| Q. |
What are O2Diesel's revenues?
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| A. |
O2Diesel is a developmental stage company and to date has generated only minimal revenues from product sales. The Company relies on capital fund raising and government appropriations to fund its R&D, product testing and fleet demonstrations until it reaches a position where it can sell in commercial quantities.
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| Q. |
What is O2Diesel's ticker symbol and where does it trade?
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| A. |
O2Diesel trades on the American Stock Exchange (AMEX) under the ticker "OTOD".
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| Q. |
Who is O2Diesel's transfer agent?
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| A. |
O2Diesel's transfer agent is Interwest Transfer Company, Inc. They can be reached by calling 801-272-9294 or by fax at 801-277-3147. Their mailing address is 1981 E. 4800 South, Ste. 100, Salt Lake City, Utah 84117
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| Q. |
Whom do I contact in the case of a lost or missing stock certificate?
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| A. |
Please contact Interwest Transfer Company, Inc. at 801-272-9294.
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| Q. |
What is O2Diesel's CUSIP number?
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| A. |
O2Diesel's CUSIP number is 67106S100.
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| Q. |
Does O2Diesel pay a cash dividend?
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| A. |
No, O2Diesel has never declared a cash dividend, and we expect to reinvest all profits in the company as part of our growth strategy.
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| Q. |
Does O2Diesel have a direct stock purchase program?
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| A. |
O2Diesel does not have a direct stock purchase program at this time. However, O2Diesel stock may be purchased from just about any brokerage firm, including discount or online brokerage services.
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| Q. |
Does O2Diesel offer a dividend reinvestment program (DRIP)?
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| A. |
Not at this time.
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| Q. |
Has O2Diesel's stock ever split and if so when?
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| A. |
No, O2Diesel's stock has never split.
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| Q. |
When is the annual shareholder's meeting?
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| A. |
O2Diesel's fiscal year end is December 31. The shareholder's meeting will be scheduled in the late spring.
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| Q. |
When does O2Diesel report quarterly financial results?
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| A. |
Typically, O2Diesel reports quarterly results approximately six weeks following the close of each quarter. For further information please see our calendar of events.
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| Q. |
Which financial analysts cover O2Diesel and how can I get a copy of their reports?
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| A. |
O2Diesel is covered by Dutton and Associates ( http://www.jmdutton.com/research/OTD/index.html).
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| Q. |
How many people does O2Diesel employ?
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| A. |
O2Diesel currently has 22 full time employees and consultants.
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| Q. |
Who are O2Diesel's executive managers?
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| A. |
Alan Rae - Chief Executive Officer and Acting Chief Financial Officer
Regis Leruth- General Manager, Europe
Juan Emilio Gonzalez Lopez -Technical Manager, Europe
Peter Gross - General Manager, Brazil
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| Q. |
How can I get hard copies of O2Diesel's financial information?
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| A. |
We strongly encourage you to take advantage of the efficiencies of our corporate website by reviewing and/or downloading the information directly from this site. If that doesn't meet your needs, you can request copies of O2Diesel's annual report (when available, SEC filings, and quarterly financial results by contacting:
O2Diesel Corporation.
Investor Relations Department
100 Commerce Drive
Newark, DE 19713
302.266.6000
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| Q. |
How do diesel and gasoline fuels differ in terms of air pollution concerns?
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| A. |
There are significant differences between these two principal transportation fuels, especially with regard to particulate matter (PM) and oxides of nitrogen (NOx) emissions. Most people are familiar with the amount of visible smoke produced by diesel trucks, but of even greater concern is the much larger amount of carcinogenic PM found in diesel exhaust, as compared to relatively little amounts found in gasoline exhaust. However, diesel engines are substantially more efficient - 33% or more - than standard gasoline-powered engines, a significant factor in reducing greenhouse gas emissions (see below).
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| Q. |
What are diesel's major exhaust emissions?
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| A. |
Diesel fuel's major air pollutants are PM, NOx, carbon monoxide (CO), carbon dioxide (CO2) and total hydrocarbons (THC). As stated earlier, PM and NOx emissions are under greater scrutiny by government agencies seeking air quality improvements.
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| Q. |
What different methods exist to clean-up diesel engine exhaust?
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| A. |
Original equipment manufacturers (OEMs) are continually improving new engine designs to maximize fuel efficiency and reduce emissions, primarily PM and NOx. The emissions profiles of new or older engines can be improved through the use of newly developed exhaust aftertreatment products, including catalytic converters. Moreover, the fuel itself can be oxygenated to increase combustion efficiency and thus reduce emissions. Carbon dioxide, a major greenhouse gas, is a somewhat different pollutant and can only be reduced by cutting back vehicle use, significantly improving vehicle and engine efficiency, or employing renewable oxygenated fuels such as ethanol.
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| Q. |
What is the difference between oxygenated fuel and fuel-injected oxygen?
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| A. |
Most people are familiar with either carburetors or fuel injection systems in their vehicles. Both are devices meant to draw air and thus oxygen from the atmosphere and blend large volumes of it into the fuel, be it gasoline or diesel. Oxygenated fuels, on the other hand, include chemical oxygen. In this case, ethanol (containing 35wt% oxygen), low blend levels (7 - 10vol%) in diesel fuel, improves combustion efficiency.
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| Q. |
Why is ethanol the preferred fuel oxygenate?
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| A. |
Fuel ethanol has several advantages over other oxygenated fuel candidates, such as methanol. It is far less corrosive and a much safer fuel to handle, since it is the same chemical found in beverage alcohol. Ethanol also has 33% more energy than methanol and so when used in lower blend percentages will have little or no mileage effect. Fuel ethanol, a renewable fuel, is also readily available in North America, Brazil, and increasingly, in Southeast Asia.
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| Q. |
How does fuel ethanol's energy content compare to that of diesel and does it affect vehicle mileage?
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| A. |
Fuel ethanol has roughly two-thirds the energy content of diesel fuel, but three factors suggest ethanol diesel blends have little or no impact on fuel economy. First, since O2Diesel™ is an oxygenated fuel, better combustion efficiency offsets some of the potential loss. Second, O2Diesel™ uses a modest amount of ethanol (7.7vol%) in its blend formulation -- thus achieving lower mileage impact. Third, the urban driving cycle of fleets (buses, delivery vehicles, etc.) has demonstrated no statistical mileage difference between O2Diesel™ and standard diesel fuels.
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| Q. |
Does the amount of diesel use vary around the world?
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| A. |
Yes, considerably. The U.S. and Canada use a much smaller proportion than do other economies, about 30% of total transportation fuel. In Europe, Asia and South America on the other hand, about 70% of all transportation fuel consumed is diesel.
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| Q. |
How does O2Diesel™ compare in price with regular diesel fuel?
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| A. |
In North America, O2Diesel™ is estimated to cost anywhere from US$0.00 - 0.10 per gallon more than base diesel fuel. Of course, this differential depends on fluctuating world crude oil and fuel ethanol prices. In other countries, such as Brazil where ethanol costs less than diesel, price may be lower than that of regular diesel.
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| Q. |
How much blending agent is required to successfully stabilize an ethanol diesel blend?
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| A. |
O2Diesel™'s patented technology employs less than 1.0vol% of its proprietary biomass-derived, blending agent that is effective in stabilizing diesel fuels at typical water levels and across a range of operating temperatures.
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| Q. |
Are there technical and safety issues related to the use of O2Diesel™?
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| A. |
All fuels must combust to be effective. All have varying technical and safety concerns, some more challenging than others. Alternative fuels such as propane, natural gas, and hydrogen are highly pressurized and must be treated with far greater care than liquid fuels. O2Diesel™ has only one issue, and that is its "flashpoint" temperature, a fuel handling and storage property with which bulk handlers of gasoline, a fuel with a greater flashpoint sensitivity than diesel, are well-familiar. O2Diesel™ has a flashpoint temperature almost midway between diesel and gasoline, and thus for safety reasons must at a minimum be treated like gasoline.
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