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Transcript of Giovanettifederico Iveco 140205043523 Phpapp01
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Contents
Main drivers for CNG/LNG
Potential market
LNG technology in EMEA
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Main drivers for CNG/LNG
3 are the main reasons of the fast-growing global interest in adopting methane-based
gas in commercial transport as sustainable alternative to crude oil-based fuels: ENERGY SECURITY: independency from crude oil producers Countries
ENVIRONMENTAL IMPACT: reduce pollutants emission and noise
TOTAL COST OF OWNERSHIP : reduce cost per km
In the last years, the focus has moved from ENVIRONMENTAL IMPACT to TOTAL
COST OF OWNERSHIP
REFUSE
COLLECTION
DISTRIBUTION and
FOOD AND
BEVERAGE
MEDIUM-LONG
HAUL
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Main drivers for CNG/LNG
ENVIRONMENTAL IMPACT
LIMITSWHTC - g/kWh
NOX CO HCNM Particolato CH4Euro VI 0,4 4 0,16 0,01 0,5
Cursor 8 CNG/LNG Euro VI 0,2 2,44 0,08 0,002 0,18
According to experimental activities the CO2 reduction is from 2 to 8% according to
mission
26
Mic distance: 7mMic height: 1,5m
3
4
5
1
POLLUTANTS
NOISE dB(A)
Avg
71 dB(A)
Avg
66 dB(A)
64
66
68
70
72
74
DIESEL CNG
1 2 3 4 5 6
MODEL (DIESEL/ CNG): IVECO 240E25 6x2
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Main drivers for CNG/LNG
TOTAL COST OF OWNERSHIP – MEDIUM-LONG HAUL
TCOAT440S36T/P
DIESEL Euro VI
AT440S33T/P
LNG Euro VI
DEPRECIATION
New vehicle cost € 67.000 € 92.200
Cost of capital -€ 7.000 -€ 11.000
Residual value -€ 13.000 -€ 2.500
Net vehicle cost € 61.000 € 100.700
M&R IVECO € 14.500 € 28.200
FUEL
Fuel consumption € 205.400 € 127.500
Urea consumption € 4.000 € 0
Lubricant cons. € 800 € 800TIRES € 6.000 € 6.000
TOLLS € 63.000 € 63.000
TAXES AND
INSURANCE
Taxes € 2.200 € 2.200
Insurance € 25.000 € 25.000
DRIVER SALARY € 175.000 € 175.000
TOTAL € 556.900 € 528.400
DIFFERENCE -€ 28.500
Simulation based on (the data shown has to be considered CONFIDENTIAL and not binding for IVECO):
Market: Italy Mission: regional Mileage: 100,000km / year Period: 5 years
Interest rate: 5% Diesel: 1,3€ / liter (w/o VAT) LNG: 0,85 € / kg (w/o VAT) Urea: 0,3€ /l Oil: 5€ / liter
Diesel consumption: 31,6 liter
/ 100km
LNG consumption: 30kg /
100km
Tires life: 200,000km Toll: 0,18 €/km Mission: 70% motorway
€ 175.000 € 175.000
€ 27.200 € 27.200
€ 63.000 € 63.000
€ 6.000 € 6.000
€ 210.200
€ 128.300
€ 14.500
€ 28.200
€ 61.000
€ 100.700
AT440S36T/P AT440S33T/P - LNG
DEPRECIATION
M&R
FUEL
TIRES
TOLLS
TAXES AND
INSURANCE
DRIVER SALARY
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Main drivers for CNG/LNG
6
TOTAL COST OF OWNERSHIP
The economic sustainability for natural gas in the medium-long haul business relays
dramatically in the difference of cost between diesel (€ / liter) and CNG (€/kg)
In a medium-long haul mission (100.000km / year, 5 years) a difference in cost of 0,26€ between diesel diesel (€ / liter) and CNG (€/kg) make the 2 technology
equivalent for the fleet owner
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Contents
Main drivers for CNG/LNG
Potential market
LNG technology in EMEA
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Potential Market
8
Frost & Sullivan
Source: Strategic Analysis of the Medium- to Heavy-duty Natural Gas Commercial Vehicle Market in Europe – 02/2013
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Potential Market
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BIPE
Source: Heavy Vehicle Powertrain Prospective 2030 – 112013
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Potential Market
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IVECO in Europe
The more conservative figure below reflects the IVECO truck sales forecast n the 5 major
Markets + Benelux.With a Heavy Truck Market of 250.000 units in 2016-2017, the CNG+LNGMarket is expected between 2 and 5%, with a market share of IVECO around 25-33%.
While the natural gas application in distribution and refuse collection missions is expected
steady, the adoption of LNG in medium-long haul missions is expected to boom thanks to
- homologation and registration for LNG trucks by middle 2014 (amended UNECE R110)
- increasing confidence of fleet managers in CNG/LNG technology
- development of the infrastructure
- cost reductions through economies of scale
- OEM development of natural gas engines dedicated to medium-long haul applications
0
200
400
600
800
1000
1200
1400
2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
RCV
Distribution
Regional
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Modello di valutazione del mercato potenziale e dei relativi impatti – IVECO CSST
dOA
dAD
Origine dello spostamento
Destinazione dello
spostamento
dOA + dAD < Dautonomia (km)
dOA
dAD
Origine dello spostamento
dOA + dAD + dDO < Dautonomia (km)
Destinazione dello
spostamento
dDO
Area 1 di rifornimento LNG
Area 2 di rifornimento LNG
Area di rifornimento LNG
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Potential Market
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Modello di valutazione del mercato potenziale e dei relativi impatti – IVECO CSST
Trento
PortogruaroCervignano
Busto Arsizio
NovaraMortara
TorinoRivalta Scrivia
B r e s c i a
Verona Padova
Mantova
RovigoPiacenza
Parma
Bologna
Vado
Livorno
Prato
Jesi
Orte
Pescara
Bari
Pomezia
Marcianise
Nola
Catania
S a v o n a
G e n o v a
L a S p e z i a
C a r r a r a
Livorno
Piombino
Civitavecchia
Fiumicino
Gaeta
Napoli
Salerno
Gioia Tauro
Reggio CalabriaTrapani M e s s i n a
M i l a z z o
T e r m i n i I .
P a l e r m o
Gela
Augusta
Siracusa
Taranto
Brindisi
Bari
Ancona
Ravenna
ChioggiaVenezia
Trieste
Monfalcone
Ipotesi:
I punti di rifornimento LNG siano
localizzati presso i principali Porti e
Interporti della Rete TEN-T
Raggio medio area di adduzione d OA =
20 km / 50 km
Autonomia del veicolo LNG D
autonomia = 600 km
Coppie Origini/Destinazioni “DIRETTE” /
Coppie Origini/Destinazioni “A/R”
Fonte: List of nodes of the Core and Comprehensive Network
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Potential Market
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Modello di valutazione del mercato potenziale e dei relativi impatti – IVECO CSST
O/DTOTALI
O/D ATTRATTE
O/DDIRETTE
O/D
A/R
Spostamenti
Scenario Attuale
311.346 - - -
SpostamentiScenario dOA < 20 km
- 66.524 17.280 49.244
Spostamenti
Scenario dOA < 50 km
- 190.519 144.333 46.186
Veicoli * km
Scenario dOA < 20 km
- 10.019.130
(+ 12,98%)
- -
Veicoli * km
Scenario dOA < 50 km
- 30.880.547
(+38,90%)
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Modello di valutazione del mercato potenziale e dei relativi impatti – IVECO CSST
Principali spostamenti O/D potenzialmente interessati all’alimentazione LNG
(segmento in «area di adduzione»
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Potential Market
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Modello di valutazione del mercato potenziale e dei relativi impatti – IVECO CSST
Principali spostamenti O/D potenzialmente interessati all’alimentazione LNG
(segmento in «area di adduzione»
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Contents
Main drivers for CNG/LNG
Potential market
LNG technology in Europe
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LNG technology in Europe
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How it works
CNG SYSTEM
(200 bar)
CRYOGENIC LNG TANK
(-120º C, 9 bar) AND
EVAPORATOR
3-WAY
CATALYST
ENGINE
CURSOR 8
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LNG technology in Europe
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Why LNG for medium-long haul
TOTAL CNG CAPACITY (liters) CRUISE RANGE (km) (*)
500 219
600 262
700 306
800 350
900 393
1000 437
1100 481
1200 5251300 568
1400 612
1500 656
500 liters LNG tank + 280 liters CNG 762
500 liters LNG tank + 320 liters CNG 780
(*) calculated with T=25°C, fuel consumption 30kg/100km, 1 liter CNG = 0,13kg CNG
While on rigids CNG tank combinations up to 1.200 liters are
technically possible (tanks on the chassis side, above the frame
upper edge, behind the cab), on standard 4x2 tractors LNG is
necessary to achieve the requested mileage
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LNG technology in Europe
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Main technologies
19
SPARK IGNITED
MONO-FUEL METHANE
DUAL FUEL
DIESEL-METHANE
(PORT INJECTED)
HPDI - DUAL FUEL
DIESEL-METHANE
(DIRECT INJECTED)
BENEFITS
Cost-effective method to usenatural gas
Compatible with CNG and LNG Low complexity cost (on top very
simple passive exhaust after-
treatment, 3-way catalyst) Reduced noise (- 5dB)
Engine can operate under Dieselor Diesel-gas mode (flexibility)
Compatible with CNG and LNG Retrofit Opportunities for existing
Diesel engine (no certification forduration with CNG use)
Full Diesel torque, cycle efficiencyand compression braking
High Diesel substitution rate (upto 90-95%)
Same heat rejection as Diesel
DRAWBACKS
Reduced compression braking
Increased exhaust temperature Mono-fuel system, without limp-
home recovery mode
Engine not optimized for naturalgas operation (compromise at lowand high operating loads)
High sensitivity to fuel quality dueto knock limitations (lowmethane number)
Lower advantages in TCO due tohigher complexity costs and
higher fuel costs due tosubstitution rate (CNG/LNG max60-70%)
Requires full Diesel emissionsafter-treatment (DOC+DPF+SCR)with urea injection for NOxcontrols
Methane emissions control is achallenge for Euro VI emissionscompliance
Very high system cost (requiresspecific injectors and highpressure cryogenic pump for LNGfuel)
Engine can operate only with LNG
Requires full Diesel emissionsafter-treatment (DOC+DPF+SCR)with urea injection for NOxcontrols
Limited field experiences forengine reliability
Engine can’t operate underDiesel mode for limp-home
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LNG technology in Europe
SAFETY
IF YOU ARE POURING WATER IN THE LNG: LNG does not dissolve in water and in contact with it, it
evaporates without mixing and without leaving any residue.
LNG IS NOT THE TOXIC: If you spill of LNG in a glass of water, once the water has evaporated gas can be
safely drunk . It can not pollute the sea or groundwater.
IN THE EVENT OF A SPILL OF LNG: the LNG is stored at atmospheric pressure in the system: even in the
unlikely event of spills disperse in the air evaporates without leaving a trace. If LNG is spilled on the ground
evaporates and leaves no residue to clean.
LNG CAN CATCH FIRE? The LNG is not flammable if not in very special conditions that can not occur
inside the regasification or LNG carriers (should be in a closed environment and saturated, mix with an oxygenpercentage of between 10% and 15% and simultaneously be in contact with a source of ignition of the flame)
LNG MAY EXPLODE ? Also coming in contact with fire, LNG does not explode and does not create flare-
ups, but it creates a lazy flame that evaporates without creating a shock wave. To confirm this, it is known that in
1984, during the war between Iran and Iraq, a ship carrying gas at low temperatures, the Gaz Fountain, was hit by
three missiles and caught fire. The crew managed to extinguish the fire and then to recover 93% of the gas load
without further incident.
Thanks to this characteristic of LNG a study by the U.S. Coast Guard is satisfied that:“LNG is one of the less
dangerous substances among the many normally carried by sea and discharged in coastal deposits such as chemical /
petrochemical / fuels. During over 33,000 trips in the world of gas tankers in the last 20 years there have been no major
accidents”
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