north dakota natural gas vehicle workshop series

Presented by the ND Natural Gas Vehicle Coalition

North Dakota Clean Cities • Green Way Energy

Chesapeake Energy • Montana – Dakota Utilities • FirstCNG

NGV Repower • Xcel Energy

NORTH DAKOTA

NATURAL GAS VEHICLE WORKSHOP SERIES

NATURAL GAS AS A VEHICLE FUEL

Joseph Roberson-Kitzman

North Dakota Clean Cities

800.LUNG.USA • CleanAirChoice.org

CLEAN CITIES

Mission

To advance the energy, economic, and environmental security of the United States by supporting local decisions to reduce petroleum use in transportation.

Goal

Reduce petroleum use by 2.5 billion gallons per year

• Replacement

• Reduction

• Elimination

Accomplishments

• Saved nearly 3 billion gallons of petroleum since 1993

• Put more than 775,000 alternative fuel vehicles (AFVs) on the road

• Installed more than 6,600 alternative fueling stations

Eliminate

[email protected] • 701-223-5613

• Natural Gas is CLEAN • Mostly methane, only one carbon atom

• Reduces GHG by 21-27%

• Reduces particulate matter by up to 95%

• Natural Gas is SAFE • Higher ignition temp than diesel or gasoline

(1000 – 1100 degrees F)

• Narrow range of oxygen/fuel combustion ratio (5-15%)

• Highly engineered and rigorously tested tanks and components

• Natural Gas is POWERFUL • Octane rating of ~130 vs. 85 – 92 for gasoline

• HD natural gas engines have equivalent torque and horsepower

to diesel counterparts

• Natural Gas is QUIET • HD engine DB level 80-90% lower than diesel

• Energy Security

• Plentiful in U.S.

• Existing infrastructure

Source: US Dept. of Energy – Argonne National

Laboratory Report: A Full-Cycle Analysis of Energy and

Emissions Impacts of Transportation Fuels Produced

from Natural Gas, Dec. 1999


Compressed Natural Gas (CNG) Stored in onboard tanks under high pressure

Fuel economy similar to gasoline

1 GGE = 5.7 lb CNG

Liquefied Natural Gas (LNG) Kept at cold temperatures

Stored in double-wall, vacuum-insulated pressure vessels

Heavy-duty vehicles

1 GGE = 1.5 gal LNG


A: Gas fill valve

B: Cylinders

C: Master manual shut-off valve

D: High-pressure fuel line

E: Regulator

F: Natural gas solenoid valve

G: Fuel-injection system


Light-Duty NGVs Suitable for light-duty needs in private and

government fleets

Honda Civic GX

Medium-Duty NGVs Vans and shuttles

Airports and taxi fleets

Heavy-Duty NGVs Refuse haulers

Transit buses

School buses

Long-haul trucks

Street sweepers

Snowplows

Short-haul delivery trucks

Natural Gas Vehicles for America www.ngvamerica.org


Offsite, Public Access Utilize an existing public station

Operated by retailer, utility, or fleet

Anchor fleet or pool of multiple fleets

Onsite, Private Access Exclusive use by fleets

Time-fill stations always private access

Onsite, Public Access Often located outside of restricted areas

Benefit from economy of scale

Promotes public use of NGVs

Must have fast-fill capabilities for public


Use: Getting Started

Prepare Fleet Inventory and

Replacement Schedule Identify vehicle replacement potential

Determine station sizing plan

Explore Your Options Contact vehicle vendors

Contact equipment vendors

Meet with station developers

Ask Questions Clean Cities coordinators

Station developers

Vendors


FOR MORE INFORMATION

Clean Cities

AFDC

FuelEconomy.gov


NATURAL GAS REFUELING

INFRASTRUCTURE

Paul Jensen / Tim Milburn

(701) 212-1231 • www.gwst-us.com

Mike Conti

Sales Manager

NATURAL GAS CHOICES

Natural resources of ND and policies discussed in earlier presentation provide two major NG options for fleet owners & retail fuelers:

• Compressed Natural Gas, CNG

• Liquefied Natural Gas, LNG

NG APPLICATIONS CNG:

• Fleets that return to base every day

• Fleets with significant vehicle populations

• Retail fuelers supporting local fleets and other vehicle owners

LNG:

• Retail fuelers supplying Over The Road long haul fleet vehicles

Considerations:

• US current NG fueling stations: 1,204 CNG stations, 67 LNG stations

• LNG fueling investment substantially more than CNG

• LNG fueling requires ~40% of the volume of CNG for same distance

• If LNG sits in vehicle tank for a while, the liquid warms and gasifies, and requires venting

CNG DESIGN PARAMETERS

For Fleet Owners and Retailers it’s important to accurately estimate the time needed for filling and the volume of fuel required

• Planning should consider initial needs and expected growth

• Collect vehicle quantities, types and fuel consumption by vehicle

• To size the CNG fueling system, determine the highest demand fuel window

• To size the station use average fuel consumption per vehicle not maximum. Maximum capacity will oversize the station

DESIGN PARAMETERS - STATION TYPE

• Type of station required will influence the size and

cost of equipment:

• Time Fill—fill entire fleet directly from the compressor over a

period of hours

• Cascade Fast Fill—fill each vehicle in 5 to 20 minutes

primarily from stored gas cylinders

• Buffer Fast Fill—fill each vehicle in 5 to 20 minutes directly

from the compressor(s)

DESIGN PARAMETERS - TIME FILL

Time Fill - useful for fleets that return to base

• Fill entire fleet directly from the compressor

over a period of hours

• Simple, reliable technology and very good fills

• Lowest cost option

TIME FILL - EXAMPLES

Gas Control

Package

Time-fill Stands on

Jersey-blocks

Time-fill Local

Gas Panel

Refueling

Refuse Trucks

Time-fill Post

and Panel

DESIGN PARAMETERS - CASCADE

• Typical - three pressure / fill levels

• Compressor activated when pressure drops

• System controls which tank is used

• For fueling fleets in short (1 to 2 hour) periods

• For retail fueling

• Fill each vehicle in 5 to 20 minutes primarily from stored gas

TIME FILL FUELING SKIDS

Duplex Compressor Skid

Compressor Skid

FAST FILL COMPRESSOR SKIDS

Single

Compressor Skid

Duplex

Compressor Skid

Image of internal

components

NGV Station Equipment – Compressor Packages for Transit & Trucking

Dual Compressors for Larger

Capacity Stations

DESIGN PARAMETERS - BUFFER

• Used where continuous fueling is preferred

• Compressor runs whenever fueling

• Limited storage capacity

DESIGN PARAMETERS-GAS SUPPLY

Meet with the Gas Utility to determine available gas properties:

– Inlet line pressure range (max, min) and line size

– Gas composition, including moisture, must be

provided by the Utility

– These factors determine basis of design

– Equipment selection

– Fueling system flow capacity range

– Basis of performance measurement

– Commercial expectations

CNG STATION OVERVIEW

Gas

Dryer

NG Utility

Main

Storage

Priority Fill

System

In-D

ispenser S

equen

cin

g V

alv

es

Storage Vessels

CNG

Cascade

1-low

2-Med

3-High

TYPICAL NATURAL GAS VEHICLE

FUELING STATION DIAGRAM

Compressor

Dispenser

STATION EQUIPMENT - DRYER

Remove moisture from the gas:

• Inlet drying required, per code

• Regeneration equipment

recommended

• Manual vs. automatic

• Single vs. multiple

STATION EQUIPMENT - COMPRESSOR

Raises gas pressure from utility

service pressure to 4,500 psig:

– Reciprocating compressor

– Usually electric motor powered

– Can use natural gas engine

– Multiple compressors used for

redundancy

STATION EQUIPMENT - STORAGE

Required for Cascade and Buffer Stations:

• ASME design code

• 5,500 psig shell design

• 4,500 psig normal operating pressure

• Tubes or spheres

STATION EQUIPMENT - DISPENSER

Dispense gas to the vehicles:

– Time fill or fast fill

– Measurement

– Automatic data logging interface

– Time fill typically simple

dispensing

– Fast fill typically automated

measurement and data

management, including billing

LNG FOR TRANSPORTATION FUELING (I)

• Liquefied Natural Gas (LNG)

• Liquefying gas requires additional

investment for cooling and

pressurization

(-260 °F, 50 psig) and storage

• Liquefying increases energy

density, providing longer distance

capabilities compared to CNG

(~65% of gasoline, 60% of diesel)

• Best suited for long distance

driving (e.g. OTR Trucks)

4/24/2013 30

LNG FOR TRANSPORTATION FUELING (II)

– For fueling vehicles:

• LNG is either liquefied and transported or chilled at point of use

• LNG may be fed to vehicle as either liquid or gas

• If liquid, must be kept cold on vehicle

– Retail LNG costs between 30 percent to 40 percent less than diesel

– If LNG sits in vehicle tank for a while, the liquid warms and gasifies, and requires venting.

• Natural Gas is a major GHG, with much higher warming (20x) effect than CO2

• To mitigate this, need vehicles to consume fuel in a couple of days to avoid venting or other special process for venting avoidance

BUILDING MODIFICATIONS

Indoor garages will likely require some

upgrades:

• No open flame or heaters >750 F

• Continuous exhaust and makeup air

and ventilation to prevent pocketing

• Electrical upgrades may be required—

not necessarily a hazardous location

• Gas detection system with interlocks to

alarms, exhaust fans, doors…

Outdoor installations may require gas

detection system with interlocks to alarms

LNG has additional building safety

requirements

PERMITTING, CODES AND APPROVALS

Meet early and often with Authorities Having

Jurisdiction

Partial List of Codes:

– NFPA 52 - Vehicular Gaseous Fuel Systems Code

– NFPA 70 - National Electrical Code

– ASME B31.3 - Process Piping

– ASME Section VIII, Division 1 - Unfired Pressure Vessels

– NFPA 30A - Code for Motor Fuel Dispensing Facilities….

– International Building Code

– International Fire Code

– International Mechanical Code

– State and Local Codes

– Good Engineering / Industry Best Practices

INVESTMENT CASES

• Fleet owner

• Retail fueler

• Business decisions (ROI) driven by reduction in fuel cost

• Consideration may be given to pollution and GHG reduction

INVESTMENT CASE: FLEET OWNER

• Investment must considers vehicles and fueling infrastructure

• Vehicles may be purchased new, converted or leased

• Infrastructure investment alternatives – time fill vs. fast fill & how this fits the business processes

• Fuel decision may be to install own system or use retail fueling solutions

• ROI factors • Quantity, age and type of vehicles

• Usage – daily, annual mileage

• Availability of incentives for vehicles and infrastructure

• If sufficient cost can be saved, fleets may install Time Fill, Cascade-Fill, Buffer-Fill or combinations

INVESTMENT CASE: RETAIL FUELER • Investment considers fueling infrastructure

• ROI factors

• Vehicle fueling population

• Quantity of natural gas sold per day/year

• Market cost of NG

• Market retail price of NG

• Availability of incentives

• Planning considerations

• Collaboration with local fleets and dealers

• Multi-year return evaluation based on growing CNG vehicle populations

• Single fuel vs. multi-fuel

• C-store and other services

• Greenfield vs. add-on

PUBLIC POLICY

Paul Jensen / Tim Milburn

(701) 212-1231 • www.gwst-us.com

REASONS FOR CHANGE

• Ongoing US national and local strategic efforts

continue to reduce consumption of conventional

liquid fuels

Dependence on foreign oil

Costs and risks to protect the oil

Trade deficits

Tailpipe emissions and associated

health issues and costs

Greenhouse gas (GHG) generation

and impact on climate

Energy costs

4/24/2013 38

Increase profits from domestic oil and NG production

Job creation

Cash flow

ALTERNATIVE FUELS

• National and local strategies have led to

increased exploration and production of

domestic alternative fuels:

• Non-conventional oil (tar sands, shale beds, coal beds)

• Natural gas (mostly Methane, CH4)

• Liquefied Petroleum Gas (LPG, mostly Propane, C3H8)

• Bio-fuels

• Flex-Fuel or Bioethanol (gasoline and Ethanol, C2H6)

• Biodiesel (diesel and soybean oil)

• Electric

• Future fuels – Hydrogen

4/24/2013 39

Source: NASA 2012

MINING, FRACKING AND EXTRACTION

NG TRANSMISSION SCHEMATIC

NATURAL GAS DISTRIBUTION

• From well, NG is cleaned up to meet utility grade specs:

• Remove water, CO2, H2S, sulfur, mercury, N2, other

• Separate Natural Gas Liquids (NGLs) from Natural Gas (NGLs = Higher

hydrocarbons that are liquid at atmospheric pressure, CH4 is not)

• Typically 85 to 95% methane, CH4, as delivered

• Fuel is abundant in the US

• Natural gas is distributed &

available through existing pipelines

• When combusted

• Produces about 30%

fewer greenhouse gases

• Produces little or no other pollutants

• Natural gas is as safe as gasoline

4/24/2013 43

HOW COULD FLARE GAS BE USED?

Electric Power Generation

Provide electricity for

homes

Commercial

Residential

Heat for 350,000 Residents

Small Gas

Turbines Electricty for 600,000 homes

Transportation

Provide Fuel for 400,000

Vehicles

LNG

CNG

$1MM to $4MM/Unit

~$1.80/DGE COST

28 Total US Public Installs

$5k to $2MM/Unit

~$1.00/DGE COST

558 Total US Public Installs

Heating

100 Million ft3/day

FLARED

= 100 Billion Btu/day

Electricty for 900,000 homes

Industrial

Heating

Chemical

Conversion

Utility Scale

Gas Turbines

NATURAL GAS:

NOT JUST FOR HEATING AND COOKING

• Natural Gas is an excellent and well established,

low cost fuel for transportation

• In the US, there are 1271 public and private NG

fueling stations in US (US EIA April 2013)

• 1,204 CNG (574 public, 630 private)

• 67 LNG

• Compares to 160,000 traditional liquid fueling

stations in US (2012 National Petroleum News Survey)

• In ND, there are 2 CNG and no LNG Stations (Apr 2013 US DOE)

LEVEL THE PLAYING FIELD

• NG fuel use has lower un-priced social

costs

• Emissions

• Petroleum fuels have existing

advantages

• Social costs are not included in the

price

• Negative externality costs are not

included

• Infrastructure investments are

already in place.

INFRASTRUCTURE CHALLENGES

•Consumers unwilling to buy CNG

vehicles before infrastructure is

built,

•Businesses will not invest in

CNG stations until there is

consumer demand.

•Neither is willing to move without

the other

• Lack of refueling facilities leads to a chicken-and-egg problem

• This challenges a good efficient product to get to market

• May prevent an optimal mix of oil and natural gas fuels

• There is a need for government policies and incentives to drive the success

NG ECONOMIES OF SCALE FOR NORTH DAKOTA

48

If the Total Production of NG in North Dakota were used only to fuel passenger

vehicles:

• At 2010 production rates, ~ 1.7 million passenger cars, 4 times the number of

Passenger vehicles in North Dakota.

• At 2012 best production rates, ~3.9 million passenger cars, 10 times the number

in North Dakota

If Total Production of ND NG were used only to heat homes

• At 2010 production rates, ~2.9 million people, over 4 times the population of North

Dakota

• At 2012 best production rates, about 6.6 million people, almost 10 times the

population of North Dakota

If the FLARED Natural Gas in North Dakota were used only to fuel passenger

vehicles

• At 2010 production rates, ~ 0.5 million passenger cars, 1.3 times the number of

passenger vehicles in North Dakota.

• At 2012 best production rates, this would provide fuel for about 1.1 million

passenger cars, almost 3 times the number of passenger vehicles in North

Dakota

RECENT ND NATURAL GAS PRICING

Pricing Source: EIA, April 2013

* Raso Enterprises Nov. 7 2011

Volumetric (cubic feet = ft3) values calculated at 129,488 BTU/gallon diesel

and 113,602 BTU/gallon gasoline *

DGE: Diesel Gallon Equivalent

GGE: Gasoline Gallon Equivalent

Natural Gas North Dakota Unit U.S. Avg. Unit PeriodDiesel -

NG/ft3

Gasoline -

NG/ft3 ND DGE ND GGE

City Gate $4.64 k ft3 $4.52 k ft3 Jan-13 131.73 115.57 $0.61 $0.54

Residential $6.48 k ft3 $10.11 k ft3 Jan-13 131.73 115.57 $0.85 $0.75

Commercial $6.01 k ft3 $7.81 k ft3 Jan-13 131.73 115.57 $0.79 $0.69

LOCATING ALTERNATIVE FUELING STATIONS

• US DOE Site

• http://www.afdc.energy.gov/fuels/natural_gas_locations.html

• CNG Now Site http://www.cngnow.com/stations/Pages/information.aspx

CONCEPT: >50% STATE-WIDE

COVERAGE WITH 8 LOCATIONS

FEDERAL AND STATE NG RELATED

INCENTIVES

FEDERAL INCENTIVES & LAWS Incentives

• Alternative Fuel Tax Exemption

• Improved Energy Technology Loans

• Loan Guarantees

Laws & Regulations

• Alternative Fuel Definition - IRS Revenue Code

• Vehicle Acquisition and Fuel Use Requirements for Federal Fleets > 20 Vehicles

• Vehicle Acquisition and Fuel Use Requirements for State and Alternative Fuel

Provider Fleets >50 Light Duty

• Vehicle Acquisition and Fuel Use Requirements for Private and Local Government

Fleets

• Aftermarket Alternative Fuel Vehicle (AFV) Conversions

• Alternative Fuel and Vehicle Labeling Requirements

• Vehicle Incremental Cost Allocation

Programs

• Clean Cities

• State Energy Program (SEP) Funding

• National Clean Diesel Campaign (NCDC)

• Clean Ports USA

• Clean Construction USA

• Clean Agriculture USA

• Smart-Way Transport Partnership

• Clean School Bus Program

• Clean Ports USA

• Clean Construction USA

• Clean Agriculture USA

• Air Pollution Control Program

• Alternative Transportation in Parks and Public Lands Program

• CMAQ (Congestion Mitigation & Air Quality Improvement Program)

• Clean Fuels Grant Program

• Voluntary Airport Low Emission (VALE) Program

• NGV Grants

FEDERAL PROGRAMS

EXCERPTS FROM: FEDERAL-AID HIGHWAYS AND HIGHWAY SAFETY CONSTRUCTION

PROGRAMS S. 1813 AND HR. 4348 MOVE AHEAD FOR PROGRESS. “MAP-21” (BILL

ENACTED JULY 6, 2012)

SEC. 1108

(6) Carpool projects, fringe and corridor parking

facilities and programs, including electric vehicle and

natural gas vehicle infrastructure in accordance with

section 137, bicycle transportation and pedestrian

walkways in accordance with section 217

SEC. 1113

(2) Electric vehicle and natural gas vehicle

infrastructure.

A State may obligate funds apportioned under section

104(b)(4) for a project or program to establish electric

vehicle charging stations or natural gas vehicle

refueling stations for the use of battery powered or

natural gas fueled trucks or other motor vehicles at

any location in the State except that such stations

may not be established or supported where commercial

establishments serving motor vehicle users are

prohibited by section 111 of title 23, United States Code.

SEC. 1408

of the Parking for Commercial Vehicles on the National

Highway System, which authorizes highway projects to

address the shortage of long-term parking for

commercial motor vehicles on national highways, can

also include charging and CNG refueling.

SEC. 1513

Miscellaneous parking amendments.

(A) fringe and corridor parking facilities.—Section 137 of

title 23, United States Code, is amended— (1) in subsection

(f)(1)—(A) by striking ‗‗104(b)(4)‘‘ and inserting

‗‗104(b)(1)‘‘;and (B) by inserting ‗‗including the addition of

electric vehicle charging stations or natural gas vehicle

refueling stations,‘‘ after ‗‗new facilities,‘‘; and (2) by

adding at the end the following: ‗‗(g) FUNDING.—The

addition of electric vehicle charging stations or natural

gas vehicle refueling stations to new or previously

funded parking facilities shall be eligible for funding

under this section.‘‘.

SEC. 20011

Research, development, demonstration, and deployment

projects.

SEC. 1102

Obligation ceiling. (A) General limitation.—Subject to

subsection (e), and notwithstanding any other provision of

law, the obligations for Federal aid highway and highway

safety construction programs shall not exceed—

(1) $39,699,000,000 for fiscal year 2013; and

(2) $40,256,000,000 for fiscal year 2014.

b) EXCEPTIONS.—The limitations under subsection (a)

shall not apply to obligations under or for—Stat. 198);

(6) sections 1103 through 1108 of the Intermodal Surface

Transportation Efficiency Act of 1991 (105 Stat. 2027);

ND STATE ACTIVE INCENTIVES AND LAWS

• North Dakota

• Incentives

• Agriculturally-Based Fuel Production Wage and Salary Tax Credit

• Wage and Salary Tax Credit. 1% of wages and salaries paid

during the tax year for each of the first three years of

operation and 0.5% of wages and salaries paid during the

tax year for the fourth and fifth years.

• Laws & Regulations

• Alternative Fuel Labeling Requirement

• Alternative Fuel Tax Rates

• A special excise tax rate of 2% is imposed on the sale of propane

(liquefied petroleum gas) a tax of $0.04 per gallon is imposed on

all special fuels sales, including compressed natural gas.

MIDWESTERN STATE INCENTIVES,

LAWS & PROGRAMS • Colorado (I):

• Incentives

• Alternative Fuel, Advanced Vehicle, and Idle Reduction Technology Tax Credit

• CNG: 55% 35% 25% and 25% 1/1-2013 to 12/31 2016 up to max. $6,000

• Low Emission Vehicle (LEV) Sales Tax Exemption

• Vehicles > 10,000 LBS

• Alternative Fuel Vehicle (AFV) Weight Limit Exemption

• Gross vehicle weight rating limits for AFVs are 1,000 pounds greater

• Utility/Private Incentives

• Natural Gas Fuel Rate Reduction and Infrastructure Maintenance - Clean Energy

• Compressed natural gas fueling station equipment maintenance, competitive fuel pricing for larger fleet customers, and alternative fuel vehicle financing .


LAWS & PROGRAMS

• Colorado (II): • Laws

• Alternative Fuel Resale and Generation Regulations

• Fuel suppliers not to be regulated as a Utility

• Alternative Fuel Vehicle (AFV) Registration

• Adding fuel type to registration of vehicle

• Clean Energy Development Authority

• Can issue Bond Financing for state projects

• State Agency Alternative Fuel Use and Vehicle Acquisition Requirement

• Departments to purchase NG vehicles if price difference less that 10% of same vehicle with conventional fueled Engine


LAWS & PROGRAMS • Minnesota

• Utility/Private Incentives

• Natural Gas Infrastructure Technical Assistance

• A designated utility may offer preliminary feasibility studies for natural gas fueling stations, including natural gas availability information.

• Laws and Regulations

• State Agency Sustainability Plan and Requirements

• Using 2005 as a baseline, the state must achieve a 50% reduction in gasoline used to operate state agency-owned on-road vehicles by 2015;

• Using 2005 as a baseline, the state must achieve a 25% reduction in the use of petroleum -based diesel fuel for state owned on-road vehicles by 2015;

• When reasonably possible, state agencies must purchase on-road vehicles that use Alternative fuels such as compressed or liquefied natural gas or vehicles that (with the exception of buses, snowplows, and construction vehicles) have a fuel economy rating that exceeds 30 miles per gallon (mpg) in the city and 35 mpg on the highway;

• Alternative Fuel Tax

• The Minnesota Department of Revenue imposes an excise tax on the first licensed distributor that receives E85 fuel products in the state and on distributors, special fuel dealers, or bulk purchasers of other alternative fuels. Liquefied natural gas is taxed at $0.15 per gallon, and compressed natural gas is taxed at the rate of $2.174 per thousand cubic feet.


LAWS & PROGRAMS • Illinois • State Incentives

• Alternative Fuel Vehicle (AFV) and Alternative Fuel Rebates

• Once in lifetime Rebate for 80% of the incremental cost of purchasing an AFV (up to $4,000), 80% of the cost of converting a conventional vehicle to an AFV using a federally certified conversion (up to $4,000) only from In state Dealer and not for export.

• Eligible fuels is natural gas, and other AF.

• Alternative Fuel Vehicle (AFV) Fleet Incentives

• The Illinois Green Fleets Program recognizes and provides additional marketing opportunities for fleets in Illinois that have a significant number of AFVs and use clean, domestically produced fuels.

• School Bus Retrofit Reimbursement

• The Illinois Department of Education will reimburse any qualifying school district for the cost of converting gasoline buses to more fuel -efficient engines or to engines using alternative fuels. Restrictions may apply. (Reference 105 Illinois Compiled Statutes 5/29-5)

NORTH DAKOTA LEGISLATIVE INITIATIVE

• A bill was introduced in the 63rd Legislative assembly by Rep.

Dwight Kiefert (R) to find ways of better utilizing natural gas

thereby providing economical benefit for the businesses and

communities of ND while reducing flaring at gas wells.

• Green Way Energy has in support of Rep. Kiefert‘s bill

presented both in the House and the senate on the need for

ND to provide legislation supporting the breaking of the ―egg

shell‖ in the Chicken – egg hindrance.

• HRC 3016 has now passed both and will go to the Legislative

Management for study.

• Study will provide the legislature with material to make useful

legislation that will support the utilization of NG predominantly

for transportation use in gaseous and liquid form.

NEXT STEPS

• Evaluate feasibility of alternative uses for natural gas for State of North Dakota

• Capture current (―As-Is‖) production and consumption patterns

• Define ideas and recommendations for using ND NG (―To-Be‖ scenarios)

• Define alternative uses for energy sectors

• Define potential allocation of flared NG for energy usage in existing

sectors

• Develop ideas for associated infrastructure requirements

• Define risks

• Define financial requirements and justifications (ROIs)

• Define required and interested participants required to successfully define,

develop and launch new usage of NG within and external to North Dakota

• Recommend pilot and full scale ideas to establish and deploy solutions

THANK YOU!

CALL US ON 701 212-1231

OR

WWW.GWST-US.COM

GREEN WAY SMART TRANSPORTATION A DIVISION OF GREEN WAY ENERGY, LLC

NATURAL GAS VEHICLE OPTIONS

Walter Knake

NGV Repower Solutions

AGENDA

• Conversion Basics

• Mixed Fuel vs. Dedicated Conversions

• EPA Regs

• Market Offerings

• Economic Payback

• Price Risk

• Case Studies

CONVERSION BASICS

• Keep it Legal, Make it Safe, Do it Right

• If you search for CNG on the Internet, you will find lots of do-it-

yourself kits that are not EPA certified.

• The Federal Law is very clear and it is illegal to tamper with any

motor vehicle’s emissions profile and the government can assess

up to a $5,000 / day fine.

• Tanks should be certified by an approved inspection firm.

CONVERSION BASICS

―the driver‘s seat can be removed for more tanks‖

CONVERSION BASICS

• Bi-Fuel, Dual-Fuel, Dedicated?

• Dedicated – A dedicated CNG vehicle is one that runs only on CNG. It can be either a new vehicle with a CNG engine or a repower. In either case, the old fuel tank is normally removed and replaced with CNG Cylinders. This is a great choice for vehicles running predictable routes with access to company-owned fueling stations (for example, Food & Beverage delivery trucks and School Buses).

• Mixed Fuel – The EPA calls any vehicle that blends CNG with diesel or other fuels a “mixed” fuel vehicle. In practice, there are some engines – like the Cummins/Westport ISX12G – that use a small amount of diesel but basically act as dedicated CNG Engines. That is to say, if you run out of CNG your are not going very far. We call these types of vehicles “mixed fuel” and, like dedicated systems, they are a great choice if you have predictable routes and you need the high torque of a heavy duty diesel engine. The main advantage of this system is that it can run 90% or more CNG while retaining many of the operating benefits of diesel. As of now, these are only available in new trucks.

CONVERSION BASICS

• Dual Fuel – Technically, a dual fuel is categorized by the EPA as a “mixed fuel” because it blends natural gas with diesel by injecting it into the turbocharger BUT there is a big difference. On a dual fuel like the American Power Group™ products, the vehicle can still run on 100% diesel. That means if you run out of CNG you keep right on going, just like you did in the old days. You keep your existing diesel tanks and install additional CNG cylinders that extend the range. Depending on your load, a dual fuel system will use up to 50% CNG on average. This is a great choice for existing fleet customers that need range and fuel flexibility and do not want to go through the expense of replacing vehicles that have hundreds of thousands of miles remaining in their life.

• Bi-fuel systems are also called “switchable” systems because you can switch between gasoline or CNG. Most conversions we do for light duty (new or used trucks) are bi-fuel because they give the customer the best of both worlds. You can run on CNG as long as you have fuel in the tank and switch over to gasoline. Most modern bi-fuel systems are fully automated, switching to gasoline when they need to and then automatically switching back once the CNG tank is filled. Bi-fuel vehicles come equipped with two fuel gauges and a switch to move from CNG to gasoline if the driver desires.

CONVERSION BASICS

CONVERSION BASICS

• Will my engine have to be modified to operate on the Bi-Fuel?

• No. The conversion technology has been designed to allow for in-field retrofit of

diesel engines without the need to change or modify the design of the engine.

The conversion hardware is mounted externally on the engine.

• What about my engine warranty?

• Most OEM engine warranty programs do not prohibit the use of aftermarket parts

or technologies. In brief, the policy of OEM's is that they neither recommend nor

endorse aftermarket technologies. In practice, if a converted engine has a failure

under warranty, the OEM, in conjunction with technical personnel, make a

determination as to the cause of the failure.

• Why can't the engine use 100% natural gas?

• Because of the very high ignition temperature of natural gas (approximately

1300°F), sufficient heat is not generated during the diesel compression stroke

to ignite 100% natural gas. As such, dedicated gas engines employ spark plugs

and an ignition system to facilitate combustion of the air-natural gas mixture. In

contrast, during Bi-Fuel operation, a reduced quantity of diesel fuel acts as the

ignition source for the air-gas mixture; this process is often referred to as pilot

ignition.

CONVERSION BASICS

• Will my engine lose power after conversion to Bi-Fuel?

• Under normal circumstances, engines converted to the Bi-Fuel do not suffer any horsepower losses while operating in Bi-Fuel Mode. Because the System maintains OEM compression ratio values and does not incorporate an air -throttling device, peak horsepower and efficiency levels of the converted engine remain on par with 100% diesel operation- In some circumstances, the engine may be de-rated in Bi-Fuel mode due to shortcomings in gas supply composition and/or quality.

• Will my engine run hotter on Bi-Fuel?

• The Bi-Fuel technology has been designed to maintain OEM specifications for all engine temperatures including engine coolant temperature, oil temperature, exhaust gas temperature and intake air temperature. The Bi-Fuel System replaces diesel fuel normally consumed by the engine with an equivalent quantity of natural gas, relative to the heat value of each fuel. As such, engine a/r -fuel ratios during Bi-Fuel operation remain largely equivalent to 100% diesel operation, resulting in normal peak exhaust gas temperatures and associated peak engine thermal loads.

CONVERSION BASICS

• What about efficiency?

• As explained above, the Bi-Fuel System replaces diesel fuel with an equivalent quantity of natural gas. This process results in the same net fuel burn vs. load as would be experienced during 100% diesel operation. For each gallon of diesel fuel displaced during Bi-Fuel operation, there is a corresponding consumption of approximately 140 cubic feet of pipeline quality natural gas (based on 129,000 btu/gallon # 2 diesel & 930 btu/scf natural gas). Thus, for each gallon of diesel fuel displaced during Bi -Fuel operation,, an "equivalent gallon" of natural gas is consumed resulting in similar engine fuel efficiencies. Note: 1 m3 of natural gas = 1 liter # 2 diesel.

• What effect will the System have on the durability of my engine?

• Generally speaking, operation in Bi-Fuel mode has no negative effects on engine wear rates and durability. AS explained above, because engine thermal loads are equivalent to 100% diesel operation, no excess wear of combustion chamber components (pistons, rings, valves, injectors, etc.) occurs. In addition, many users of Bi -Fuel have reported positive benefits relative to engine wear including extended oil change intervals and extended time between overhauls. This is primarily the result of the cleaner burning characteristics of natural gas compared to diesel fuel.

EPA REGS

CONVERSION COMPANIES FuelTek Conversion Corp.

• Hendrix Industrial Gastrux provides EPA-certified conversion kits for a number of vehicles. They do not offer do-it-yourself kits; conversions must be done at their facility.

• IMPCO Technologies is a business unit of Fuel System Solutions, Inc., and designs, manufactures and supplies alternative fuel components and systems.

• Landi Renzo USA has aquired Baytech Corporation and now offers a dedicated CNG kit for GM 6.0L and 8.1L engines, as well as the Ford 5.4L engine. The company installs, calibrates, and provides extended service for its EPA and CARB certified systems.

• NatGasCar Company has introduced a Dodge Ram 4.7L Conversion System, beginning with the 2010 model.

• NaturalDrive operates in Arizona and offers OEM-style retrofits with no underhood wiring modifications. They partner with a number of automotive facilities to offer CNG retrofits and warranty service in several states.

• Omnitek Advanced Technologies offers proprietary technology for converting diesel engines to natural gas. The company says it has 5,000 systems installed worldwide.

http://www.fueltek.biz/

CONVERSION COMPANIES

• Baker Equipment is based in Richmond, Va., and converts OEM gasoline engines to run on CNG, offering sales, installation and services throughout the eastern US.

• Clean Fuel converts fleet and personal vehicles to run on CNG, specializing in EPA-certified conversions for sedans and light-duty pick-up trucks and vans. It operates conversion facilities in Texas and Oklahoma.

• CNG Interstate notes that its compressed natural gas systems are after market performance parts and do not change your vehicle‘s current fuel injection system nor do they tamper with the Federal Emission Standards. CNG Interstate must equip your vehicle with your new kit.

• Energy and Water Solutions offers two types of conversion kits for gasoline engines and a low-cost kit for diesel engines.

• Environmental Vehicle Outfitters designs and installs alternative fuel systems for fleet and consumer cars, SUVs and trucks. Based in Marina del Rey, Ca.

• FuelTek Conversion Corporation's core business is conversion of on- and off-road vehicles to CNG or LPG vehicles. Located in Denver.


• A-1 Alternative Fuel Systems claims to have all that's necessary to convert your vehicle to CNG. They are based in Fresno, Calif.

• Agility Fuel Systems provides engines and conversion kits that are both EPA- and CARB-certified. They have products available for most GM and Ford vehicles.

• Alternative Fuel Systems of St. Louis specializes in CNG and LP vehicle conversions and compression systems.

• BAF Technologies Inc. is a subsidiary of Clean Energy Company. Its alternative fuel vehicle upfitting capabilities include aftermarket CNG conversions.

• Productive Concepts International is based in Union City, Ind., and claims to be the only high-volume production line in the US capable of almost any alternative fuels conversion, including CNG.

• Phoenix Energy Corporation offers CNG conversion, installation and refueling equipment in Alabama and surrounding states. They are a registered contractor for the federal government.


• RGR Alternative Fuels is a Nevada-based certified dealer and installer

of EPA-certified bi-fuel CNG conversion systems. RGR Alternative

Fuels.

• Thigpen Energy Services, LLC provides CNG conversion services.

• NGV Repower – Springfield, MO based NG engine reman &

refurbisher, soon to ……

PRICE RISK

What happens when natural gas is no longer dirt cheap?

• By now, the shale-gas story is well-known.

• Four years ago, natural gas cost around $9 per million British thermal

units — too costly for most electricity needs.

• But recently, thanks to big advances in drilling techniques, companies have

been able to extract gas from shale-rock formations in places like Texas

and Pennsylvania.

• Natural gas prices dropped below $2 per million BTUs last year.

• As a result, electric utilities switched from coal to cleaner natural gas,

which emits less carbon when burned.

PRICE RISK

PRICE RISK NG CURRENTLY COSTS 50% LESS THAN DIESEL FUEL, THE GAP IS PROJECTED TO WIDEN TO 70 PERCENT. CONSEQUENTLY, THE PAYBACK PERIOD IMPROVES

PRICE RISK

PRICE RISK – MANSFIELD OIL

HIGH VOLUME FLEETS

DRIVE NGV GROWTH Refuse Fleets

– 9,000 to 12,000+ gallons a year per vehicle

Medium Duty Straight-trucks

– 10,000+ gallons a year per vehicle

– International, Freightliner

– Dairies, Food Dist., Retail, Delivery

Para transit & Dial-a-Ride, Schools

– Up to 6,000+ gallons a year per shuttle

– Ford ,GM gas models available

– International DT466

Long Haul dedicated Routes

– Government, Delivery, Utility and Telecom

• Distribution & Refuse Transfer Stations

The Market

Estimate Cost

$ 3,500 to $12,000

$ 7,000 to $ 20,000

$ 15,000 to $ 35,000

$ 25,000 to $ 40,000

$ 30,000 to $60,000

$ 40,000 to $90,000

$ 50,000 to

$115,000

$ 60,000 to $

130,000

NGV Sweet Spot

Applications

COST/PAYBACK

89

Typical Customer Payback

Average Miles / Day 400

Average Miles / Year 100,000

Diesel Only

Estimated MPG 6.0

Annual Diesel Consumption 18,200 gallons

Average Cost @

$4.00/gallon

$72,800/year

Dual Fuel @ 50%

Displacement

Annual Diesel Consumption 9,100 gallons

Average Cost @

$4.00/gallon

$36,400/year

Equivalent CNG

Consumption

9,100 gallons

Average Cost @ $1.80/DGE $16,380/year

Total Annual Dual Fuel

Costs

$52,780/year

Net Annual Fuel Savings $20,080 (28%)

Incremental Payback Time 1 year, 7 months

Every 50 trucks running on APG’s dual

fuel system would save $1 million per

year in net annual fuel costs.

Average Cost to Convert

Installation of APG

System, Tanks and $32,000

Complete Safety

Requirements &

Certification by EPA

Repower/Refurbish/Renew

Aftermarket Repower vs. OEM New

2006 International

25000 GVW

2012 International

25000 GVW

• Remanufactured DT466

• Remanufactured Natural

Gas Engine

• Original DT466 Maxxforce

• New Natural Gas Engine

• Projected Fuel Usage

• 30 dge/day, 7,200 dge/yr

• Projected Fuel Usage

• 30 dge/day, 7,200 dge/yr

• CNG Vehicle

Conversion/Restore

• $ 55,000

• CNG NEW Vehicle Cost

• $ 95,000

• Simple Payback – 3.8

year‘s

(7,200 dge‘s/yr X $ 2.00

savings)

($ 2 avg. price for dge, $ 4 avg.

price for diesel)

• Simple Payback – 6.6 year‘s

(7,200 dge‘s/yr X $ 2.00 savings)

($ 2 avg. price for dge, $ 4 avg.

price for diesel)

Remanufacturing the

Ultimate Form of Recycling?

• Remanufacturing differs from recycling because remanufacturing

"recycles" the value originally added to the raw material.

• Remanufacturing also differs from recycling, most importantly

because it makes a much greater economic contribution per unit of

product than does recycling.

• Remanufacturing recaptures the value-added product when it was

first manufactured. In fact, a 1981 Massachusetts Institute of

Technology study on the remanufacturing of automobile

components indicated that approximately 85% of the energy

expended in the manufacture of the original product was preserved in

the remanufactured product. This is why remanufacturing is

considered the ultimate form of recycling & resource conservation.

Colton

saved over

$500,000

per year

with just 48

buses

“it costs $80 a day in gasoline money to operate a diesel bus on the

district's far-flung routes, compared to only $12 a day for a CNG bus.”

Case Studies

2005 Report

confirms

that CNG

Vehicles

operate at

less $$$

than Diesel

over vehicle

life cycle

FUEL Savings alone 25-40% better

than Diesel

Case Studies

THANK YOU

Walt Knake

NGV Repower

708-214-9969

OPPORTUNITIES & BENEFITS

FOR FLEETS

Larry Oswald Dan Genovese

Montana-Dakota Utilities Chesapeake Energy

Montana-Dakota.com • CNGNow.com

WHY NGV‘ S

• Abundant domestic supply of natural gas

• Natural gas engines emit less GHG‘ s (20-30%)

• Significantly lower fuel costs (40-50%)

• Natural gas engines performance is similar to that of gasoline

/ diesel engines

• Growing variety of light, medium, and heavy duty vehicles

from leading OEM‘ s and engine manufacturers are being

produced

• A vigorous NG refueling industry is emerging which will

expand refueling options.

TYPES OF NGVS • CNG – Compressed Natural Gas

• Delivered through local distribution system, compressed and

stored

• 3600 PSI System in the standard

• LNG – Liquefied Natural Gas

• Cryogenically cooled to liquid form at -260 F

• Stored in liquid form on vehicle and vaporized as it enters

engine

• Storage capacity versus weight is primary advantage

• Dedicated or Bi-Fuel vehicles

• Conversions

• OEM‘ s

MONTANA-DAKOTA CNG HISTORY

• Montana-Dakota invested heavily in natural gas vehicles (NGV) and

compressed natural gas (CNG) infrastructure in the early 1980‘ s

• Montana-Dakota moved away from NGV‘ s in 1990‘ s due to

aftermarket conversion certification issues and cost

• Montana-Dakota currently does not have any fleet vehicles on

natural gas.

• Montana-Dakota has four remaining 3000 PSI CNG refueling

stations remaining. Stations will continue to be decommissioned as

they fail or become no longer feasible to keep in operation.

MONTANA-DAKOTA‘S ROLE

• Primary role is to provide natural gas distribution service to any

proposed refueling stations.

• Support of industry and work with interested parties regarding

infrastructure placement in our service territory.

• Public or Private

• Montana-Dakota fleet considerations

• At this time Montana-Dakota does not expect to invest in building

and/or owning refueling stations.

• Existing Petroleum Marketers

• Private Fleets

• Private / Public investment

CNG OPPORTUNITIES & BENEFITS

FOR FLEETS

ABOUT CHESAPEAKE ENERGY • Second-largest U.S. natural gas producer

• 11th largest U.S. liquids (oil and NGL) producer

• #1 driller of horizontal shale wells in the world

• Largest U.S. leasehold and 3D seismic owner

• #1 inventory of shale core data and industry's only proprietary Reservoir Technology Center

• Discoverer of Haynesville, Utica, Powder River Niobrara, Tonkawa and Mississippi Lime unconventional plays – industry‘s best record of unconventional exploration success

• Leader in Compressed Natural Gas (CNG) transportation infrastructure and Natural Gas Vehicles (NGV‘s) market development

WHAT DOES THE FUTURE OF

TRANSPORTATION FUEL LOOK LIKE?

The Jetson’s - 1962 Doc, the DeLorean and the

Flux Capacitor - 1985

THE FUTURE - DETROIT ROLLS OUT ¾ TON

OEM BI-FUEL PICK-UPS IN 2013

http://www.foxnews.com/leisure/2011/10/04/gm-to-introduce-cng-powered-pickup-trucks/

106

THE RESULT OF THE ―SHALE REVOLUTION‖

• When NYMEX Mcf was

$8.00, commodity portion

of CNG was $1.00/GGE



of CNG was $0.50/GGE



of CNG was $.25/GGE

1 Mcf = 8 gasoline gallon equivalents / 1 Mcf = 7.2 diesel gallon

equivalents

97% Supply is from N. America

Source: EIA

Job Creating, Wealth Enhancing Shale Deposits Now Located in 32 U.S. States

Niobrara

Cody

Mowry

Gammon

Bakken

Baxter/Mancos

Mancos

Barnett/Woodford

Mulky

New Albany

Antrim

Floyd-Neal

Lewis

Eagle Ford/Pearsall

Marcellus

Haynesville

Fayetteville

85% Supply from U.S.

Woodford

Barnett

Natural gas producing states (32)

Non-producing state (18)

Utica

Granite Wash

Cleveland/Tonkawa

These Shale Deposits Create Increasing Fuel Supply Certainty and Economic Growth Opportunity

107

108

DYNAMIC MARKET FOR CNG VEHICLES –

SIGNIFICANT ADVANTAGES FOR AMERICA

• CNG as a transportation fuel means American jobs

• Direct jobs in natural gas production

• Indirect jobs – steel, rail and auto manufacturing

• CNG as a transportation fuel means a more secure American future

• Reduced energy imports

• National security

• CNG as a transportation fuel means Federal, State and Local revenue

• Schools

• Roads

• Bridges

NATURAL GAS IN TRANSPORTATION • Natural Gas is CLEAN

• Mostly methane, only one carbon atom

• Reduces GHG by 21-27%

• Reduces particulate matter by up to 95%

• Natural Gas is SAFE

• Higher ignition temperature than diesel or gasoline (1000 – 1100 degrees F)

• Narrow range of oxygen/fuel combustion ratio (5-15%)

• Highly engineered and rigorously tested tanks and components

• Natural Gas is POWERFUL

• Octane rating of ~130 vs. 85 – 92 for gasoline

• HD natural gas engines have equivalent torque and horsepower to diesel counterparts

• Natural Gas is QUIET

• HD engine DB level 80-90% lower than diesel

Source: US Dept. of Energy – Argonne

National Laboratory Report: A Full-Cycle

Analysis of Energy and Emissions Impacts

of Transportation Fuels Produced from

Natural Gas, Dec. 1999

110


SIGNIFICANT ADVANTAGES

• CNG can be used in existing vehicle engine technology (ICE):

• Significant engine/ ECM technology advances – compare a 1990 cell phone to 2012 cell phone

• CNG tank technology and improvements will reduce costs and speed adoption

• Other advantages to NGV‘s:

• CNG vehicles do NOT REQUIRE subsidies to be economically viable

• Entire CNG economic ecosystem works – consumer, OEM and retailer

111


SIGNIFICANT ADVANTAGES

• CNG vehicles do not require technology breakthroughs for improvements:

• Cost

• Range

• Life

• Weight

• Recharge/ refuel times

• Diminishing chargeability

• CNG vehicles are clean:

• No coal generated power

• Not dependent on sizable material imports

112

DYNAMIC MARKET FOR CNG VEHICLES • CNG commercial fleets are rapidly growing:

• Economics - CNG fuel affordability

• Increased CNG vehicle availability

• More conversion kits

• OEM medium duty pickups

• Decreasing cost of vehicles

• Economies of scale

• Competition for sales

• Bi-fuel market development concept – no ―range anxiety‖

• CNG consumer vehicles are around the corner:

• 14 Governor's/ 22 states - Memorandum of Understanding

• CAFE credit for CNG vehicles

• OEM utilization/ import of existing CNG platforms

• We need more OEM cars. Henry Ford did not wait for paved roads and gas stations to be built before he made the Model T.

Source: NGV Global, 2011

113

Dynamic Market for CNG Vehicles

• I think there is a world market for maybe five computers. - IBM Chairman Thomas

Watson, 1943

DYNAMIC MARKET POTENTIAL FOR CNG

VEHICLES - PERFECT FOR ALL FLEETS • Local/State Governments

• Airports

• Terminal Buses, Shuttles, Taxis, Tarmac Vehicles

• Refuse

• Collection, Recycling

• Transit

• City Buses, Maintenance, Shuttles

• School Districts

• Buses, Vans, Maintenance

• Short Haul Delivery

• Food & Beverage Distributors, Postal, Newspapers, Linens,

Uniforms, Regional Freight

• Utilities & Telecom

• Gas/Electric/Water, Communications

• Small Businesses

• Plumbers, Electricians, Florists, Service Companies, Appliance

Repair

• Energy Companies

• Gas, Oil, Field Service

115

DYNAMIC MARKET FOR CNG VEHICLES-

FORD VEHICLE OPTIONS

DYNAMIC MARKET FOR CNG VEHICLES -

OTR PLATFORM OFFERINGS

Volvo VNM Kenworth T440

Kenworth T800SH

Kenworth W900S

Freightliner M2 Peterbilt 384 Cummins Westport

ISL-G 8.9L

Kenworth T800 Peterbilt 386

Peterbilt 388

Westport HD GX 15L

Cummins Westport

ISX-G 11.9L Freightliner

Cascadia

Kenworth T660 Volvo VN Series

Mack Pinnacle Peterbilt

International

Transtar, Workstar

International Prostar+,

Workstar


FLEETS WITH NGVS


DNG TECHNOLOGY

• Dual-Fuel Game-changing ―dual-fuel‖ (gas/ diesel)

technology

• Affordable

• Technology is applied to an existing diesel engine

without alteration of the engine (no spark)

• Runs on diesel and natural gas, simultaneously

• Small pilot injection of diesel ignites gas mixture

under high pressure

• Average diesel-to-gas substitution of up to 70%

• Engine can still run on 100% diesel – no ―range

anxiety‖

• Diesel performance and efficiency

• Typically requires emission controls

CNG AND LNG BASICS

FUEL SUPPLY CHAIN COMPARISON

HOW CNG STATION INFRASTRUCTURE

WORKS

• DESIGN VARIABLES

• Physical location (land requirement)

• Natural gas supply availability

• Natural gas inlet pressure and flow

• Type and size of CNG vehicle(s)

• Fast or time fill application

• Public or private system

Volume / Peak Time Volumes

Compressor Size (200 scfm – 1200 scfm)

Amount of storage (buffer)

Redundant compressors

Average fuel volume per day

Permitting and Regulatory Requirements

122

CNG RETAILING STRATEGIES – LEVERAGE

EXISTING ECONOMIES

• Decca Records executive, 1962, after turning down the Beatles - We don't like their sound. Groups of guitars are on the way out.

• Utilize existing location advantages:

• Economies of the existing site:

• Land

• Brick and mortar

• Existing facility infrastructure (canopy, utility services, etc)

• Leverage the convenient and accessible neighborhood locations

• Just say NO to industrial park and back of fence locations

• Leverage the existing convenience services and product offering:

• Coke, chips, chew

• Food service

• Car wash

• ATM‘s

123

CNG RETAILING STRATEGIES

• What makes a site a good CNG candidate?

• Acceptable site footprint:

• Room to add compression system with maintenance clearances

• Dispenser placement options

• Remove and replace and MPD with a CNG dispenser

• Insert a CNG dispenser

• Location:

• Close to potential base-load fleets

• Along major travel corridors

• Access:

• Ability to safely ingress and egress a larger profile vehicle

• Broad existing range of merchandise and services

• Appearance and cleanliness

• Operator quality

124

ADDITIONAL CONSIDERATIONS

• Jobber commission marketer program concept tied to traditional petroleum supply agreement.

• CNG under the branded canopy:

• Similar image requirements and pump labeling as E-85 (―not a XYZ Oil Product‖)

• Pricing on the main ID

• Full Point-of-Sale (POS) and credit card network integration

• Eligible for loyalty rollback

• CNG and LNG marketing and distribution

• LNG and L/CNG

• Virtual pipelines

Dan Genovese Manager, NGV/ CNG Market

Development

Office: (303) 832-2139 Mobile: (303) 483--1827 [email protected]

mailto:[email protected]

mailto:[email protected]

FOR MORE INFORMATION

Clean Cities website www.cleancities.gov

Alternative Fuels & Advanced Vehicles Data Center website www.afdc.energy.gov

Clean Cities Coordinator Contact Information and Coalitions

www.afdc.energy.gov/cleancities/progs/coordinators.php

Natural Gas Vehicles for America

www.ngvamerica.com

Some of the information in this presentation was provided by Natural Gas Vehicles for

America, in the presentation, “The Compelling Case for NGVs in Public and Private Fleets,” by Stephe Yborra, Director of Communications for the Clean Vehicle Education foundation and NGVAmerica, May 26, 2010.

THANK YOU

north dakota natural gas vehicle workshop series

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