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Home , Petrol engine

The scope for petrol and LPG in the UK

3rd January 2018

Final report

A study conducted for Authors and acknowledgements

About the authors Smart Electricity and Carbon Capture and Element Energy is a leading UK low Energy Storage Gas Networks carbon energy consultancy. It helps Storage 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 Low Carbon Hydrogen Built Environment emissions technologies. Transport

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 market. A thank you also goes to Emission Analytics for making their data available and for helping us interpret it.

2 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 , 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 CO2 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 ( 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/ 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 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 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 400,000 100% 350,000 Petrol

# of # Vans 98% Diesel 300,000 96% Other 250,000 94% 92% 200,000 90% 150,000 6% 100,000 4% 50,000 2%

0 0%

2013 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2014 2015 2016

2004 2000 2001 2002 2003 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016

Age distribution of petrol vans in Great Britain The petrol van stock is very old in 20,000 the UK. Vans older than 45 years 16,021 have been discounted here 15,000 # of Vans of # 12,509 10,239 10,000 8,470 7,024 5,514 6,292 6,203 4,504 5,000

0 1 to 5 6 to 10 11 to 15 16 to 20 21 to 25 26 to 30 31 to 35 36 to 40 41 to 45

Van Age [years]

1 year old van means it was bought in 2016. “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 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 - Standard Panel Large Panel Large car-derived [21%] Pick-ups [14%] derived [4%] [36%] [26%]

Vauxhall Corsa VW Caddy Connect VW Transporter

Citroen Berlingo Mercedes-Benz Citan

FIAT Doblo

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 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 car- Standard Panel Large Panel Large car-derived [21%] Pick-ups [14%] derived [4%] [36%] [26%]

Vauxhall Corsa VW Caddy Ford Transit Connect VW Transporter 2017 Ford Transit

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 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 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 There are no factory-fitted vehicles for sale in the UK, but petrol and vans can be converted by accredited companies

Overview of LPG conversion options for the van market

Factory-fitted 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 Pre-sale conversion: vehicle is designed and built as a petrol vehicle, and is converted by the OEM or an accredited partner

LPG systems LPG before sale. All components are warrantied by the vehicle OEM. After market After-market conversion: petrol model is bought and conversion 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 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 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 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 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

Purchase price comparison between petrol and diesel van models MMRP [£] £24,000 £22,000 Petrol £20,000 Diesel £18,000 +£947 £16,000 £14,000 £12,000

£0

Van Model

AVERAGE

Fiat Doblo Fiat

Benz Citan Benz

-

VW Caddy VW Caddy C20

Vauxhall Combo Vauxhall

Citroen Berlingo Citroen

Peugeot Partner Peugeot

Fiat Fiorino Cargo Fiorino Fiat

Vauxhall Corsavan Vauxhall

VW Transporter T28 Transporter VW

Mercedes

Ford Transit Connect 220 Connect Transit Ford Ford Transit Courier Base Courier Transit Ford

Source: OEM websites and vehicle catalogues. MMRP = Manufacturer’s Mandated Retail Price (excl. VAT) 11 CO2 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 CO2 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.

Average WTW CO2 emissions across • LPG conversion could reduce average all available petrol models petrol standard- emissions -89% from 201 to 156 gCO2/km 250 -15% -86% • Using 100% BioLPG could reduce a 201 200 petrol vehicle’s emissions by 89% and 159 156 150 136 would emit 86% less CO2 than a comparable diesel vehicle on a Well-to- 100 basis 50 23

• BioLPG supply to the UK is starting in 0 CO2 Emissions [g/km] CO2 January 2018. Petrol Diesel LPG 15% 100% Bio LPG 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 70% from Hydrotreated Vegetable Oil (at 21 gCO2/MJ and 6.3 gCO2/MJ). 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 mg/km Birmingham City Council in 2017 150 EURO 6 diesel • After conversion, NOx levels were reduced to be well (125mg/km) within both the EURO 6 diesel limit of 125mg/km and 98 100 EURO 4 petrol the EURO 4 petrol limit of 110mg/km for N1 Class III 75 (110mg/km) vehicles (WLTP). 50 • The adapted test increases overall emissions due to 29 the additional high-polluting low-speed phase but showed average reductions of c.80% compared to the 0 diesel versions. TX1 LPG TX2 LPG TX2 LPG

PM – Reductions in PM exceeded expectations with average reductions of 99%

• The graph on the right shows test results for mg/km particulate matter (PM) from the WLTP emissions test EURO 6 limit for performed on the converted taxis. 5 petrol & diesel 4 (5mg/km) • PM reductions brought the converted taxis down to well under EURO 6 limits (5 mg/km) with emissions of 3 2 about 1 mg/km 1.2 1 0.7 • This represents and average 99% reduction in particulate matter compared to pre-conversion levels. 0 TX1 LPG TX2 LPG

WLTP = Worldwide harmonized Light vehicles Test Procedure, PM = Particulate Matter. 13 Source: Birmingham NOX reduction Champions project (Element Energy for Birmingham City Council, 2017) 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 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. • Government Signals are currently limited for LPG vans, with Government transport emission reduction efforts and incentives being aimed at Signals the widespread adoption of electric vehicles, leaving uncertainty for OEMs and fleets given that LPG is a low emission but internal -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 Model Low Demand many cases Availability • 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 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 3rd 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

Yearly Payback Time Payback Time Average fuel spending by powertrain Scenario 2,000 Spending* vs Diesel vs Petrol £1,714 Base LPG £1,159 5.1 years 2.8 years 1,500 £1,303 £1,165 £1,107 Alternate £1,101 3.1 years 2.5 years 1,000 LPG (-5%)

*FIAT Fiorino Cargo removed from dataset for payback time calcs. PBT was 500 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) 0 Petrol Diesel LPG (-5%) LPG

See Appendix 6 for assumptions on prices etc. 16 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 Payback Time vs Diesel [Years] Cost 15,000 20,000 25,000 30,000 35,000 40,000 [£] km km km km km km

£1,500 5.4 4.0 3.2 2.7 2.3 2.0 £1,750 7.8 5.9 4.7 3.9 3.4 2.9 £2,000 10.3 7.8 6.2 5.17 4.4 3.9 £2,250 12.8 9.6 7.7 6.4 5.5 4.8

BaseScenario LPG £2,500 15.3 11.5 9.2 7.7 6.6 5.7 £1,500 3.9 2.9 2.3 1.9 1.7 1.4

5%) £1,750

- 5.6 4.2 3.4 2.8 2.4 2.1 £2,000 7.4 5.6 4.5 3.7 3.2 2.8

£2,250 9.2 6.9 5.5 4.6 3.9 3.5

Alternate LPG Alternate Scenario ( £2,500 11.0 8.2 6.6 5.5 4.7 4.1

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 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 80,378 215,533 15,386 41,430

EURO 3 21,567 658,350 4,128 126,537

EURO 4 15,018 1,186,277 2,875 228,006

EURO 5 10,674 1,149,911 2,043 221,016

EURO 6 1,684 428,850 322 82,426 See Appendix 5 for details Total 129,321 3,638,941 24,754 699,414

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 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

24,754 • Lower-Bound: From all the petrol vans in the areas of poor AQ, it is assumed that all pre-Euro 4 vans 5,240 15,416 need to be replaced to avoid restrictions. The LPG 2,049 2,049 market is assumed to be 50% of the large car-derived van market (the remaining 50% choosing Euro 6 All Petrol EURO4-6 Non New Potential large car- Diesels LPG Vans diesel) derived 699,414

• Mid-Bound: All large car-derived diesel vans below 82,426 487,421 64,784 EURO 6 are considered addressable, and it is 64,784 assumed that LPG takes 50% market share given All Diesel EURO 6+ Non New Potential equivalent TCOs between diesel and LPG vans1 large car- Diesels LPG Vans 636,503 derived • Upper-Bound: Similar to mid-bound, but this 108,206 264,149 assumes that standard and large panel van segments can be addressed through new models introduced by 264,149 OEMs. A similar assumption of 50% LPG and 50% Sub-E6/4 Small car New Diesels Potential diesel sales applies. diesel & / Pickup LPG Vans petrol 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 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 To estimate the emission savings brought be LPG vans, assumptions have to be made regarding Euro 6 pollutant emissions

• The CO2 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).

NOx emissions on per km basis PM emissions on per km basis [mg/km] [mg/km] [mg/km] 5 502 Low 600 502 600 534 5 470 Mid 4 400 400 -83% High 3 -80% 2 200 200 1 85 70 85 100 1 0 0 0 Values used Diesel Petrol Values used in modelling in modelling Values from Equa AQ index

Diesel LPG

Equa AQ index sample size: 2 Petrol and 30 Diesel Euro 6 vans. 21 Source: http://equaindex.com/equa-lcv-index/ Although CO2 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 from LPG vans compared to emission savings and air quality improvements can be diesel vans achieved if new vans were converted petrol vans 2,422 rather than EURO 6 compliant diesel vans. [tNOx/year]

• Yearly emission savings in NOx, PM and CO2 were 594 calculated for each of the 3 uptake scenarios modelled 19 previously (shown in slide 19). Lower bound Mid bound Upper bound • Up to 2,422 tonnes of NOx and 23 tonnes of PM emissions a year could be avoided just from the vans [kgPM/year] 23,245 included in the areas of poor air quality. • In the case where increasing quantities of BioLPG are 5,701 used in the UK supply, LPG van conversions lead to 180 considerable WTW CO2 emission savings in addition to Lower bound Mid bound Upper bound the inherent air quality benefits, both compared to diesel and petrol vans. [ktCO2/year, WTW] 862 Emission savings from LPG vans compared to petrol vans 558 1,107 [ktCO /year, WTW] 137211 2 804 0.1 4 7 4 17 197 272 263 2 6 9 64 Lower bound Mid bound Upper bound Lower bound Mid bound Upper bound LPG 15%bioLPG 100%bioLPG

Assumes 22,000 km/year for all vans 22 LPG vans could provide a cleaner and cheaper alternative to petrol and diesel vans for high mileage users

Conclusions Recommendations • LPG vans have the advantage of being cleaner Increasing the share of LPG vans on the road is than diesel vans (NOx and PM), and have same technically and economically feasible today, and this

or lower CO2 emissions than petrol and diesel would provide an alternative choice to van owners (or significantly lower, if bioLPG is used). driving high mileages. The main enablers would be: • Several UK converters have already developed – Put in place policy signals to trigger supply. The Euro 6 van conversions, with costs resulting in LPG fuel duty freeze announced in the Autumn payback time lower than 5 years compared to 2017 statement is one step but not enough to diesel for, typically, usage of 25,000km/year. create the confidence that LPG is part of the • Focusing only in areas where NOx limits are government AQ strategy. exceeded, the potential LPG market size has – Evidence of post-conversion emissions. If LPG been estimated at 2,000 (lower bound) to models are brought to the UK, they will be Euro 6 260,000 vans (upper bound) – numbers well certified. However, the approach is currently above the trigger volumes OEMs need to bring aftermarket conversions, where emissions are LPG or petrol vans to the UK (200 firm orders). not re-tested. While LPG is not expected to This level of uptake can bring emission savings of increase pollutants compared to petrol, evidence

up to 2,400 tNOx/year and 23tPM/year. CO2 will be required to align with Clean Air Zone emissions savings are up to 0.8t/year (compared requirements put on other conversions. Emission to diesel) or 1.1t/year (compared to petrol vans). testing is too expensive for solution developers so • The lack of supply of petrol/LPG vans is a major a pragmatic approach would be taken, e.g. part- barrier to uptake, which is partly related to the funded testing, focus on most popular van lack of policy signals in favour of LPG. models.

23 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 Acronyms

AQ Air Quality CAZ Clean Air Zone

CO2 Carbon Dioxide DfT Department for Transport EV Electric Vehicles LPG MMRP Manufacturer’s Mandated Retail Price NEDC New European Driving Cycle NOx Nitrogen Oxides OEM Original Equipment Manufacturer (i.e. vehicle manufacturers) PBT Payback time PEMS Portable Emissions Monitoring System PHEV Plug in Hybrid PM Particulate Matter TCO Total Cost of Ownership WLTP World Harmonized Light Vehicle Test Procedure WTW Well to Wheel

25 Appendix 1 – List of petrol vans available outside of the UK

• USA • Australia – 2017 Ford Transit (Standard panel – LDV G10 Van (2 different petrol and Large Panel Van) Engines) o 3.7L Ti-VCT V6 & 3.5L – Toyota HiLux EcoBoost® V6 – Toyota HIACE (petrol) – 2017 Chevrolet Express – 2018 Chevrolet Express (Petrol • Singapore engine and LPG engine available) – Mercedes Sprinter 316 (but not – 2017 Chevrolet City Express 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 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

• 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 Above: Approved Installer Logo • Sign up to a “Code of Conduct” which includes rules Right: Map of approved on topics such as: advertising, quotations, work, installers in the UK warranties, registration, complaint handling, dispute resolution, disciplinary action and monitoring.

Accredited Conversion Kit Distributors – 2 accredited LPG systems currently available in the UK

• 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 Above: Accredited logo • Provide a two year warranty on all parts Accredited LPG Systems: • Are regularly reviewed by UKLPG and can lose their - National – Landi Accreditation if they fail to comply with the Accreditation - Prins – Prins LPG Injectors from Prins Terms and Conditions LPG system manufacturer

Note: At the time of writing VRS is expected to be added as an accredited diesel to LPG installer in 2018 27 Source: UKLPG Appendix 3 – Comparison of petrol vans available in the UK and diesel counterparts

Engine Type: Petrol Diesel Combined Combined Premium Paid Petrol engine Manufacturer / Power MRRP Cycle Fuel Power MRRP Cycle Fuel for Diesel size Size Model [PS]* [£] Consumption [PS] [£] Consumption Engine [litres] [Litres] [l/100km] [l/100km] [£] Ford Transit 1.0 100 14970 5.8 1.5 100 15620 4.4 650 Connect 220 Ford Transit 1.0 100 12295 5.3 1.5 75 12995 4.0 700 Courier Base VW Caddy C20 1.2 84 14155 6.0 2.0 75 15065 4.7 910 VW Transporter 2.0 150 22370 9.3 2.0 150 23400 6.2 1030 T28 Citroen Berlingo 1.6 95 13990 6.5 1.6 75 15040 4.3 1050

Fiat Doblo 1.4 95 13595 7.4 1.3 95 14795 5.1 1200

Fiat Fiorino Cargo 1.4 75 11765 6.9 1.3 80 12565 4.4 800 Mercedes-Benz 1.2 114 14495 6.1 1.5 90 15415 4.4 920 Citan (Long) Vauxhall Combo 1.4 95.0 14340.0 7.0 1.3 95.0 15625.0 5.1 1285 Vauxhall 1.2 70.0 11830.0 5.4 1.3 75.0 13080.0 3.8 1250 Corsavan Peugeot Partner 1.6 98.0 14520.0 6.5 1.6 75.0 15140.0 5.3 620

Source: OEM websites and vehicle catalogues. MMRP = Manufacturer’s Mandated Retail Price (excl. VAT) 28 PS = “PferdeStärke“ = Measure of (HP): 1 PS = 0.986 HP 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 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 Appendix 6 – Assumptions used in calculations

• Fuel Energy Densities: – LPG = 24.43 MJ/l – Petrol = 32.95 MJ/l – Diesel = 35.71 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