This document provides an overview of methane as a transport fuel in the UK, including the current natural gas supply chain, distribution systems, and refueling infrastructure. It also quantifies future refueling station needs based on projected demand scenarios and identifies barriers to deploying infrastructure. Recommendations are made to deliver the necessary infrastructure through a roadmap that considers national and local actions.

1. TransportEnergyInfrastructure
Roadmapto2050
METHANEROADMAP
PreparedfortheLowCVPbyElementEnergyLtd
CelineCluzel&AlastairHope–Morley
JUNE2015

2. ProjectSteeringGroup
AutogasLimited
BOCLimited
BEAMA
CalorGasLtd
EDFEnergy
ElectricityNetworksAssociation
NationalGrid
OfficeforLowEmissionVehicles
RenewableEnergyAssociation
TransportforLondon
TransportScotland
UKPetroleumAssociation
LowCVPProjectManager
JonathanMurray,
PolicyandOperationsDirector
Contractor
PreparedbyElementEnergyLtd
Authors
CelineCluzel
AlastairHope-Morley
Reviewer
IanWalker
TransportEnergyInfrastructure
Roadmapto2050
METHANEROADMAP
JUNE2015
Disclaimer
Whiletheauthorsconsiderthatthedataandopinionscontainedinthisreportaresound,allparties
mustrelyupontheirownskillandjudgementwhenusingit.Theauthorsdonotmakeany
representationorwarranty,expressedorimplied,astotheaccuracyorcompletenessofthereport.

3. 3
Acknowledgements
TheLowCVPaimsto:
Developinitiativestopromotethesaleandsupplyoflowcarbonvehiclesandfuels
ProvideinputandadviceonGovernmentpolicy
Provideaforumforstakeholderstoshareknowledgeandinformation
EnsurethatUKmotor,fuelandrelatedbusinessesarebestplacedtocapitaliseontheopportunitiesinthelowcarbon
marketsofthefuture
ContributetotheachievementofUKGovernmenttargetsforroadtransportcarbonreduction
AutogasLimited
BOCLimited
BEAMA
CalorGasLtd
EDFEnergy
ElectricityNetworksAssociation
NationalGrid
OfficeforLowEmissionVehicles
RenewableEnergyAssociation
TransportforLondon
TransportScotland
UKPetroleumAssociation
TheLowCVP,establishedin2003,isapublic-privatepartnershipthat
existstoaccelerateasustainableshifttolowercarbonvehiclesand
fuelsandcreateopportunitiesforUKbusiness.
AberdeenCityCouncil
AirProducts
BRC
BYD
Calorgas
CNGFuels
CNGServices
DearmanEngineCompanyLtd
DownstreamFuelAssociation
DrivelectricLtd.
ENNGroupEurope
GasBusAlliance
Gasrec
GTC
IntelligentEnergy
Nissan
Openenergi
Riversimple
Scania
SGN
SMMT
TfL
Thriev
TowerTransit
UKLPG
UKPN
ULEMCo
UPS
Wales&WestUtilities
ProjectSteeringCommitteeWorkshopattendees

4. 4
Contents
−Introductionandcontext
−Backgroundandstatusquo
−Futurerefuelinginfrastructurerequirementsand
barrierstodeployment
−Summaryroadmapandrecommendations
−Appendix

5. 5
Background-a‘TransportInfrastructureroadmap’isneededto
complementexistingvehicleandfuelroadmaps
Source:AutoCouncilandLowCVP
Vehicleroadmaps
Transportfuelroadmaps
Source:AutoCouncilandElementEnergyfortheLowCVP
Inthecontextoftheexpectedtransitiontolowercarbonpowertrains
andfuels,theAutoCouncilvehicleroadmapshaveproventobea
usefultooltofocusresearch,fundingandpolicy,bringingintoone
placetheindustry’sviewsonfuturetechnologyoptions,deployment
stepsandcorrespondingpolicydrivers.
Tocomplementthesepowertraintechnologiesroadmaps,the
LowCVPcommissionedaRoadTransportFuelsRoadmapin2013-14,
whichalsoprovedsuccessfulinbringingclaritytothefueloptions
availableandmappingtheenablingmilestones.
ThisInfrastructureroadmapisthe‘missingpiece’thatwillsupport
newpowertrainsandnewfuels.Thisroadmapisallthemore
necessaryastheneedsandbarriersfordeploymentofelectric,
hydrogenandgasrefuellingstationsdiffersignificantlyand
refuelling/recharginginfrastructureisakeyenablerforlowemission
vehicles.
TheobjectivesoftheInfrastructureRoadmapareto:
−Assesstheinfrastructureneedsandbarriersfordeploymentof
electric,hydrogenandgasrefuellingstationsto2050,including
impactonupstreamdistribution,aswellastoconsider
‘conventional’liquidfuels
−Makerecommendationsfordeliveryofinfrastructure
deployment,bothatnationalandlocalgovernmentlevel.
Source:ElementEnergy

6. 6
TheInfrastructureRoadmapcoversprivateandpublicinfrastructure,
forallmainroadvehiclesandbothcurrentandfuturefuels
Depotbasedrefuellingforfleetoperatorsandreturntobase
operators
Homerechargingforprivateand(some)commercialvehicles
Publicforecourtrefuelling/recharging
Refuellinginfrastructuretypes
Fuels/energyvectorsconsidered
Zerotailpipeemissionfuels:electricityandhydrogen
‘Conventional’liquidfuels:gasoline(E5toE20,inlinewith
theTransportFuelsRoadmap),diesel,LPG/bio-propane
Methane:CompressedNaturalGas(CNG),LiquefiedNG(LNG)
andbiomethane
Niche/futurefuels:methanol,liquidairandahighbioethanol
blend(E85)
TheUK’slegallybindingtargettoreducetotalGHGemissionsbyatleast80%(relativeto1990levels)by2050,
andtransportcontributestoc.25%ofUKtotalGHGemissions;
EUlevelregulations(gCO2/km,AirQualitytargetsandEUROspec),Directives(RenewableEnergy,FuelQuality,
CleanPowerforTransport)andTransportWhitePaper
Driversforchangeinthetransportenergysystem
Vehicletypes
Source:ElementEnergy

7. 7
ThedevelopmentoftheInfrastructureRoadmapbenefittedfrominput
fromawiderangeofstakeholders,manyconsultedthroughworkshops
Developuptakescenarios
for%salesofelectricand
ICEvehicles
InputintoElementEnergy
fleetmodel
Outputnumbersof
vehiclesinthefleetand
MJusedperenergyvector
ICEvehicles:diesel,petrol,LPG,gasvehicles
Electricvehicles:Battery(BEV),Plug-inHybrid(PHEV),
Range-Extended(RE-EV)andhydrogenfuelcell(FCEV)
Niche/futurefuelsconsidered:E85,methanol,liquidair
PrepareInfrastructure
Roadmap
Reviewexistingliterature
onrefuellingand
upstreaminfrastructure
Industryconsultation
withLowCVPFuels
workinggroup
ReviewbySteering
Committee
Preparedraftreport
Completefinalreport
Hoststakeholder
workshops
Fourdedicatedfuelworkshopswereconducted
Workshopthemes:electricity,liquidfuels,methane,hydrogen
38attendeesincluded:Infrastructuremanufacturers,installers,
operators,DNOs,energycompanies,fuelsuppliers,OEM/vehicle
suppliers,endusers,localgovernment/regulator
Reportpreparation
Externalinput
Source:ElementEnergy
vkt:vehiclekmtravelled
Seefullreportsfor
furtherdetailsoffuel
uptakescenarios
Scrappagerate,stockandmileageinputsbasedonDfTdata/projections:c.40%increaseinstockand
vktby2050(39millionvehicles,740billionvkt);VehicleefficiencybasedonCommitteeonClimate
Changemodelling

8. 8
Fourseparatereportshavebeendeveloped–thisreportisdedicated
tothecaseofmethaneasatransportfuel
Finalreport
summarising
findingsfromeach
energyvectors
Fourseparatereportswereproducedtocapturethedifferences
betweentheenergyvectors/fuelsunderconsideration
This
report

9. 9
Backgroundandstatusquo
−Summaryofcurrenttransmission&distributionsystemandenergyvectorusage
−Energyvectorcurrentsupplypathways
−Currentdispensingtechnologies,geographicalspreadandkeystakeholders
Futureinfrastructurerequirementsandbarrierstodeployment
−Quantificationofgasrefuellingstationneeds,perlocationand/orvehiclesegments-based
onprojecteddemand,derivedfromvalidateduptakescenarios
−Barrierstodeploymentofinfrastructure-barrierstodeploymentofcorresponding
powertrainsarenotdiscussed–uptakeofnewpowertrains/fuelsisthestartingassumption
−Impactondistribution/transmissionsystems
Summary:infrastructureroadmapandrecommendations
−Roadmapschematicthatsummarisestheabovefindings
−Recommendationsfordelivery(national,local,RD&Dneeds,fundingshortfall)
Structureofthereport

10. 10
Contents
−Introductionandcontext
−Backgroundandstatusquo
−Futurerefuelinginfrastructurerequirementsand
barrierstodeployment
−Summaryroadmapandrecommendations
−Appendix

11. 11
Public
forecourts
Private
depots
//
TheextensivenaturalgassupplychainintheUKcansupport
thedevelopmentofnaturalgasrefuellinginfrastructure
Gasprocessing
terminal
Coastalimport
terminals
Unprocessed
naturalgas
Naturalgas
UpstreamMidstreamDownstream
Naturalgasgrid
SOURCE:DUKESChapter4(2015).1Includeselectricitygenerationandheatgeneration,2Oil,gasandcoalextraction,refineries,
etc.3Ironandsteel,petrochemicals,mineralproducts,food/beverages,etc.4domestic,commercial,publicsector,agriculture
LNG
LNGisdistributedvia
trucksorvaporised
atimportterminals
andinjectedintothe
gasgrid
LNGflow
(Gaseous)naturalgasflow
Non-transport
demand1
>>99%ofUKtotalnatural
gasconsumption
<<1%ofUKtotalnatural
gasconsumption
Transport
demand
844TWh
(2013)
Industry3
Other4
Transport
Energyindustryuse2
Transformation1
AnnualtotalUKnaturalgasconsumption
2000200520102013
Extensivecoverage:c.270,000kmofpipeline
Multiplepressurepoints:30mbar–85bar
Seeschematicof
naturalgasgridin
upcomingsection

12. 12
LiquefiedNaturalGas(LNG)
Keycharacteristics
a.IntheUKtoday,onlytruckscompatiblewithLNGhave
beendeployed,bothwithdualfuelanddedicatedICE
engines
b.LNGisdispensedat-120°Cto-162°Cand2to11bar
fromon-sitecryogenictankstorage
c.LNGisdistributedtorefuellingstationsviaroad
deliverythereforestationsitesarenotrestrictedtoan
existingpipelinenetwork
d.SomeLNGstationsarecapableofdispensingbothLNG
andCNG(L-CNGstations)
Methane(CH4)asatransportfueliscommonlydispensedtoendusers
intwoforms;asCompressedNaturalGasorLiquefiedNaturalGas
CompressedNaturalGas(CNG)
Keycharacteristics
a.IntheUKtoday,themainCNGcompatiblevehicles
deployedaretrucks(250bar),buses&vans(200bar)
bothwithdualfuelanddedicatedICEengines
b.CNGisdispensedatambienttemperatureand200-250
barfromon-sitehighpressuretankstorage
c.CNGisdistributedviapipelinebythegasgridnetwork,
restrictingstationdistributiontogridgeographyfor
economicandpracticalreasons
d.StationsarerestrictedtodispensingCNGonly
𝐂𝐇𝟒(𝐥)𝐂𝐇𝟒(𝐠)
Note,currentpolicyfocusandenduserdemandindicatesthatnaturalgaspoweredvanswillnotplayamajorrolein
decarbonisingtheUKtransportsystemandarethereforenotexplicitlymentionedinthisinfrastructureroadmap
TheEUrequiresCNGandLNGinfrastructuredeploymentandthisroadmapaimstoillustratetherequirements
100%
CNGDiesel
25%
LNG
60%
Volumetricenergydensityrelativetodiesel:
Methane
slip
Incompletecombustionofallmethanedeliveredto
ICEengineresultinginmethaneexhaustemissions
Methane
venting
Partialescapeofmethaneintotheatmospheredue
toboil-offfromLNGstoragecontainers
Keytechnicalissues:

13. 13
TheUKcurrentlyimportstwothirdsofitstotalnaturalgassupplyvia
elevenoperationalnaturalgasimportterminals
NaturalgasterminalsAnnualUKnaturalgassupply
Naturalgasterminals
Naturalgas:
LNG:
In2013,importcapacityfornaturalgas/LNGwas65%/20%
utilised
Avonmouthpeakshavingplant(naturalgastoLNG)is
expectedtoendoperationsby2016duetoincreasingcosts
andreliabilityissues
IsleofGrain’sroadloadingfacilitiesareexpectedtobe
completedbySeptember2015,therebyensuringasecure
supplyforLNGstationsforthemajorityoftheUK
ItmaybemoreeconomicaltosupplyareasofnorthernUKby
shippingLNGtrucksfromEuropetonorthernUKports
UKnaturalgassupplysource
11coastalterminals
SOURCE:DUKESChapter4(2014),BPStatisticalEnergyReview(2014),EntsogEuropeanNaturalGasNetwork(2014),GLE
LNGInvestmentDatabase(2014).*Naturalgasnetimports=totaldomesticproduction+totalimports–totalexports
0
500
1,000
1,500
2013201120092007
(Gaseous)naturalgasnetimports*
LNGimportcapacityLNGimports
(Gaseous)naturalgasimportcapacity
TWh/year
TeesideandDragon(MilfordHaven)LNG
importterminalsarecurrentlyinactive
Gasrecoperate
UK’sonlyliquid
biomethaneplant
inSurrey
Avonmouth
LNGpeak
shavingfacility
IsleofGrainroadloading
facilitiesareexpectedtobe
abletofillc.35trucksperday
Ineosplantodeploy
newLNGimport
facilitiestobenefitfrom
USshalegasby2016

14. 14
Existingnaturalgasproductionandimportactivitiesareexpectedto
continuebeyond2030
SOURCE:NationalGrid“UKFutureEnergyScenarios”(2014)1–Thisisthe‘GoneGreen’case.Undercurrentincentive
the‘Noprogression’caseismostlikelyintermsofbiomethaneproductionintheUK
12%
48%
41%
LNGimports(Qatar,Algeria,Norway)
CNGimports(Norway,Belgium,Netherlands)
Domesticproduction
TheUKhasbeenanetnaturalgasimportersince2004
40%
53%
91%
42%
26%
14%
15%16%13%
70%
3%
3%
GoneGreenLow
carbonlife
8%
5%
No
progression
Slow
progression
ImportedCNGandLNG
Domesticproduction
(Biomethane)
Domesticproduction
(Shale,coalbedmethane)
Domesticproduction
(Continentalshelf)
NationalGridhasmultiplenaturalgassupplyscenarios
Continuedimportsandpotential
domesticproductionofshalegasand
coalbedmethanewillbekeyfuture
sourcesofnaturalgassupplytotheUK
NationalGridpredictsuptoc.35TWh
ofdomesticbiomethaneproductionin
theUK1,maximum5%oftotalsupply
Existingnaturalgassupplystrategyis
expectedtosupportUKdemand
beyond2050
UKproductionfromNorthSeagas
fieldshasdeclinedandhasbeen
supplementedbypipeline-readyCNG
fromcontinentalEurope
AnumberofLNGterminalscontribute
toUKsupplybyvaporisingLNG
importedbytankership
UKnaturalgaspredictedsupplycomposition(2035)
UKnaturalgasactualsupplycomposition(2013)
819TWh668TWh640TWh810TWh

15. 15
ThemajorityofthegaseousnaturalgassupplyintheUKisdistributed
viathegasgridnetworkconsistingofvaryingpressureoutlets
1-Costadvantagedependsonlengthofpipelinebetweennetworkandfillingstation,c.£200-500kperkm
2-BasedonworkdonebyCNGServicesforNationalGrid)
Local
transmission
system(LTS)
Intermediate
pressure
Medium
pressure
Lowpressure
7,600km
7,000km
5,000km
30,000km
217,000km
Demandat70-80bar
Demandat2-7bar
Demandat30-75mbar
Demandat75mbar-2bar
System
length
ThemajorityofCNGisdeliveredto
customersviapipelinewithlimited
truckbaseddeliverieseliminating
theneedforenduserstobunker
fuelatprivatedepots
TheLocalTransmissionSystem(LTS)
providesthebesteconomicsolution
toaccessgasfortransport
applications,thereforepublicCNG
forecourtsitingshouldconsiderLTS
connectionwheneverpossible
IfLTSaccess(seenextslideformap)
isnotavailable,Intermediateor
Mediumpressurenetworksshould
beconsideredforexisting
commercialdepots
NorthernIreland’sgasgrid
infrastructureissignificantlyless
maturethanGreatBritain
CNGdistributionandstationsiting
− Greater compression required to reach dispensing pressure1
− Increased likelihood of methane venting
− Cheaper grid connection cost
Consideringmajortrucking
routesanddepot
distribution,theUK’sLTS
networkshouldsupplyc.
30-60CNGstations2
Demandat7-70bar
Nationaltransmission
system(NTS)
Gasdistributionnetwork–mostextensivehighpressuresystem

16. 16
CNGstationsitingshouldbalancethebenefitsofhigherpressuregrid
accessandgeographiccompatibilitywiththemajordemand
Bristol
London
Oxford
Manchester
Sheffield
Nottingham
Northampton
Birmingham
Source:NationalGrid
TheLocalTransmissionSystem(LTS)
providesthemostcosteffectivegridaccess
pointonanopexbasissincetheleast
compressionisrequiredfordispensingat
200-250bar
LTSaccessibilityisvaried;pipelinespass
throughandinterconnectmajorurbanareas
butdonotconsistentlyfollowmajortrunk
roadsandmotorways
ExistingdepotsfortunateenoughtohaveLTS
accessintheirproximityshouldexploitthe
benefitsorconsiderIntermediatePressure
(IP)networkconnectionifLTSisunavailable
IntermediatePressure(IP)accessrequires
greatercompressionbutcapitalcostsfor
equipmentandgridconnectionarelikelyto
belower(e.g.connectiontoLTShashigher
costs(c.£200k)thanconnectiontoIP)
CNGstationgridaccessLocalTransmissionSystem(7-70bar)
Intermediatepressure(2-7bar)

17. 17
LNGisdeliveredinlandbytrucks;UKbasedtruckloadingisavailableat
AvonmouthterminalandsoonIsleofGrainterminal(fromlate2015)
LNGdistributionandstationsitingimplications
LNGisdeliveredviatruckswithcryogenicstoragetanks
IntheUK,currentlyonlyoneactiveLNGfacilityhasroadloadingfacilities
(ExxonMobil’sAvonmouthTerminal,duetoclosein2016)
Roaddistributionallowsrefuellingstationsitingtobemoreflexibleanddoes
nothavethegeographicrestrictionsofpipelinedeliveryofgaseousnaturalgas
L-CNGstationsreceiveLNGfromroadtruckdeliveryandstoresomeLNGin
cryogenictanksaswellasvaporisingon-siteandcompressingto200/250bar,
allowingbothliquidorgaseousfueltobedispensed
Source:NationalGrid
EvolvingLNGsupplyintheUK
Followingaseriesofupgrades,in2010IsleofGrainbecameEurope’sLargest
LNGterminalwith1millionm3ofstaticstorageand15milliontonnes/year
capacityforgasificationandinjectionintothegasgrid
In2012,NationalGridindicatedplanstoinstallroadloadingfacilitieswitha
capacitytofill32-36LNGtankers(40m3/tanker)perday,expandableacross
fourbays
Thenewserviceisexpectedtobecomeavailablelate2015
Avonmouthtruckloadingfacilities
DesignplanforIsleofGrain
truckloadingfacilities

18. 18
Refuellinginfrastructuretechnologyismaturebutpubliccoverageinthe
UKislow,themajoritybeinglocatedatdedicatedprivatedepots
Sources:Gasrec,ENN,Calor,GasBusAlliance,BOC,LowCarbonTruckTrial,ElementEnergy
Naturalgasrefuellinggeography
Naturalgasrefuellingpoints
Confirmedactivestations:
LNG=10public,14private
CNG=5public,10private
L-CNG=2public,1private
[March2015]
UKrefuellingnetwork–existinginfrastructure
Disclaimer:Up-to-dateinformationdetailingactivenaturalgas
stationswasnotreadilyavailableatthetimeofwritinganda
numberofinaccuracieswereidentifiedinpublicdatabases
Basedonindustryconsultation,existinginfrastructureincludes
25privatedepotstations,withc.60%offeringLNGand17public
forecourtswithasimilarLNG/CNGmix
Afurther7refuellingstations(mainlyLNG)havereceivedgrant
fundingthroughtheUK’sLowCarbonTrucktrialandaredueto
bebuiltoverthenext2-3years(note,fundingavailabilityends
in2015)
PrivatePublic
CNG:
LNG:
L-CNG
UKrefuellingnetwork–innovativesolutions
Anumberoffleetoperatorshavedeployedsemi-private
refuellingfacilitiesundercooperativecontractual
arrangementsallowingpre-agreedoperatorstoshareeach
othersfacilities
Advantagesofthisapproachincludemaximisingstation
throughputandreducingdependencyonpublicinfrastructure
rollout

19. 19
TrialsofgasHGVsarecurrentlybeingsupportedbytheUKgovernment
tomonitorperformanceandinformitsgas-for-freightstrategy
13projectsforLowEmissionTrucksselectedforOLEV-TSB
fundingin2012,totalfundingof£11.3million
354trucks(allgasexceptfor10UsedCookingOildualfuel
tractors)tobetrialledfrom2013/14toDecember2015,
almostdoublingthecurrentUKstock
Sources:DfTpresentationatNGVdayJune2014,LowCarbonTruckandRefuellingInfrastructureDemonstrationTrial
Evaluation(Sept2014),directcommunicationwithAtkinsTTW=TanktoWheel
119
149
10
CNGduelfuel
LNGduelfuel
UCOdualfuel
1
10
2
4
UCO
LCNG
LNG
CNG
3
2
7
Largeretailer
Foodsupplier
Logisticandhaulage
LCTtrialstatus:278inoperation,further76tobedeployed
LCTtrialwillengagecommercialvehicleoperators
Vehicledeployment(asofOct2014)
Stationdeployment(planned)
Truckusersintrial
LCTtrialstatus:10inoperation,further7tobecompleted
17newgasstationswillbeopened(mostlyLCNG)and8
existingstationswillbeupgraded(methaneventcapture)
BySeptember2014,10(neworupgraded)stationshadbeen
madeavailablethroughthetrial–theremainderareawaiting
planningconsent
AsofOct2014,LNGandCNGdualfueltrucksmakeupc.50%
andc.40%respectivelyofvehiclesdeployedunderthetrial
Truckperformanceisbeingmonitoredwithanoperational
targetof15%TTWCO2relativetoincumbentdieselvehicles
Resultsfromtrialwillprovidetheevidenceforfuture
governmentplansforgasfreightsupport
Thetrialshouldalsoadvancestationknowledgee.g.
planning/designlength,barrierstorollout,performance
FundingwillsignificantlyimprovetheUKinfrastructure

20. 20
160gCO2/MJfuel,2RangesforsmallHGVs,largeHGVsandbuses,3PublicRfP“GasEnergySystemWelltoMotionModelling
forHeavyDutyVehicles”.Source:JRC(2014),Ricardo-AEA(2014)
AnalysisquantifyingCO2emissionsassociatedwithnaturalgasusedfor
transportisinconsistentandcontainsmanyuncertainties
JointResearchCouncilreportforEC(2014)
ExistinganalysisidentifiedoptimalCNGandLNGsitingconsiderationsbutcontainshighuncertainty
Keyfindings:CNGWTTemissionsincreasewhenconnectedtolowerpressuregridpoints(leaks)andLNGWTT
emissionsincreasewithgreaterdistancebetweenLNGterminalandstation
BothstudiesidentifiedsignificantCO2savingsfromtheuseofbiomethaneasanalternativetonaturalgas
TheETIhascommissionedanextensivemodellingexercise3toimproveunderstandingofGHGemissions
associatedwithallkeystagesofWTWnaturalgaspathwaysspecifictoUK
IndependentreportforDfT(2014)
ImpactsfromLNGstorageboil-off,vehicle
efficiencyandmethaneslippagewerenot
accuratelyassessedduetounavailableor
incompletedata
Assuch,theauthorsconcludedthereportto
containconsiderableuncertainty
6
-100
0
100
200%
32
-21
90
WTWbenefitsoverdiesel2
BiomethaneNaturalgas
55
17
-100
0
100
200%177
31
WTWbenefitsoverdiesel
AnalysiscalculatesWTWbenefitscombiningWTTanalysis
withaconstantTTWvalue1forallnaturalgasscenarios
Thiswell-recognisedstudycomparesonlysixdifferent
naturalgasandbiomethanescenariosandhasno
considerationofvariablepowertrainimpacts
Furthermore,thestudyisnotUKspecific
BiomethaneNaturalgas
WTT=WelltoTank
TTW=TanktoWheel
WTW=WelltoWheel

21. 21
StandardsandregulationsforCNGandLNGprovidecertaintyover
safesitingpracticesbutlocalinterpretationcancausedelays
SOURCE:ElementEnergy,CNGServices,www.igem.co.uk
COMAH:ControlofMajorAccidentHazard
Manyexistingstandardshavebeendeveloped:IGEM/UP/5(standardforCNG),COMAHregulationsforLNG,
IGEM/UP/20(tobecomethenewUKtechnicalstandardforCNGfuellingstationscoveringpipednaturalgas
fromthesupplynetworkandpipedbio-methanesupply)
Anumberoffuturestandardsarealsobeingdeveloped:IGEM/UP/21(availablelate2015)willbecome
guidancedocumentforLNGrefuellingstations,complementingISO/DIS16924andBCGAcodeofstandards
StandardsinplaceaimtoeliminateuncertaintysurroundingthesafesitingofCNGandLNGstations
However,installationdelaysarecommon,sloweddownbyinconsistentinterpretationofstandardsbyLAs
IndustryfeelsitisHSE’sresponsibilitytodevelopplanningpermissionguidelinesbycombiningexisting
standardsandregulationswithindustryinput
TheInstitutionforGasEngineersandManagers(IGEM)providetechnicalstandardsfortheUKand
globalnaturalgassupplychains
TheHealthandSafetyExecutive(HSE)aimsto“securethehealth,safetyandwelfareofpeopleat
work…byapplyingamixofinterventiontechniquesincludinginspection,adviceandsupport”
Standardsandcodesofpractice
TheBritishCompressedGasesAssociation(BCGA)aimsto“promoteandadviseonsafepractice,
participateinstandardsmaking,andassistinthepreparationofpracticablelegislation”

22. 22
LNG,CNGandL-CNG
refuellingpointsformotor
vehicles
In2014,theEuropeanCommissionissuedadirectivetohelpharmonise
technicalspecificationsformethaneinfrastructurefortransport
SOURCE:EuropeanCommissionPressReleaseDatabase
TEN-T:Trans-EuropeanTransportNetworks
Naturalgassupplyfortransport
TheCleanPowerforTransportprogram,initiatedin2013,aimstofacilitatethedevelopment
ofasinglemarketforalternativefuelsfortransportinEurope
Theresulting2014/94/EUdirectiveon‘thedeploymentofalternativefuelsinfrastructure’
aimsto:
1)Harmonisetechnicalspecificationsforrechargingandrefuellingstations
2)Developclear,transparentfuelpricecomparisonmethodologies
3)EnsureMemberStatesdevelopnationalpolicyframeworkstosupportthedeployment
ofalternativefueltechnologiesandinfrastructure
UNECERegulation110ISO/DIS12617
LNGstationsforheavydutymotorvehicles
alongtheTEN-Tcorenetworkshouldbe
approximately400kmapart
CNGstationsinurbanandsub-urbanareas
alongtheTEN-Tcorenetwork(atleast)
shouldbeapproximately150kmapart
UNECERegulations:ISO/DIS16923,
ISO/DIS16924
TEN-TCoreNetwork
LNG,CNGandL-CNG
refuellingstation
geographicdistribution
CNGandLNGconnectors
andreceptaclesforvehicle
refuelling
200km

23. 23
CNGstationsintheUKdispenseat200and250barforbusesandtrucks
respectivelywhereasCNGstationsintheEUdispenseat200baronly
CNGrefuellinginfrastructurespecifictotheUK
TwotypesofCNGdispensernozzlecommonlyexist:
1.200barnozzlesaredesignedtorefuelvehiclesinaccordancewithrefuellingstandardISO14469-1
2.250barnozzlesaredesignedtorefuelallISO14469-1non-compliantCNGvehicles
AllgasbusesandvansintheUKcurrentlyhave200bartankswhilstretrofittedgasHGVstendtohave250bartanks
Importantly,thetwonozzlestypesarenotcross-compatible
CNGrefuellinginfrastructureintheEU
Twocommonstandardsarerelevanttothedesignofvehicletanks:
1.ISO11439stipulatesaworkingpressureof200barbutpermitsotherworkingpressures(including250bar)
2.UNECE-R110stipulatesaworkingpressureof200baronly
OEMsarefocussedontheUNstandardandthereforeareonlyinterestedindeveloping200barvehicles
Thisisreflectedbythedeploymentof(mostly)200barCNGrefuellinginfrastructureinmainlandEurope
SOURCE:EuropeanCommission,industryinput
CNGstationstandardISO/DIS16923isunlikelytostipulateasingledispensingpressure
MultipledispensingpressuresareunlikelytonegativelyimpactOEMsdecisionstobringHGVs
totheUKmarket
ImplicationsforfutureCNGinfrastructureintheUK

24. 24
Contents
−Introductionandcontext
−Backgroundandstatusquo
−Futurerefuelinginfrastructurerequirementsand
barrierstodeployment
−Summaryroadmapandrecommendations
−Appendix

25. 25
Naturalgasvehicleuptakehasbeenprojected,inlinewithpolicy
drivers,toquantifythemethanedemandinroadtransport
AsingleuptakescenariowasdevelopedforHGVsand
buses–see“Introductionandbackground”
UptakeofnaturalgasICEpassengercarsandvansis
notexpectedtoplayasignificantpartintheUK’sroad
transportdecarbonisationactivities
BusesareexpectedtouseexclusivelyCNGwithonly
dedicatednaturalgasengines(nodualfuel)
HGVswillusebothCNGandLNGdependingon
vehicleoperation(e.g.longhaulversusinner-city)and
willusebothdualfuel(dieselandmethane)and
dedicatedenginesupto2030andby2050allvehicles
willbededicatedfuel
Wereferto‘CNG’and‘LNG’butthemethanecouldbe
biomethane–themoleculebeingthesame,thereis
nodifferenceintermsofinfrastructureconsiderations
40%
1%
2015203020202050
10%
0%1%5%
DedicatedICE
DualfuelICE
MarketshareofnaturalgasHGVs(newsales)
Inthecaseofnaturalgasvehicles,uptakeisexclusivelyintheheaviervehiclesegments
Marketshareofnaturalgasbuses(newsales)
20202015
10%
1%4%
20302050
10%
DedicatedICE
Nodualfuelbusdemand
isexpectedintheUK
<1%
Source:uptakescenariospresentedinAppendix
InconsultationwiththeLowCVPFuelsWorkingGroup,wederiveduptakescenariosfornewpowertrains/fuels,they
arepolicyled,typicallybasedonCCCtargets.Scenariosareusedtoforecastinfrastructurerequiredtomatch
transportpolicyambitionandestimatethecorrespondingupfrontcostsofthisinfrastructure

26. 26
Weight3.5-7.5tonnes7.5-18tonnes>18tonnes
Description
Smaller2-axletruck,
rigid
Larger2-axletruck,
rigid(mostly)
Multiaxletruck,
articulated
Application
Localconstruction/
commercialdelivery
Refusecollection,intercitydeliveryLong-hauldeliveries
Mileage30-60,000km/year30-60,000km/year>60,000km/year
Shareofstock
(UKHGVfleet,c.469k)
12%46%42%
Diesel
consumption
22L/100km27L/100km36L/100km
Naturalgas
consumption
n/a15-20kg/100km20-30kg/100km
Naturalgas
vehicletype
Notapplicable
Dedicatedanddualfuel(60%gas,
40%diesel)bothLNGandCNGby
2030,dedicatedonlyby2050
DualfuelLNGonly
ThreeseparateclassesofHGV(varyinginsize)areconsideredin
theroadmapwithasinglebusclasstomakeuptotalHDVdemand
SOURCE:DfT“Guidetolorrytypesandweights”(2013),DfT“VehicleLicensingStatistics”(2014),DfT“Fuelconsumption
byHGVvehicletypeinGB,1993-2010”,DECC“EnergyConsumptionintheUK”(2014)

27. 27
Totalexpectednaturalgasdemandfortransportby2050represents
c.6%oftheUK’stotalnaturalgasconsumptionin2015
64,000
4,000
2,000
0
150,000
2020
220
2015
15
20152013
64,000
2050
3,770
2030
1,170
150,000
TotalUKnaturalgasconsumption
TotalUKnaturalgasimportandproductioncapacity
Busesdemand
HGVsdemand
Source:ElementEnergyanalysis(2015),DUKESChapter3(2014)
Thousand
tonnes/year
TWh
/year
1989
848
27
53
Transportdemand
ComparisontototalUK
production/consumption

28. 28
Basedoncurrentrefuellingpatternsforheavydutyvehicles,gastrucks
andbuseswillrequirebothdepotstationsandpublicstations
Source:ElementEnergy,DfTModes3study(2011)
Largefleetoperatorsincludingpublic
transportoperators,hauliers,logistics
companies,forkliftoperatorstendtooperate
designatedrefuellingdepotssuitedtotheir
‘returntobase’operations
Suchfacilitiestendtobeprivateand
exclusivelyserviceasinglevehicletype
Mostbusesandheavygoodvehiclesrefuel
indepots–shareofdieselsuppliedthrough
depot:
90%forbuses,40%forcoaches
80%articulatedtrucks,45%rigidtrucks
Refuellingatprivatedepots:c.40%dieselsalesRefuellingatpublicforecourts:c.60%dieselsales
Generally,publicvehiclerefuelling(passenger
cars,vans,motorbikes,scooters)isfacilitatedby
oneoftheUK’sc.8,600forecourts
Refuellingforecourtsarepublicallyaccessible
andaregenerallyownedandoperatedbylarge
oilcompanies(e.g.Shell,BP,Esso,etc.),
independentretailersandsupermarketchains
TherearebroadlytwotypesofrefuellinginfrastructureforliquidfuelsintheUK:

29. 29
Dedicatedgasbuseswillrequiremainlydepot-basedstationsandhigh
uptakeprojectionssuggestsc.210stationscouldbeneededby2050
Vehiclefleetsofc.15-30CNGbusesrequiringc.
100kg/day/busstations
Intraandinter-citybusoperationgenerallyadopt
returntobaserefuelling,thereforededicatedCNG
stationswillbedeployedatprivatedepots
Smallerfleets(<15buses)willbemoresuitedtoL-
CNGstations,toavoidgridconnectioncosts
Increasingnumberofsuppliersofferingturn-key
solutionsincludinginfrastructure,vehiclesand
fuelsupply(e.g.GasBusAlliance)
Asaccreditationforlowemissionbusgrantsbegin
toconsiderfullWTWpathways,biomethane
supplyislikelytoincreaseaccordingly
Keylearningsfromtrials(e.g.20CNGbusesin
Reading)willimprovestationdesign
Increasedfleetsizes(50buses)requiringlarger
5t/daystations,willbeclusteredaroundoptimal
gasgridaccesspointstoimprovebusinesscase
Largefeasibilitytrials(e.g.200busdeployments)
GreaterinterestfromUK’s‘Big5’operators1with
strongenvironmentaldrivers
AllgasbusesrunonCNGtodaybutatransitionto
LNGistechnicallypossible(e.g.Scaniahave
developedadedicatedLNGbus);refuelling
infrastructurewillneedtoadapttovehicle
developments
Infrastructureinvestmentmustbeflexiblewithrespecttouptakeofotherlowcarbontransportfuels
Vehiclestock:
(no.ofbuses)
c.2,000c.10,000c.17,000
Energydemand:
(tonnes/year)
c.50,000c.220,000c.340,000
Required
stations:
c.80(2t/day,
80%utilisation)
c.130(5t/day,
90%utilisation)
c.200(5t/day,
90%utilisation)
Short/mediumtermLongterm
1Stagecoach,Arriva,First,GoAheadGroupandNationalExpressmakeup67%ofmarketshareforUKbusservices
202020302050

30. 30
FleetsofdedicatedanddualfuelgasHGVswillrequirec.35%offuel
demandfrompublicforecourtswiththeremainderfromdepots
OEMvehiclesincreasinglyavailabletotheUKmarket
WeexpectLTSandIPconnectivityforCNGstationstobeamain
focusgivenWTWandeconomicbenefits
KeylearningsfromOLEVLowCarbonTrucktrialaredisseminated
andinformfuturestationdesign
Ensurepublicnaturalgasrefuellingnetworkdevelops,1especially
alongTEN-TcorridorifEUfundingissought2andalongarterial
motorways(long-haulHGVs)
Assuminglargestationrollout(10t/day),c.35CNGand45LNG
stationswillberequiredin20203
Increasedpublicinfrastructure
willallowsmallfleetHGV
operatorstodeployNG
vehiclesandenablelargefleet
operatorstoincreasepayload
andcoverlongerdistances
Unclearwhetherinfrastructure
rolloutwillcontinue
deploymentalongTEN-TCore
Networkordevelopcluster
networksofrefuelling
infrastructurearoundkeycities
Infrastructureinvestmentmustbeflexiblewithrespecttouptakeofotherlowcarbontransportfuels
Vehiclestock:
(no.ofHGVs)
c.8,000c.50,000c.190,000
Energydemand:
(tonnes/year)
c.200,000c.1,000,000c.4,000,000
Required10t/day
stations:
c.45(15t/daystations,
90%utilisation)
c.230(15t/daystations,
90%utilisation)
c.800(15t/daystations,
90%utilisation)
1>75%ofHGVsareinsmallfleetsof<6vehicles(DfT,2011).2In2015,existingpublicallyaccessibleCNGstationnetwork
adherestoEUdirectiverequirementssouthofCrewe/Nottingham.3Assumingsamemarketshareastoday.
Short/mediumtermLongterm
202020302050

31. 31
In2015,themajorityofexisting
facilitiesarelocatedatprivate
depots
Shorttermpublicrefuelling
infrastructurerolloutwillbe
focusedarounddemand,not
necessarilyinaccordancewiththe
TEN-Tcorridor
Cooperativemodelsallowingsemi-
privatefacilitiestobesharedwill
beconsideredintheearlyyearsto
maximisethroughput
Infrastructurebuild-upisexpected
tobefocusedaroundthe‘golden
triangle’betweenBristol,
ManchesterandLondon,with
supportinginfrastructureat
necessaryoutlierlocations
Furthermore,anetworkofequally
spacedrefuellingsitesisunlikelyto
develop
Longdistancetrucks(andintercitycoaches)willrequirefurther
developmentofthepublicrefuellinginfrastructure
1DfT“RoadlengthsinGreatBritain”(2013)
Isthe400kmseparation
distancebetweenLNG
stationssufficient,as
stipulatedbytheEU
directive?
Isthe150kmseparation
distancebetweenCNG
stationssuitable?
IstheEUDirectivea
suitablepolicyfor
directinginfrastructure
rollout?
Note,allmotorwaysand
‘trunk’AroadsintheUK
haveatotallengthof12,000
km,1suggestinganeedfor
only80CNGstationsand30
LNGstations
QuestionstoindustryFeedbackfromindustry
Existinginfrastructure

32. 32Basedontoday’scosts.SeeAppendixforcostassumptions
2050
£812m
20202030
£338m
£81m
Buses
HGVs
Approximatelevelofinfrastructureinvestment
required(stationcapital&civilscostsonly)
Gridcapacityhasnotbeenconsideredwhenproducingoverallstationnumbers.Itisimportanttorecognisethat
whilstoverallsparegasgridcapacityisexpectedtoincrease,localgridconstraintsmightemerge
Approximately£0.8billionisrequiredtodeploysufficientinfrastructure
tosupportincreasingnumbersofnaturalgasvehiclesintheUK

33. 33
Thenaturalgassectorwillneedtoaddressseveralbarrierstoallow
thetransitionfromdemonstrationactivitiestoacommercialrollout
AD=Anaerobicdigestion
BarrierDescriptionExamplesolution
Gasgrid
accessibility
CNGstationsrequireconnectiontothegas
grid,oftencostscanbeprohibitiveand
requirelengthyapprovalprocedures
GridoperatorsofferfasttrackapplicationsforLTS
connection
Gasgridconnection
services
Gridconnectioncostsvarysignificantly;
LTSconnectionisapprox.£200kmore
costlythanforIP
OperatorstooffercompetitiveLTSconnection
servicestoimprovecapitalcostsofCNGstations
Planningconsent
fornewrefuelling
stations
Timetoreceiveplanningpermissionfrom
LocalAuthoritieshascausedsignificant
delaystostationdeployment
PursueamendmentofNationalPlanningPolicy
Framework(NPPF)togiverecognitionofstations–
alreadyunderway.Issuenationalplanningguidance
tofacilitateplanningdecisionsatlocallevel
On-sitenaturalgas
storageconsent
HazardousAreaConsent(15tonnelimit)
andCOMAH(20tonnelimit)makeLNG
fuelbunkeringdifficult
Nationalguidelinesneedtobedevelopedtoallow
consentforlargerstoragecapacityfornaturalgas
Riskofmethane
venting
Liquefiedmethanehasahighvapour
pressure;methanehashigherGHGeffects
thancarbondioxideintheshortterm
Optimisedispenserandstoragetechnologyto
minimiseventing–alreadyunderway
Limitedaccessto
biomethane
feedstock
<10%totalfoodwasteisusedforADdue
toalackofseparatewastecollection
EngagewithGovernmentonwastepolicyto
accelerateintroductionofseparatefoodwaste
collection,increasingADfeedstocksupply–referto
DfTTransportEnergyTaskforceoutputsforfurther
analysisofbiomethaneUKpotentialsupply

34. 34
Thenaturalgassectorwillneedtoaddressseveralbarrierstoallow
thetransitionfromdemonstrationactivitiestoacommercialrollout
BarrierDescriptionExamplesolution
Dispenser
incompatibility
Multipledispensernozzletypesexistandtheir
implementationhasnotbeencoordinated
(e.g.LNGstationsintheUKusemultiple
nozzletypesincludingJCCarter,ParkerKodiak,
Macrotech)resultingindriversarrivingat
stationsnotcompatiblewiththeirvehicle
receptacles
EnsureallnewnozzlesadheretoaUKstandard
forbothLNGandCNG(e.g.NGV2)dispensers
Gastransportation
throughtunnels
RoadtunnelsintheUK(e.g.Mersey,Dartford,
Blackwell)havedifferentrestrictionsforthe
transportationofgases
StrategicdeploymentofnewLNGimport
terminalstoavoidtunnelsconnectedtomajor
roadnetworks

35. 35
Contents
−Introductionandcontext
−Backgroundandstatusquo
−Futurerefuelinginfrastructurerequirementsand
barrierstodeployment
−Summaryroadmapandrecommendations
−Appendix

36. 36
Financialsupportmainly
towardsfleetoperators
Communicatereal-timestationavailabilityandfuelpricedatatoendusers
20152050202020302025
CommercialdeploymentalongkeytruckingroutesWidernationalnetworkexpansionexpectedtobe
fullycommercial
Regulatorybarrierswillbetheprimaryfocusforenablingnaturalgas
infrastructure,whilstanumberoftechnicalissuesmustalsoberesolved
Prioritisehigherpressuregridconnection(2-70bar,LocalTransmissionSystemandIntermediatePressure)
wherepossible.L-CNGstationdeploymentwhereLNGlogisticsaremoreaccessiblethangridconnection
c.370
Network
characteristics
(relevantto
bothpublic
andprivate
infrastructure)
Location
OptimiselogisticsfordeliveryofLNGto
stations,improvingoverallWTWemissions
StrategicdeploymentofnewLNGimportterminalstominimise
deliverydistancetoLNGrefuellingstations
Totalstations
CNG
LNG
c.£340mTotalcost
Access
Continueddevelopmentofcooperativesemi-public
infrastructuresharedbetweenfleets
Greaterfleetuptakeprovidessufficientinvestment
confidenceforlargepublicstationsdeployment
<50800-1,000
c.£1bn
c.130
c.£68m
Dashedlinesrepresent
highuncertainty
Majormilestone
/enabler
EUDirectiveguidancemet:CNGandLNGstationsonTEN-TCore
Network,<150kmand<400kminter-stationdistancerespectively
Multiplesafety
standardsmay
limitLNGstorage
to15-20t
LNGsafetyregulationsmodified
MulticompressorsstationsforCNG
LargerLNGand
CNGstations
Station
capacity
Targetedsupportforlowerthroughputregions
HGVs
<18t
HGVs
>18t
Buses
Thousandvehicles
Projectionsarebasedonpolicy-
leduptakescenariospresented
onpage25
Datasupportedquantificationof
infrastructurerequirements
Naturalgasvehiclestock
105
85
17
26
24
9.7
13
12
5.1
4.0
4.0
2.0
Infrastructureroadmap
2050202020302025
Stationsize
range:2,5,10,
15tonnes/day
Indicativefueleconomy:dualfuelHGV=60kg/day,dedicatedHGV=75kg/day
Costsbasedindustryinput,futurecostreductionsnotincluded

37. 37
PlanningguidanceforLocalAuthoritieswillhelpspeedupstation
deploymentswithkeyoutstandingsafetyissuesaddressed
ConsultwithexperiencedLocalAuthorities,
regulators,industryandutilities
PlanningguidanceSafetyissues
12
IssueaCallforEvidencetounderstand
mostcommonlyadoptedstandards
Collate
existing
relevant
standards
Healthandsafetyregulationsand
codesofpracticeonlypartially
addressinfrastructure
requirements
Forexample,naturalgas
infrastructureoperatorshave
identifiedon-sitestorage
allowancesandsafetydistancesto
beincompatiblewithrefuelling
stationdeploymentdueto
regulatorunfamiliaritywiththe
useofnaturalgasasaroadfuel
Recommendations
Regulators:Re-evaluateandconsider
amendmentofexistingstandardsfor
on-sitenaturalgasstorageallowances
andsafetydistances
Anumberofwellinformed,robuststandardshavebeendevelopedto
addresstechnicalissuesassociatedtheinstallationofnaturalgas
refuellingstations
Infrastructureoperatorshaveidentifiedinconsistentinterpretationof
thesestandardsbyLocalAuthoritiestosignificantlydelaystation
installation
Recommendations
CentralGovernment:developplanningguidancedocumenttofacilitate
theuniformimplementationofinfrastructureequipmentstandards
Developguidancedocument
NGVNetwork=NaturalGasVehicleNetwork,aplatformofgasgridoperators,gasandLNGsuppliers,
CNG/LNGstationproviders,gasvehicleOEMsandotherrelatedstakeholders
Crosscuttingrecommendation:CentralGov.,LAsandregulators:EstablishregulardialoguewiththeNGVNetwork,to
addressplanning,safetyandothertechnicalissuesaswellasgetindustryinputonfunding/infrastructurestrategies

38. 38
EnduserexperienceshouldbeharmonisedacrossUKnetworkthrough
standardisationofequipmentandimprovedcommunicationsystems
Industryassertedthateconomicsforoperating
infrastructureinhighthroughputareasdoesnotneed
support,asevidencedbycommercialorganisations
offeringturn-keysolutions
AminorityofUKinfrastructureprojectshavereceived
grantfunding1;furthersupportshouldtargetareasof
lowervehiclethroughput/lowerbasedemand
Areasforoptimisationincludecostsforhighpressure
gridconnectionandventingpreventiontechnologies
Recommendations
CentralGovernment:Focusonlongtermsupportfor
naturalgasvehicledeploymentandtheassociated
infrastructurewillfollowgrowingdemandifthecorrect
regulatoryandlegislativearrangementsareinplace
Gasnetworkoperators:allowcompetitioninLTS
connectiontoreduceconnectioncosts
R&Dbodies:Reducecostsforventingprevention/
methanecapturetechnologies
StationeconomicsandsupportEnduserexperience
34
Inconsistentinfrastructureimplementationhasled
toafragmenteddriverexperienceatstations
Vehicletankreceptaclesarecompatiblewith
differentnozzlestypesanddispensingpressuresbut
nostandardstipulatesaspecificrequirement
Stationdowntime(e.g.formaintenance)isoftennot
communicatedtodriversandfuelpricevariations
cansignificantlyimpactfleetoperations
Recommendations
CentralGov.&regulators:Workwithindustryto
developthemostappropriatenozzle/pressurestandard
tomeetUKfleetoperatorneedsforCNG,LNGandL-
CNGstations
Industry:Developcommunicationsystemtonotify
driversoftechnical/economicfactorsforinfrastructure
(e.g.stationtype,fuelpriceandmaintenanceschedules)
1-e.g.TEN-TfundedprojectsandOLEV£4mfundforfuturestationdeployments
LTS:LocalTransmissionSystem(highpressuregasgrid)

39. 391CleanPowerforTransportprogram–Directiveon‘thedeploymentofalternativefuelsinfrastructure’(October2014)
Innovativeapproachessuchassemi-privatestationsprovideatransition
strategybeforewidervehicleandstationdeploymentinthe2020s-2030s
Anumberoffleetoperatorshavedeployedsemi-private
refuellingfacilitiesundercooperativecontractual
arrangementsallowingpre-agreedoperatorstoshareeach
othersfacilities
Advantagesofthisapproachincludemaximisingstation
throughputandreducingdependencyonpublicinfrastructure
rollout
Opportunitiesforfurtheradoptionofcooperativestation
ownershipmodelswillenableatransitiontosignificantvehicle
uptakewhensufficientinvestorconfidenceexistsforlarger
publicinfrastructuredeployment
Recommendations
CentralGovernment:considercountingsemi-privatestations
(wherefacilityissharedbetweenmultiple,pre-agreedusers)as
‘public’intheImplementationplantobesubmittedtotheECas
partofDirective2014/94/EU1
Industry:developcommercialarrangementsthatfacilitatefurther
adoptionofthecooperativemodel
Depotinfrastructuresharing5
Publicallyaccessible
Privateorsemi-private
Naturalgasrefuellingstationnetwork
Keyinfrastructureoperators:

40. 40
Whilefurtherresearchisneeded,measuresthatminimisetheGHG
emissionsrelatedtodistributionanddispensingofgasshouldbeadopted
Well-to-Tank(WTT)emissions
6
InkeepingwithnationaltargetsforreducingtransportGHGemissions,
emissionsrelatingtologisticsanddispensingofgasshouldbeminimised
CurrentanalysisisincompleteandUKnon-specific,howeversome
emissionfactorsarewellunderstood:
−CNGstationsitingactivitiesshouldaimtoaccesshighpressuregrid
connectionpoints
−LNG/L-CNGstationsitingactivitiesshouldaimtooptimisedelivery
logisticsandadoptstate-of-the-artventingpreventionandcapture
systems
BiomethaneachievesgreaterWTTemissionsavingsthannaturalgasbut
UKproductionislimitedandincentivesinplacedivertittoapplications
otherthantransport
Recommendations
LocalAuthorities:ConsiderWTTemissionfactorsinconjunctionwith
planningguidancewhenapprovingnaturalgasstationinstallations
CentralGovernment:FutureinfrastructurestrategyshouldconsiderUK
specificfindings(on-goingETIledanalysis)
R&Dbodies:Reducecostsforventingprevention/methanecapture
technologies
NationalGridupperand
lowerboundscenariosfor
biomethaneproduction
NationalGridhasdeveloped
severalscenariosof
biomethaneproduction,inthe
highestcaseit’s35TWh/year
i.e.<5%oftotalgasdemand
Underpresentincentives,the
‘Noprogressionscenario’isthe
mostlikelycase
UKbiomethaneproductionpotential
Graphunits:ktpa(TWhshownasreference)
1141144996
14TWh
2015
1,048ktpa35TWh
2025
2,624ktpa
2035
GoneGreen
NoProgression
Source:ElementEnergy

41. 41
Contents
−Introductionandcontext
−Backgroundandstatusquo
−Futurerefuelinginfrastructurerequirementsand
barrierstodeployment
−Summaryroadmapandrecommendations
−Appendix

42. 42
References
−AEA,WasteandGaseousFuelsinTransport,2014
−Atkins,LowCarbonTruckTrial–ExecutiveSummary,2014
−BPStatisticalEnergyReview,2014
−CCC,PathwaystohighpenetrationofEVs,2013
−DECC,EnergyconsumptionintheUK,2014
−DfTpresentationatNGVday,LowCarbonTruckandRefuellingInfrastructureDemonstrationTrialEvaluation,2014
−DfT,RoadlengthsinGreatBritain,2013
−DUKESChapter3/4/5,2015
−ElementEnergyforBirminghamCityCouncil,ACityBluePrintforLowCarbonFuelRefuellingInfrastructure,2015
−ElementEnergyforDfT,Ultralowemissionvanstudy,2012
−ElementEnergy,OptionsandrecommendationstomeettheREDtransporttarget,2014
−EntsogEuropeanNaturalGasNetwork,2014
−ETI,AnaffordabletransitiontosustainableandsecureenergyforlightvehiclesintheUK,2013
−EuropeanParliamentandCouncil,Directive2009/30/EC,2009
−Gasvehiclehub.org,2015
−GLELNGInvestmentDatabase,2014
−Industryinput,includingwebsitesofCNGServices,GasrecandIGEM
−JRC,WTTanalysisoffutureautomotivefuelsandpowertrainsintheEuropeancontext,2014
−NationalGrid,FutureEnergyScenarios,2014

43. 43
Acronyms
ADAnaerobicDigestion
AFVAlternativeFuelVehicle
CCCCommitteeonClimateChange
CHPCombinedHeatandPower
CNGCompressedNaturalGas
COMAHControlofMajorAccidentHazard
DECCDepartmentofEnergy&ClimateChange
DfTDepartmentforTransport
DNODistributionNetworkOperators
DUKESDigestofUnitedKingdomEnergyStatistics
ECEuropeanCommission
EEElementEnergy
ETIEnergyTechnologiesInstitute
EUEuropeanUnion
GBAGasBusAlliance
HGVHeavyGoodsVehicle
HSEHealthandSafetyExecutive
ICEInternalCombustionEngine
IGEMInstituteforGasEngineersandManagers
ktpathousandstonnesperannum
LBMLiquidBiomethane
LCNLowCarbonNetwork
LCNGLiquefiedandCompressedNaturalGas
LCTLowCarbonTruck
LNGLiquefiedNaturalGas
LTSLocalTransmissionSystem
MtMilliontonnes
NGNationalGrid
NGNaturalGas
NGVNaturalGasVehicle
NPPFNationalPlanningPolicyFramework
OEMOriginalEquipmentManufacturer
OLEVOfficeforLowEmissionVehicles
PMParticulateMatter
R&DResearchandDevelopment
REDRenewableEnergyDirective
TEN-TTrans-EuropeanTransportNetworks
TSBTechnologyStrategyBoard
TTWTank-to-Wheel
ULEVUltra-LowEmissionsVehicle
WTTWell-to-Tank
WTWWell-to-Wheel

44. 44
TotalUKvehiclestock(millionvehicles)
Futurevehicleprojectionsusefigures
providedbyDfT:
−Carsstocktoincreasefromc.30
millionto39millionandc.550billion
vehiclekmtravelledby2050
−Vansstocktoincreasefromc.
3.5millionto7millionby2050
−HGVsstocktoincreasefromc.500
thousandstodaytoc.630thousand
by2050
−Busesstockandvehiclekmtravelled
tostaybroadlyconstantataround
170thousandunitsand5billion
vehiclekmtravelled
Overallfleetandkmincreaseofc.40%
between2015and2050
ThemodellingofthefutureUKfleetisbasedonDfTtrafficandpark
sizeprojections
7
5
4
4
30
39
20302020
37
32
2015
34
+37%
2050
47
41
35
CarsVansHGVsBuses
103
142
82
72
413
449
+43%
2015
517
5
512556
27
2050
738
2030
305
5
528
650
2020
35
564
Totalvehiclekmtravelled(billionkm)
Source:DfTRoadtransportforecasts(availableonline)aswellasdirectsupplyofNationalTravel
Modeloutputsforthecaseofcars

45. 45
Thepowertrain/fueluptakescenariosunderpinningthe
InfrastructureRoadmaparepolicyled
Uptakescenariosfocusonalternativefuels
Thescenariosusedarenotintendedtocoverallpossibleoutcomesbutinsteadfocuson
caseswithambitiousuptakeofalternativefuels
Scenariosarepolicyled,typicallybasedontargetssetbytheCommitteeonClimateChange
(sourcesshownnext);theyareillustrativeratherthanbasedondetailedofnewmodelling
technologycostsandcustomerdecisionmakingbehaviour
Thereforetheuptakescenariosrepresentpossiblefutureswherelowandultralowemission
powertrainsaresuccessfullydeployed
FocusisintendedtoprovidethemostinterestinginputsfortheanalysisoftheInfrastructure
Roadmap–e.g.a‘businessasusual’casewherepetrolanddieselcontinuetoprovideover
98%ofroadtransportenergywouldnotrequirenewrefuelling/recharginginfrastructure
InaccordancewiththeFuelRoadmap,blendshigherthanB7arenotconsideredforthe
mainstreamfuelsandE20isconsideredonlyfromthe2030s
Scenarioshaveenabledfutureinfrastructurerequirementstobequantifiedandupfrontcosts
capitalcostsforpublicinfrastructurehavebeenestimated.Costofsettingnewfuel
productionassets,distribution/logisticscostsandgeneralinfrastructureoperatingcostshave
notbeenconsidered.Costsofotherincentivesthatmightberequiredtoachievetheuptake
scenarios(e.g.vehiclegrants)havennotbeenestimatedinthisstudy

46. 46
Overviewofthepowertrainoptionsconsideredandkeysources
CarsandvansBusesHGVsNRMM
HGV=HeavyGoodsVehicles,NRMM=NonRoadMobileMachinery
ICE:petrol,diesel,
LPG,(gas),(H2in
earlyyears)
EVs:BatteryEVs,
plug-inhybridEVs,
fuelcell(FCEVs)
TheCarbonPlan
andthe
Committeeon
ClimateChange’s
recommendations
H2MobilityPhase
1report,2013
Historictrendsfor
petrol/dieselsplit
ICE:diesel,
(bio)methane
EVs:BEV,PH/RE,
FCEV
(Liquidairfor
cooling/hybrid
power)
Currentand
announced
commercial
availability,policy
drivers
Alternative
Powertrainfor
Urbanbuses,2012
CCC–4thCarbon
BudgetReview
ICE:diesel,
(bio)methane,
(methanol)
EVs-inlighter
segmentsonly
Currentand
announced
commercial
availability
DfTHGVTask
Force
TSB-DfTLow
CarbonTruckTrial
CCC–4thCarbon
BudgetReview
ICE:diesel,LPG,
(gas),Liquidairfor
refrigerationunits
(Batteriesand
FuelCells–in
some
applications)
Dataonfuelusage
ofNRMMis
sparse
Morequalitative
approach
suggested
Parenthesesindicatesthepowertrain/fueloptionisexpectedtostaynicheinthe2050horizon RELEVANT
POWERTRAINS /FUELS
KEY SOURCES / INDICATORS

47. 47
Carsandvansareexpectedtotransitiontozeroemissionpowertrains
fortheUKtomeetitsGHGreductiontargets
Source:ElementEnergy
Carsandlightcommercialvehicles(‘vans’)aretreatedtogetherastheyhavethe
sametechnologyoptionsandfallunderthesameelectrificationtargetsinthe
CarbonPlan.
Salesofvansrunningonmethanearenotconsideredinthemodellingonthebasis
ofthelowcommercialavailability(only2modelsonthemarket),lackofpolicy
driversforgrowthandaforementionedelectrificationtargets.Anygasdemand
resultingfromvanswouldbesmallenoughtobeconsiderednegligible,in
comparisontothepotentialgasdemandfromtrucks.
DualfuelvansrunningondieselandhydrogenandRangeExtenderFuelCell
electricvans(beingdeployedcurrentlyintheUKandincontinentalEurope)arenot
modelledexplicitly.Instead,theirhydrogendemandisaccountedforinthe‘FCEV’
heading.Thespecificrequirementsfordualfuelandrange-extenderH2vansare
howeverconsideredintheInfrastructureRoadmap(e.g.dispensingpressure).

48. 48
Sources:ElementEnergy,UKH2MobilityreportPhase1(2013),PathwaystohighpenetrationofEVs,EEfortheCCC(2013),
OptionsandrecommendationstomeettheREDtransporttarget,EEforLowCVP(2014)
2030
60%
30%
2020
100%
2050
100%
3%
2015
9%
Moderateambition
CCCtargets
<1%
MarketshareofEVs(newsales)
50%60%
50%
75%
50%39%35%50%
0%
20302050
10%
15%
2020
15%0%
100%
2050
50%
2015
1%
BEVFCEVPH/REEV
BreakdownofmarketshareofEVs
TwoEVuptakescenarioshave
beenused:
−‘CCCtargets’:EVsreach60%
marketshareby2030andZero
Emissionvehiclesreach100%
ofmarketsharebefore2050
−‘Moderateambition’:the
2030CCCtargetsarenotmet
butEVuptakeisnonetheless
high(30%newsales);by2050
EVsrepresent100%ofsales
butaremainlyPHEVsorRE-
EVs,i.e.stillreliantonliquid
fuels
Scenarios
WestudiedinfrastructurerequirementssetbytheCommitteeonClimate
ChangetargetsaswellasacasewithaslowerEVuptake

49. 49Sources:ElementEnergy,SMMTdatafor2000-2013sales,UKLPGforLPG2013figures
SalesofnewcarswithInternalCombustionEnginevehicles-split
betweenspark-ignition(‘petrol’type)andcompressionignition
engines(‘diesel’type)
37%46%51%50%50%
86%
63%54%49%50%50%
20052000
14%
2020-502013
100%
20102012
CompressionignitionSpark-ignition
PROPOSED
SCENARIO
RiseofdieselStabilisation
2013
5.0%
2030
0.6%
Shareofspark-ignitioncars(ICEandHEV)stockthatrunonLPG
c.112,000units
c.800,000units
Weassumedthatthecurrentsplitof
petrol/dieselenginesfornewcars(50/50)
ismaintainedgoingforward
InlinewiththeFuelsRoadmap,dieselwill
beB7(EN590)withanincreasingamount
ofdrop-inrenewablediesel–i.e.no
compatibilityissuetobeconsideredforthe
distributioninfrastructure
Forpetrolengines,wewillevaluatethe
amountof:
−EthanolneedediftheE10becomes
themaingradeby2020andE20by
2032
−LPGneededforacasewheretherate
ofconversion(orsalesifOEMsupply
isputinplace)acceleratestoreach
5%ofthepetrolcarstock(equivalent
toc.40,000conversionsperyear
until2030)
Allnewvansareassumedtorunondiesel
Scenarios
Weassumedcontinuationoftheobservedpetrol/dieselshareforcars
andmodelledanambitiousLPGuptake
Decreasingstock
post-2030asnonew
conversion/salesare
assumed

50. 50
Source:ElementEnergy,DfTStatisticsTableVEH0601,LowCVPLowCarbonEmissionBusMarketMonitoring(Jan2015),CCC,
4thCarbonbudget,20131-AlternativePowertrainforUrbanbusesstudy(2012)
30%
10%
60%
Singledeckbus/coach
Doubledeckbus/coach
Minibus
UKbusfleet,c.165,000vehicles:
UKlowemissionbuses(allsingleordoubledeck,
nomini-buses)
274
12785
18
2014
1,787
FCEV
BatteryEV
Biomethane
Micro-hybrid
Hybrid
ScenarioCurrentUKbusmarket
Werampedupthealternativefuelmarketsharefrom
2030,inlinewiththeEuropeanstudy1thatsuggeststhat
theTCOofbatteryandFCe-citybuseswillbecome
comparableandcompetitivewithdieselandCNGbusesby
20301
Weassume90%uptakeforZeroEmissionVehiclesby2050
Thisislowerthatthe100%FCEVsassumedintheCCC
projections,toreflectthefactthatdoubledeckerbuses
(andbusesinhighlyruralareas)mightrequiregas
0%
92%
60%
80%
10%
40%
5%
15%
15%5%
2020
100%
2050
50%
20402030
2%
10%
10%
4%
Newbusessalesscenario:
‘Diesel’referstoablendofB7
anddrop-inrenewablediesel,
aspertheFuelsRoadmapDiesel,includeshybridBEV
FCEV(Bio)methane
Buseshavemanypowertrainoptionsbutoverallsmallfuelusesowe
usedonlyonescenario,wherealltechnologiesseehighsales

51. 51
Source:ElementEnergy,DfTStatistics,BirminghamCityBlueprintforlowcarbonfuelsrefuellinginfrastructure,EEfor
BirminghamCityCouncil(2015),LowEmissionHGVTaskForce(2014),HMRC(2014),CCC,4thCarbonbudget,2013
29%32%
39%
>31tGVW-articulated
>8tto31tGVW-mostlyrigid
>3.5tto8tGVW-rigid
UKHGVfleet,c.460,000vehicles:
UKlowemissiontrucks-estimates
<100
c.1,000
2014
Methane
BatteryEV
94%79%
0%
45%
20%
5%5%
20%
10%1%
2050
0%1%10%
40%
20%15%
2020
1%
2040
100%
10%
25%
2030
Newtrucksalesscenario:
Gastrucksallover18tGVW,mostly
dualfuel(dieselandmethane)
Electrictrucksallunder18tGVW
FCEVlighttrucksatearlydemostage
‘Diesel’referstoablend
ofB7anddrop-in
renewablediesel,asper
theFuelsRoadmap
Diesel,includeshybrid
Methane
BEV
FCEV
DieselLPGdualfuel
ScenarioCurrentUKHeavyGoodsVehiclemarket
WetomodelledaHighAlternativeFuelUptakecasewhere
bothpureelectricandgastrucksreachasignificantsales
levelsintheirrespectivemarkets(lightandheavytrucks)
FCEVsalsocapturealargeshareofthemarket,asperthe
CCC’svisionoftheroleofhydrogen
ForHeavyGoodsVehicles,wetestedahighuptakeofbothelectric
(batteryandfuelcell)andgastrucks

52. 52
Non-RoadMobileMachinerytypicallyrefuelsinprivatedepots/premises
butthecaseofLPG,liquidairandhydrogenwereconsidered
Source:ElementEnergyanalysisbased,onDfTstatisticsrequestedinJan2015andNon-RoadMobileMachineryUsage,
LifeandCorrectionFactorsAEAforDt(2004),industryinputforLPGuseinforklift
10%
7%
23%
17%
42%
Forklifts
Otheroff-roads
Agriculturaltractors
RefrigerationunitsonHGVs
Portablegeneratorsets
Otheroff-roads:TelescopicHandlers,BackhoeLoaders,Excavators,Cranes,Bulldozers,Compressorsetc.
UKNRMMfleetforindustry,constructionand
agriculture,c.700,000unitsin2014:
(CouldtransitiontoLPG,BatteryandFuelCellpacksforsomeuses)
LPG,couldtransitiontoLiquidAir
UseofLPG(alreadyusedbyc.30%offorklifts)andbatteries
couldincrease,couldtransitiontohydrogen
(Limitedoptions,possibly(bio)methaneorhighblendbiodiesel)
Scenario
(LPG,limitedalternativefueloptions)
Beyondtheblendingofrenewabledrop-indieselindiesel,
optionsforcleanerfuelsare:
Wetoconsidered(qualitatively,consideringthe
lackofdisaggregateddataonfueluse)the
infrastructureimpactsof:
−AtransitiontoLiquidAirforHGV
refrigerationunits
−AnincreaseinLPG,batteryandhydrogenuse
forforklifts

53. 53
Appendix–Therearebroadlytwotypesofrefuellinginfrastructure
forliquidfuelsintheUK
Source:ElementEnergy,DfTModes3study(2011)
Largefleetoperatorsincludingpublic
transportoperators,hauliers,logistics
companies,forkliftoperatorstendtooperate
designatedrefuellingdepotssuitedtotheir
‘returntobase’operations
Suchfacilitiestendtobeprivateand
exclusivelyserviceasinglevehicletype
Mostbusesandheavygoodvehiclesrefuel
indepots–shareofdieselsuppliedthrough
depot:
90%forbuses,40%forcoaches
80%articulatedtrucks,45%rigidtrucks
Refuellingatprivatedepots:c.25%fuelsalesRefuellingatpublicforecourts:c.75%fuelsales
Generally,publicvehiclerefuelling(passenger
cars,vans,motorbikes,scooters)isfacilitatedby
oneoftheUK’sc.8,600forecourts
Refuellingforecourtsarepublicallyaccessible
andaregenerallyownedandoperatedbylarge
oilcompanies(e.g.Shell,BP,Esso,etc.),
independentretailersandsupermarketchains

54. 54
Appendix–NationalGrid“Futureenergyscenarios”
SOURCE:NationalGrid“FutureEnergyScenarios”(2014)
NationalGridhasdevelopedfourscenariosforfutureelectricitygenerationandgas
supplysourcesto2050

55. 55
Appendix–TEN-TCoreNetwork
200km
Source:ElementEnergy,basedonEuropeanCommissiondata

56. 56
Appendix–methanerefuellingstationcostassumptions
Source:industryinput
CNGLNG
SizeCapexCivilsCapexCivils
kg/day££££
2,000£250,000£80,000£190,000£20,000
5,000£350,000£120,000£260,000£30,000
10,000£700,000£140,000£350,000£40,000
15,0001,000,000£400,000£800,000£150,000
'Civils'costincludesplanningcosts,connectiontocloseproximitygasmain,3phaseelectricity,civils
andfoundationconstruction
Naturalgasrefuellingstationcapitalandcivilscosts