The scope for petrol and LPG vans in the UK

Transcription

1 The scope for petrol and LPG vans in the UK 3 rd January 2018 Final report A study conducted for

2 Authors and acknowledgements About the authors Element Energy is a leading UK low carbon energy consultancy. It helps clients develop, improve and commercialise low carbon products as well as develop efficient strategies and policies for supporting the rollout of new low carbon & low emissions technologies. Smart Electricity and Gas Networks Hydrogen Energy Storage Low Carbon Transport Carbon Capture and Storage Built Environment Element Energy works across a range of sectors including: Acknowledgements The authors would like to thank Ford, Nissan, Vauxhall, Harborne Garage, VRS, Alternatech and UKLPG for their insights into the current and future trends of the UK petrol and LPG van market. A thank you also goes to Emission Analytics for making their data available and for helping us interpret it. 2

3 Structure of the report and approach The report is structured as follows: A Review of petrol vans in the UK market Since the starting point for an LPG van is one with a petrol rather than diesel engine, this section provides a summary of current parc of petrol vans on the UK s roads, and describes the number of petrol vans currently on the market in the UK and in other countries. B Cost and performance of LPG technology This provides a cost comparison between petrol and diesel vans and LPG conversion costs, as well as reviewing the environmental performance of LPG vans for CO 2 and local pollutants. C Potential uptake of LPG vans This section integrates the findings of the cost analysis and industry consultation to assess the potential uptake of LPG vans in future, and the conditions needed for this potential to be realised. D Conclusions and recommendations Key findings are summarised, potential emission savings quantified and recommendations to realise the potential of LPG vans contribution to lower pollution are made. Approach: Existing van data was collected through a market review of vehicle manufacturers and national vehicle fleet statistics from the Department for Transport. Data on van costs and performance (fuel efficiency and emissions) were aggregated from the public domain. Telephone interviews were held with vehicle manufacturers and retrofitting companies to seek views on vehicle supply and policy needs of the sector. This report focuses on petrol and LPG vans; other technologies/fuels exist but are at a very early deployment stage in the UK (e.g. gas, electric, hydrogen) and are not considered in this report. 3

4 Agenda 1. Petrol vans in the UK 2. LPG technology: cost and performance 3. Potential uptake of LPG vans 4. Conclusions and recommendations Acronyms and appendix 4

5 # of Vans # of Vans Van sales have seen a significant increase in the last 20 years but the current share of petrol vans is just a small fraction of overall sales Petrol and diesel yearly van sales Petrol vs Diesel Market Shares 400, , , , , , ,000 50,000 0 Petrol Diesel Other 100% 98% 96% 94% 92% 90% 6% 4% 2% 0% 20,000 15,000 10,000 5,000 5,514 6,292 Age distribution of petrol vans in Great Britain 16,021 12,509 10,239 7,024 6,203 The petrol van stock is very old in the UK. Vans older than 45 years have been discounted here 4,504 8, to 5 6 to to to to to to to to 45 Van Age [years] 1 year old van means it was bought in Other market share = electric, gas, LPG) Source: DfT, pre-1970 s vans and vans with unknown initial registration years have not been included in the bottom graph 5

6 The range of petrol vans available is currently very limited with only diesel options available in the largest van segments Petrol van models available in the UK by segment, as of December 2017 Small carderived [4%] Large car-derived [21%] Standard Panel [36%] Large Panel [26%] Pick-ups [14%] Vauxhall Corsa VW Caddy Ford Transit Connect VW Transporter Citroen Berlingo Mercedes-Benz Citan FIAT Doblo FIAT Fiorino Vauxhall Combo Peugeot Partner Ford Transit Courier PHEV Outlander Numbers in brackets are 2016 van market shares for that segment. Source: SMMT Van Sales data 6

7 A broader range of models is available outside Europe, including vans in the larger segments Available petrol vans, models available elsewhere than the UK highlighted in blue Small carderived [4%] Large car-derived [21%] Standard Panel [36%] Large Panel [26%] Pick-ups [14%] Vauxhall Corsa VW Caddy Ford Transit Connect VW Transporter 2017 Ford Transit Toyota HiLux Citroen Berlingo Mercedes-Benz Citan Chevr. Express Cargo Mercedes Sprinter FIAT Doblo FIAT Fiorino Toyota HIACE Vauxhall Combo Peugeot Partner LDV G10 Ford Transit Courier Chevr. City Express Chevr. = Chevrolet Range of large petrol pickup trucks available on the US market not accounted for: they are unlikely to be considered for introduction to the European market. See Appendix 1 for country list. 7

8 Agenda 1. Petrol vans in the UK 2. LPG technology: cost and performance 3. Potential uptake of LPG vans 4. Conclusions and recommendations Acronyms and appendix 8

9 LPG systems There are no factory-fitted vehicles for sale in the UK, but petrol cars and vans can be converted by accredited companies Overview of LPG conversion options for the van market Factory-fitted Pre-sale conversion After market conversion Factory-fitted: vehicle is designed and built for LPG by the OEM, with injectors, tanks and engine controllers provided by the OEM. Pre-sale conversion: vehicle is designed and built as a petrol vehicle, and is converted by the OEM or an accredited partner before sale. All components are warrantied by the vehicle OEM. After-market conversion: petrol model is bought and subsequently converted by a specialised converter. Conversion not under warranty from OEM but with a UKLPG-approved converter, the conversion is warrantied by the converter. Converting an existing EU petrol model to LPG is feasible and is common practice in markets such as the Italian passenger-car market. Outside the UK, OEMs already have conversion kits for many passenger vehicle models in specific markets with a high share of LPG use (e.g. Italy, Hong Kong). These kits can be adapted to fit the desired van models, and production ramps are easily achievable for existing petrol models. In the UK, only the aftermarket conversion option is available. There is a network of LPG conversion kit distributors and installers approved and accredited by UKLPG who have implemented safeguards and warranties for the conversions see Appendix 2. Source: consultation with car OEMs and converters 9

10 Conversion costs for LPG vans are in the range of 1,500-2,500 depending on the model and engine type Overview of LPG conversion costs Direct injection engines can present a challenge to the conversion to LPG, compared with engine with port-injection. However, some UK converters have developed solutions for direct injection engine, including Euro 6 petrol vans. Ford has plans to release their next generation of van models (2019) with two sets of injectors (port injectors and direct injectors), which will facilitate conversions and potentially drop costs. UKLPG-approved converters have development costs of c. 2,000, for a new van model, which can be absorbed for 10 or more van conversions. If the conversion had to be re-approved for Euro 6, development costs would be higher than 12,000 as emission testing is expensive. For familiar van models, the cost of converting petrol vans to LPG is in the region of 1,500, and can be up to 2,500 see table below for specific examples. Model Conversion Cost Comments VW Transporter 1,500 Direct injection engine Mercedes Sprinter 2,200 Would be more complex conversion and need 2 tanks PHEV Outlander 1,500 Simple conversion All models 1,500-2,500 General cost range for vans Source: consultation with car OEMs and converters. Costs excluding VAT. Costs for specific models are based on quotes from Alternatech 10

11 Vauxhall Corsavan Ford Transit Connect 220 Ford Transit Courier Base VW Caddy C20 Peugeot Partner Citroen Berlingo Fiat Doblo Fiat Fiorino Cargo Mercedes-Benz Citan Vauxhall Combo VW Transporter T28 AVERAGE A comparison of petrol and diesel vans shows that diesel engines come at a premium which would cover a significant portion of the cost of converting a petrol van to LPG MMRP [ ] 24,000 Purchase price comparison between petrol and diesel van models 22,000 20,000 18,000 16,000 14,000 12, Petrol Diesel 0 Van Model Source: OEM websites and vehicle catalogues. MMRP = Manufacturer s Mandated Retail Price (excl. VAT) 11

12 CO2 Emissions [g/km] CO 2 emissions from LPG are comparable to diesel emissions, or much lower in the case of biolpg. NOx and PM emissions are inherently very low Evidence of emission performance from LPG vehicles The fuel consumption of LPG vehicles is well documented (data from official tests is available, see Appendix 3 & 4) and shows an efficiency lower than for diesel, and comparable to (or slightly better) for petrol. Therefore, the CO 2 emissions from LPG vehicles are significantly lower than both petrol and diesel vehicles only if biolpg (produced from waste and residue) is used see below. Petrol vehicles converted to LPG are typically not tested again for NOx and PM emissions, given relatively high testing costs and currently limited sales volumes. This means there is no data specific to converted vans available. The data shown (next slide) is instead based on the recent independent testing done on LPG taxis. Results show the LPG version meets the Euro 6 requirements. LPG conversion could reduce average petrol standard-panel van emissions from 201 to 156 gco 2 /km Using 100% BioLPG could reduce a petrol vehicle s emissions by 89% and would emit 86% less CO 2 than a comparable diesel vehicle on a Well-to- Wheel basis BioLPG supply to the UK is starting in January % Average WTW CO 2 emissions across all available petrol models Petrol Diesel -89% LPG % Bio LPG -86% % BioLPG Source: MJ/km based on petrol vans available in the UK, see Appendix 3. gco2/mj for petrol, diesel and LPG data from DfT Transport Energy Model, biolpg data from EE research for Calor (2016) Assumes 30% biolpg from Bio synthesising organic municipal waste and 12

13 Diesel taxi conversions to LPG have shown very promising results with converted taxis reaching or exceeding EURO 6 emission levels on the WLTP NOx Birmingham diesel taxi conversions to LPG showed c.80% reductions in NOx levels Diesel TX1 &TX2 cabs were converted to LPG for Birmingham City Council in 2017 After conversion, NOx levels were reduced to be well within both the EURO 6 diesel limit of 125mg/km and the EURO 4 petrol limit of 110mg/km for N1 Class III vehicles (WLTP). The adapted test increases overall emissions due to the additional high-polluting low-speed phase but showed average reductions of c.80% compared to the diesel versions. mg/km PM Reductions in PM exceeded expectations with average reductions of 99% TX1 LPG 98 TX2 LPG 29 TX2 LPG EURO 6 diesel (125mg/km) EURO 4 petrol (110mg/km) The graph on the right shows test results for particulate matter (PM) from the WLTP emissions test performed on the converted taxis. PM reductions brought the converted taxis down to well under EURO 6 limits (5 mg/km) with emissions of about 1 mg/km This represents and average 99% reduction in particulate matter compared to pre-conversion levels. mg/km TX1 LPG 1.2 TX2 LPG EURO 6 limit for petrol & diesel (5mg/km) WLTP = Worldwide harmonized Light vehicles Test Procedure, PM = Particulate Matter. Source: Birmingham NOX reduction Champions project (Element Energy for Birmingham City Council, 2017) 13

14 Agenda 1. Petrol vans in the UK 2. LPG technology: cost and performance 3. Potential uptake of LPG vans 4. Conclusions and recommendations Acronyms and appendix 14

15 The largest barrier to uptake of petrol and thus LPG vans is the lack of supply, which in turn reflects uncertainty on the role of LPG in the UK s air quality strategy The UK has a good LPG refuelling infrastructure (around 1,300 public refuelling points) and the cost of LPG vans is competitive for many applications (shown next). The largest hurdle to uptake is the lack of supply of models (either OEM LPG vans or petrol models on which conversions can be based). OEMs suggested that the lack of supply is in turn due to lack of demand from customers for non-diesel vehicles, as well as lack of a clear position from Government on the role they see for LPG as a low emissions technology. This locks LPG vehicles into a negative cycle as shown below. Low Demand Government Signals Model Availability Government Signals are currently limited for LPG vans, with transport emission reduction efforts and incentives being aimed at the widespread adoption of electric vehicles, leaving uncertainty for OEMs and fleets given that LPG is a low emission but internal combustion-based technology Model Availability is very low for petrol (and thus LPG) vans, limiting potential buyers choice considerably even though LPG vans are economically competitive with diesel counterparts in many cases Low Demand means OEMs have no incentive to make petrol/lpg vans for limited markets, or develop and type-approve new petrol versions of larger vans which currently only have diesel engines. This cycle needs to be broken for an increase in LPG uptake to occur in the UK. The uptake projections made later in this section assume some policy signal is put in place to create the demand for LPG vehicles (and hence encourage OEMs to bring more petrol/lpg models to the UK). Given the priority of reducing air pollution in the Clean Air Zones, it is assumed that this policy signal is strongest in the CAZs, for example through providing clarity on the treatment of LPG versus diesel vehicles in terms of access restrictions or emissions charges. 15

16 Analysis of available data shows near-tco parity today. New EU Real Driving Emissions regulations are expected to raise slightly the purchase price of new diesel vans, decreasing payback times for LPG vehicles Payback times Discussions with OEMs and convertors indicate that petrol vehicles are approximately even with LPG converted vehicles on a MJ/100km basis (Base LPG Scenario). Vehicle consumption data from 2015 (Appendix 4), showed LPG vehicles consumed 5% less fuel (MJ/100km basis) than their petrol counterparts. This could be attributed to more accurate engine optimisation when the vehicle comes directly from the OEM vs 3 rd party conversion. (Alternate LPG Scenario) Below we compare the purchase (+ conversion) price and running costs for a converted petrol van against a diesel van for the specific case where yearly mileage is 22,000km and the conversion cost is 1,500. This scenario resulted in payback times of c. 5.1 years in the base scenario and c. 3.1 years in the lower consumption (Alternate) scenario Payback times for petrol van owners recuperating costs on a conversion were 2.8 years in the base scenario and 2.5 years in the alternate scenario The next slide shows the strong relationship between conversion cost, yearly mileage and payback time Scenario Yearly Spending* Payback Time vs Diesel Payback Time vs Petrol Base LPG 1, years 2.8 years Alternate LPG (-5%) 1, years 2.5 years *FIAT Fiorino Cargo removed from dataset for payback time calcs. PBT was negative in normal scenario and 30 years in -5% scenario (longer than vehicle lifetime). Due to abnormally high petrol consumption figures (c. +57% vs diesel) 2,000 1,500 1, Average fuel spending by powertrain 1,714 Petrol 1,303 Diesel 1,165 LPG 1,107 (-5%) LPG See Appendix 6 for assumptions on prices etc. 16

17 Alternate LPG Scenario (-5%) Base LPG Scenario Payback times become very attractive at higher mileages in both scenarios if the initial conversion cost can be kept below c. 2,000 Payback time depending on conversion cost and mileage for the base and alternate scenarios Conversion Cost [ ] 15,000 km Payback Time vs Diesel [Years] 20,000 km 25,000 km 30,000 km 35,000 km 40,000 km 1, , , , , , , , , , FIAT Fiorino Cargo removed from dataset (no payback during the vehicle s operational life) No discounting applied. [Legend: Green = 0-4 years, Yellow = 4 6 years, Orange = 6-8 years, Red = 8+ years] 17

18 The current van stock in Great Britain makes a significant contribution to urban air quality issues with large numbers of pre-euro 6 vehicles still in circulation Focus areas for LPG market Clean Air Zones are a natural focus for LPG uptake, as policy measures such as incentives or diesel restrictions are likely to be strongest in these areas and make LPG vans a more compelling choice for fleet operators The majority of petrol vans are pre-euro 2, given the limited number of petrol models available more recently. Within CAZs, c.88% of diesel vans are pre-euro 6. The uptake projections shown next assume future uptake is concentrated in the zones identified in the Government s 2017 Air quality plan (see map). 20% of the GB van stock is in these areas. GB Focus areas (AQ issues) Petrol Diesel Petrol Diesel <= EURO 2 80, ,533 15,386 41,430 EURO 3 21, ,350 4, ,537 EURO 4 15,018 1,186,277 2, ,006 EURO 5 10,674 1,149,911 2, ,016 See Appendix 5 for details EURO 6 1, , ,426 Total 129,321 3,638,941 24, ,414 Source: DfT, Vans with Unknown initial registration dates in dataset assumed to have the same distribution of EURO1 to EURO6 ratings as the rest of the GB stock (30,885 petrol and 54,512 diesel vans) 18

19 3 illustrative scenarios for LPG uptake in focus areas have been developed, based on the replacement of pre-euro 6 diesel and pre-euro 4 petrol vans Lower-Bound: From all the petrol vans in the areas of poor AQ, it is assumed that all pre-euro 4 vans need to be replaced to avoid restrictions. The LPG market is assumed to be 50% of the large car-derived van market (the remaining 50% choosing Euro 6 diesel) 24,754 All Petrol 699,414 5,240 EURO4-6 15,416 Non large carderived 2,049 New Diesels 2,049 Potential LPG Vans Mid-Bound: All large car-derived diesel vans below EURO 6 are considered addressable, and it is assumed that LPG takes 50% market share given equivalent TCOs between diesel and LPG vans 1 Upper-Bound: Similar to mid-bound, but this assumes that standard and large panel van segments can be addressed through new models introduced by OEMs. A similar assumption of 50% LPG and 50% diesel sales applies. All Diesel 636,503 Sub-E6/4 diesel & petrol 82,426 EURO ,206 Small car / Pickup 487,421 Non large carderived 264,149 64,784 New Diesels New Diesels 64,784 Potential LPG Vans 264,149 Potential LPG Vans These scenarios assume that the TCOs of LPG vans are competitive against diesel vans, and that there is sufficient model availability, infrastructure, warranty support etc. to provide an equal quality of service to fleet operators as a Euro 6 diesel van 1 The mid-bound scenario could also include the petrol van replacements from the low scenario, adding 2,049 vehicles to the totals shown 19

20 Agenda 1. Petrol vans in the UK 2. LPG technology: cost and performance 3. Potential uptake of LPG vans 4. Conclusions and recommendations Acronyms and appendix 20

21 To estimate the emission savings brought be LPG vans, assumptions have to be made regarding Euro 6 pollutant emissions The CO 2 emissions of vans can be calculated from the fuel consumption, for which there is good data, see slide 12 for Well to Wheel values for diesel, petrol and LPG/bioLPG. For NOx emissions, the Equa AQ Index of Emission Analytics provides values for diesel and petrol vans, measured with a portable emissions monitoring system (PEMS). We assume LPG vans would achieve the same emissions as petrol vans. The petrol van sample is limited to 2, resulting in an average value of 85mg/km. For comparison, the measurements done on TX taxis converted to LPG achieve 29 to 98mg/km on the WLTP (see slide 13). For PM emissions, there is no PEMS data available. We assume the diesel van achieve the limit (5mg/km), while LPG vans are assumed to emit 1mg/km, as per findings on TX taxis (see slide 13). [mg/km] % 85 Values used in modelling NOx emissions on per km basis [mg/km] Diesel Petrol Values from Equa AQ index Low Mid High PM emissions on per km basis [mg/km] % Values used in modelling Diesel LPG Equa AQ index sample size: 2 Petrol and 30 Diesel Euro 6 vans. Source: 21

22 Although CO 2 emission savings are limited for non-biolpg, large NOx savings and air quality improvements can be achieved by converting vans to LPG Analysis of the available data shows that large emission savings and air quality improvements can be achieved if new vans were converted petrol vans rather than EURO 6 compliant diesel vans. Yearly emission savings in NOx, PM and CO 2 were calculated for each of the 3 uptake scenarios modelled previously (shown in slide 19). Up to 2,422 tonnes of NOx and 23 tonnes of PM emissions a year could be avoided just from the vans included in the areas of poor air quality. In the case where increasing quantities of BioLPG are used in the UK supply, LPG van conversions lead to considerable WTW CO 2 emission savings in addition to the inherent air quality benefits, both compared to diesel and petrol vans. Emission savings from LPG vans compared to petrol vans 1,107 [ktco 2 /year, WTW] Lower bound Mid bound 263 Upper bound Emission savings from LPG vans compared to diesel vans [tnox/year] 19 Lower bound [kgpm/year] 180 Lower bound [ktco 2 /year, WTW] Lower bound LPG 594 Mid bound 5,701 Mid bound Mid bound 15%bioLPG 2,422 Upper bound 23,245 Upper bound Upper bound 100%bioLPG Assumes 22,000 km/year for all vans 22

23 LPG vans could provide a cleaner and cheaper alternative to petrol and diesel vans for high mileage users Conclusions LPG vans have the advantage of being cleaner than diesel vans (NOx and PM), and have same or lower CO 2 emissions than petrol and diesel (or significantly lower, if biolpg is used). Several UK converters have already developed Euro 6 van conversions, with costs resulting in payback time lower than 5 years compared to diesel for, typically, usage of 25,000km/year. Focusing only in areas where NOx limits are exceeded, the potential LPG market size has been estimated at 2,000 (lower bound) to 260,000 vans (upper bound) numbers well above the trigger volumes OEMs need to bring LPG or petrol vans to the UK (200 firm orders). This level of uptake can bring emission savings of up to 2,400 tnox/year and 23tPM/year. CO 2 emissions savings are up to 0.8t/year (compared to diesel) or 1.1t/year (compared to petrol vans). The lack of supply of petrol/lpg vans is a major barrier to uptake, which is partly related to the lack of policy signals in favour of LPG. Recommendations Increasing the share of LPG vans on the road is technically and economically feasible today, and this would provide an alternative choice to van owners driving high mileages. The main enablers would be: Put in place policy signals to trigger supply. The LPG fuel duty freeze announced in the Autumn 2017 statement is one step but not enough to create the confidence that LPG is part of the government AQ strategy. Evidence of post-conversion emissions. If LPG models are brought to the UK, they will be Euro 6 certified. However, the approach is currently aftermarket conversions, where emissions are not re-tested. While LPG is not expected to increase pollutants compared to petrol, evidence will be required to align with Clean Air Zone requirements put on other conversions. Emission testing is too expensive for solution developers so a pragmatic approach would be taken, e.g. partfunded testing, focus on most popular van models. 23

24 Agenda 1. Petrol vans in the UK 2. LPG technology: cost and performance 3. Potential uptake of LPG vans 4. Conclusions and recommendations Acronyms and appendix 24

25 Acronyms AQ CAZ CO 2 DfT EV LPG MMRP NEDC NOx OEM PBT PEMS PHEV PM TCO WLTP WTW Air Quality Clean Air Zone Carbon Dioxide Department for Transport Electric Vehicles Liquefied Petroleum Gas Manufacturer s Mandated Retail Price New European Driving Cycle Nitrogen Oxides Original Equipment Manufacturer (i.e. vehicle manufacturers) Payback time Portable Emissions Monitoring System Plug in Hybrid Electric Vehicle Particulate Matter Total Cost of Ownership World Harmonized Light Vehicle Test Procedure Well to Wheel 25

26 Appendix 1 List of petrol vans available outside of the UK USA 2017 Ford Transit (Standard panel and Large Panel Van) o 3.7L Ti-VCT V6 & 3.5L EcoBoost V Chevrolet Express 2018 Chevrolet Express (Petrol engine and LPG engine available) 2017 Chevrolet City Express Australia LDV G10 Van (2 different petrol Engines) Toyota HiLux Toyota HIACE (petrol) Singapore Mercedes Sprinter 316 (but not VITO) Range of large petrol pickup trucks available on the US market not accounted for: they are unlikely to be considered for introduction to the European market Source: data from OEMs websites 26

27 Appendix 2 There is a network of LPG conversion kit distributors and installers approved and accredited by UKLPG Approved LPG Installers 120 installers approved in the UK Above: Approved Installer Logo Right: Map of approved installers in the UK Technicians work is inspected and certified Converted vehicles are added to the UKLPG vehicle register which acts as proof to insurance companies of a safe and satisfactory standard of work Strict terms and conditions including random vehicle and premises inspections Sign up to a Code of Conduct which includes rules on topics such as: advertising, quotations, work, warranties, registration, complaint handling, dispute resolution, disciplinary action and monitoring. Accredited Conversion Kit Distributors 2 accredited LPG systems currently available in the UK Above: Accredited distributor logo Accredited LPG Systems: - National Autogas Landi - Prins Prins Have been authorised by the LPG system manufacturer as an official UK agent and are UK-based Provide full tech. support to system installer Have national dealer network for vehicle service and repair Support vehicle owner if installer has problems/stops trading Provide a two year warranty on all parts Are regularly reviewed by UKLPG and can lose their Accreditation if they fail to comply with the Accreditation Terms and Conditions LPG Injectors from Prins LPG system manufacturer Note: At the time of writing VRS is expected to be added as an accredited diesel to LPG installer in 2018 Source: UKLPG 27

28 Appendix 3 Comparison of petrol vans available in the UK and diesel counterparts Engine Type: Petrol Diesel Manufacturer / Model Ford Transit Connect 220 Ford Transit Courier Base Petrol engine size [litres] Power [PS]* MRRP [ ] Combined Cycle Fuel Consumption [l/100km] Diesel Engine Size [Litres] Power [PS] MRRP [ ] Combined Cycle Fuel Consumption [l/100km] Premium Paid for Diesel Engine [ ] VW Caddy C VW Transporter T Citroen Berlingo Fiat Doblo Fiat Fiorino Cargo Mercedes-Benz Citan (Long) Vauxhall Combo Vauxhall Corsavan Peugeot Partner Source: OEM websites and vehicle catalogues. MMRP = Manufacturer s Mandated Retail Price (excl. VAT) PS = PferdeStärke = Measure of horsepower (HP): 1 PS = HP 28

29 Appendix 4 Comparison of official fuel efficiency of petrol and LPG vehicles Official fuel consumption data, cars, aggregated in 2015 by Element Energy NEDC: New European Driving Cycle 29

30 Appendix 5 The UK government s 2017 Air Quality plan assumes 5 cities require a CAZ with the potential for more, depending on Councils local action plans The local action plans are not specifically required to include the introduction of Clean Air Zones (CAZ). They must however, justify the decision not to introduce a CAZ by showing other measures have equal potential to reduce roadside emissions. Where possible the government prefers not to impose a charging zone. The plan differentiates between whether one, or many stretches of road exceed limits within a council. Where only a single stretch of road exceeds limits it is likely that other methods (etc. traffic control) will be equally as effective as a CAZ. Councils assumed to require a Clean Air Zone London, Birmingham, Derby, Leeds, Nottingham, Southampton Councils required to submit a local action plan based on multiple stretches of road exceeding limits Middlesbrough, Sheffield, Rotherham, Gateshead, Newcastle, North Tyneside, Bristol, Coventry, Manchester, Stockport, Tameside, Salford, Trafford, Bolton, Bury Exceeding limits but devolved administrations have responsibility Cardiff, Aberdeen, Edinburgh, Glasgow Source: Air quality plan for nitrogen dioxide (NO2) in the UK (2017) 30

31 Appendix 6 Assumptions used in calculations Fuel Energy Densities: LPG = MJ/l Petrol = MJ/l Diesel = MJ/l Adblue consumption: 5% weight (compared to diesel use). Resulting in emissions of 1.3gCO2eq/MJ diesel (based on diesel net calorific value of 42.9 MJ/kg, urea production emissions of 3500 gco2eq/kg, urea content of Adblue 32.5%) Prices used (no changes in fuel price nor fuel duty assumed): LPG = 0.60/l Petrol = 1.19/l Diesel = 1.23/l Adblue 70p/l Petrol & LPG assumed to have the same MJ/km energy consumption, unless otherwise stated ( Alternate LPG case) 31