italy, as the relative
>price after taxes (in caloric equivalents) of natural gas is about 0.3
>against gasoline and 0.4 against diesel fuel.  The sample survey
>conducted confirms not only the practical drawbacks of NGVs - mainly
>the lack of an adequate refueling network - but also a profound lack
>of information and knowledge about NGVs characteristics.  The overall
>indication for future policy is that economic incentives alone may not
>be sufficient.   An environmental policy aimed at promoting 'more
>sustainable' individual choices (NGVs, in this case) must both
>consider the institutional framework, and promote the initial spread
>of appropriate understanding and awareness able to prime the
>endogenous adoption of 'greener' behaviors.
>Author Keywords: Natural gas vehicles; Environmental degradation;
>Material flows; Knowledge
>Corresponding Author Contact Information Corresponding author. Tel.:
>+39-50-945377; fax: +39-50-598040; email: [log in to unmask]