Presentation Introduction to Hardstaff Group Dual Fuel Overview The Need for Dual Fuel Hardstaff, the OEM s and Technology Containment Options Where Next -Cost and Climate Cost Management Facts and Figures
Hardstaff Group Road Transport & Distribution T. Baden Hardstaff Ltd (parent company) Dual Fuel Vehicle Technology Natural Gas Fuel Supply & Infrastructure Portal Gas Services Truck Dealership & Support Services Mercedes-Benz and DAF Trucks Concrete Safety Barriers for Highway & Security Application Hardstaff Traffic Barrier Services Ltd Registered Training School CPC Driver Training
Hardstaff History 150 year Heritage 5 th Generation Established haulage business Key role in introduction of Dual fuel to road haulage Key Patents in Dual Fuel space In discussion with all but 1 EU OEM Strategic gas storage
What is Dual Fuel Dual fuel is a combustion technology that simultaneously burns two fuels - natural gas or biomethane and diesel. Methane or natural gas is not the same as LPG
Progress in Dual Fuel 1999 The Hardstaff Innovative Transport and Environmental Scheme (H.I.T.E.S) 2002 We were the first Energy Saving Trust / Department for Transport Stakeholder for Dual Fuel systems and later for LCNG Stations 2003 Formed Portal Gas Services 2002/4 Hardstaff Caterpillar collaboration 2006 OIGI Dual Fuel Technology patented 2008/9 OIGI patented HDX-I Dual Fuel Technology no access to the OEM s ECU required.
Why Natural Gas Why Dual Fuel Methane is the cleanest fuel next to hydrogen Diesel dual fuel IC engine Around 60% gas substitution Around 15% CO 2 reduction Industry and legislators now endorse dual fuel technology Spark ignition losing support State-of-the-art dedicated gas may reach 10 % Typically closer to zero due to relative inefficiency. Limited power ratings inefficient by comparison Does it tick the CO 2 box? Costly maintenance regimes and residual issues
Why Dual Fuel -Climate Change Compared to conventional diesel
Why Dual Fuel Tax Incentive Forecou rt signage with prices Government Tax = 58p Tax = 0.18p Diesel Natural gas Operator
Why Hardstaff Dual Fuel Clear financial model Proven in the real world technology Supported by OEM warranties Precision electronic control Maximum safe substitution Best emission performance No effect on OBD systems Its available, its supported
Hardstaff and the OEM s Always work with OEM acceptance Usually sold through an OEM dealer Un-interrupted OEM warranty Strive for OEM engineering standards Developed in own facilities Tested in own fleet Develop technology by engine platform Develop installation by chassis
Hardstaff Approach to the Technology No interface with CAN Key to OEM acceptance Non invasive installations Quick to install, or remove Patented electronics package - Works by stealth, maximum control, Sequential gas injection, metered on a cylinder by cylinder basis. Right solution Flexible pricing options Flexible gas containment options Flexible exhaust after treatment options No impact on residual value
Cylinder by Cylinder Control
What Tools are in the Toolbox Vehicle type Present fuel LPG Liquid bio fuels Full electric Hybrids (energy recuperation) Bio-natural gas (CNG & LNG) Cars Petrol & diesel Yes (conv.) Yes (%) Yes (city cars) Yes Yes (CNG) Vans Diesel Yes (conv.) Yes (%) No Yes Yes (CNG) Delivery trucks Diesel No Yes (%) No Yes Yes (CNG) Urban buses Diesel No Yes (%) Yes (wired) Yes Yes (CNG) Coaches Diesel No Yes (%) No No Yes (LNG) Heavy on road trucks Heavy off road trucks Railway locomotives Diesel No Yes (%) No No Yes (LNG) Diesel No Yes (%) No No Yes (LNG) Diesel & electric? Yes (%) Yes (wired) No Yes (LNG) Ships Diesel? Yes (%) No No Yes (LNG)
Storage Choices LNG opens the way for medium to long distance road transport
Containment Choices - Vehicle Fuel CNG LNG Ambient temperature Higher methane content PROS Security of supply Summer gas price for winter use Immediate and easy access to Bio methane CONS Moisture content Variable methane content Gas price fluctuation (summer/winter) Cannot be odourised Cryogenic Limited shelf life Transport by road
Containment Choices Vehicle Storage PROS CONS CNG User friendly easy to fill Accurate metering Accurate dash board fuel gauge Ambient temperature Long cylinder life (20-years) Established Standards & Code of Practice Over 7 million CNG vehicles worldwide Cylinder inspections required every 3 years Heavier containment Requires extra chassis space LNG Better range availability Less chassis space required Cannot part fill Varied driver acceptance Use it or loose it No written standards (currently in progress) Additional driver training LNG tanks require re-vacuuming (3-5 years) Methane release during refuelling (currently)
Filling Stations CNG LCNG PROS Established technology Low site inventories (no bulk storage) Low power consumption Lower capital cost No oil carry over Bio-methane option with attainable CO 2 credits Mobility no pipeline Modular design LNG dispensing option CONS High capital cost Higher maintenance cost Susceptible to oil carry over High power consumption No Bio-methane option Specialist engineers required Cryogenic bulk storage
Filling Station Locations http://binged.it/ghxhdm
European Picture
Global Picture
Naturally Versatile Designed to be cost effective for working fleets Proven in Hardstaff fleet -over 100 m KM No driver intervention required Switches in and out of gas automatically Excellent drivability Runs on diesel only if required No effect OEM maintenance regime Serviced in own VMU or OEM dealer Major components have second life Flexible depreciation options No effect on residuals When it drops out of dual fuel and goes onto diesel I can t tell the difference.
Oil Price Moving Forward Momentum is currently upwards Production below expectations around the globe Libya not fully on line Syria embargo Conflicts in Yemen and South Sudan Against back drop of tight supply Emerging market demand +1.5 mbo/day each year $100 dollar oil here to stay Potential shocks to system Prospect of Israeli strike on Iran Straights of Hormuz becomes uninsurable
Gas v s Diesel -Trends
Cost Management KPI s in the industry MPG Cost of a mile is also driven by the cost rather than amount of fuel But this is usually a given input into the p/mile equation Diesel truck Pence / litre determined by fuel suppliers: Diesel = 1.16/ ltr MPG = 8.5mpg p/mile = 116p/ltr x 4.546 / 8.5= 62p/m Dual fuel technology influences your fuel price
Dual Fuel Equivalent Ltr. Dual Fuel truck Pence / litre Determined by gas substitution rate: lets say at 60% gas subs Diesel = 1.16 / ltr * 40% Gas = 63.4 / equiv ltr x 60% Your DF ltr costs 84.4p MPG = 8.5 mpg p/mile = 84.4p/ltr X 4.546 / 8.5 = 45.1p/m Assumes 3.6 kg/gal and gas at 80p / kg
Model Range Coverage Engine Platforms Mercedes OM501 Mercedes OM457 Mercedes OM926 Mercedes OM906 Volvo D7 Models Mercedes Axor Mercedes Actros Mercedes Econic Volvo FL 240 Volvo FE 340
Facts and Figures - Clear Financial Model Boil the complex issues down to some thing really simple MPG MPA Substitution rate R&M figure Cost of fuel
Typical Operating Scenarios Typical result -Primary MPG negative 0.5mpg (8.5) 60% Substitution R&M 1 p/mile 16p/mile saved Payback in 175000 km Typical result Multi-drop MPG negative 0.5mpg (7.0) 55% Substitution R&M 1 p/mile 17p/mile saved Payback in 165000 km
Operators Waitrose
Thank You for Your Time
Photos