Only Autobahn with Autogas? Car manufacturers fail to run LPG in the UK, but in Germany amongst the greenest drives says environmental group.

2011 Volkswagen Eco up! (01)
2011 Volkswagen Eco up! (01) (Photo credit: Georg Sander (GS1311))

Only Autobahn with Autogas?

LPG is currently greener than petrol says a German environmental lobby group, but car manufacturers dumped the UK for this technology.Report by Daniel Zylbersztajn,
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LPG, Liquid Petroleum Gas powered cars can save their owners a lot of costs on fuel, but they seem to have become rather rare in the UK. This is because vehicles that run on LPG are no longer sold directly through car manufacturers in the UK. The only alternative is to convert a petrol run car privately.
 
This differs from the situation in countries like Germany and Italy. Not only are new LPG-powered vehicles sold there straight from factory, but LPG has recently been praised by the German environmental think-tank VCD (Verkehrsclub Deutschland e.V. ) that lobbies on ecological transport policy.Every year VCD sets up a rank-table of the most environmentally sound cars. This year they elected three LPG-powered models by the Volkswagen Group as their shared 2013 /2014 annual winners, alongside another winner the hybrid Toyota Prius. This is because the models VW Eco Up!, Seat Mii Ecofuel, and Skoda Citigo Green tec – all not sold in the UK – have a CO2 rating of only 79mg /per kilometre. That is very low compared, to most other carbon fuelled vehicles, unless they are hybrids or electric.
 
The VW-Group states that the reason why they do not sell these cars in the U.K, is because of an insufficient fuelling infrastructure in Britain. But the government disagrees. The Department of Transport (DfT) issued a statement insisting that Britain has a core infrastructure in place to ensure motorists are within easy reach of a filling station that stocks LPG. They further highlight that LPG continues to enjoy favourable duty rates.

Mike Chapman a spokesperson and manager of the British LPG trade association UK-LPG agrees with the DfT. He says that as far as he knows, the amount of LPG fuelling stations per area are in fact higher than in other European countries. Instead Chapman reckons that the reasons for the VW-Group and others to keep LPG vehicles off Great Britain’s roads are due to the UK being a rather small market compared to other European countries, and crucially he adds because the reduced fuel duty on LPG is no longer fixed and guaranteed for longer periods. UK-LPG concludes that the net-effect of this is that car manufacturers see Britain as a country too risky for LPG-powered cars, because they would have to invest in the re-fitting of garages and training of staff in LPG-technology. “The situation is however absurd,!” complains Chapman.

 
“You have LPG powered cars, like a model by Ford manufactured in the UK, only to bypass the British market and to be directly exported to continental Europe.”
 
In ‘efficient Germany’ on the other hand LPG has become very popular, especially amongst those who rely heavily on cars or amongst businesses who own a fleet. The main factor for this popularity is not environmentally driven, but due to economics. LPG, which also enjoys a reduced fuel duty in Germany yields huge savings on fuel spending, compared to any of the conventional fuels available such as diesel or petrol.As to LPGs environmental credentials, which made the VW-Group’s three cars winners of the VCD’s league table, Anja Smetanin, the VCD spokeswoman explains, that what really turns it around for LPG in terms of its environmental impact, is, that “toxic small particle emissions are hardly an issue here”.VCD advises, that LPG is currently preferable to Benzine, because exhaust filter systems that will limit Benzine’s pollutants are only coming into place by September 2014, along with the forthcoming Euro 6 emission norm. Up until now, Benzine-powered cars did not require, unlike cars with Diesel engines, sophisticated exhaust filters that significantly reduce cancer causing air-borne pollutants.

With LPG, they say, there is always an approximate 10% percent reduction of C02 and a reduction of the highly carcinogenic Arene (aromatic hydrocarbon), compared to benzine driven cars. But at the same time VCD admits, that the benefits are not completely straightforward as the advantages only telly up against petrol driven cars. Compared with Diesel and CNG-powered (natural gas) cars, LPG actually yields higher CO2 emissions. However VW produces the same vehicles with any gas, be they LPG, or the stated cleaner CNG and Biogas (ethanol) engines, the later being regarded by some as environmentally deficient, because Biogas crops compete with food crops.

Still, even compared to most Diesel-powered engines the new VW-Group LPG engines are low in CO2 by any means, with their 79 mg / km emissions, except for London, where they fail the test of newer strict CO2 limits for any exemption on the congestion charge in London, set to a maximum level of 75mg/km, which would make less interesting to fleet owners there and keeps electric and hybrid engines ahead of the game.

But VCD say that in spite of the zero emission advantage electric cars have, they currently do not, and they emphasize the word ‘yet’, advise customers to go mad on electric cars. Says Anja Smetanin in Berlin:

Electric cars are still too expensive and their reach is still too limited. We also find the data given about them quite unreliable, as the energy consumption rises hugely in the cold months, with a much reduced reach as a consequence.”

So for the time being VCD give LPG the green light, and they add “ this counts as long as the production of LPG does not involve any fracking, which remains forbidden in Germany due to what they say is its negative environmental impact.”

 

Last month London was hosting the World LPG Forum. The retailer Autogas (co-owned by Calor and Shell) was busy to attempt to promote the environmental credentials. But it remains to be seen if this had a favourable effect for the reintroduction of the technology in new cars in Britain. Fleet owners, curious to take on the advantage of promised savings, will be watching developments carefully.

London kann mit dem Ende des traditionellen Londoner Taxis aufatmen | End of London ‘Black Cab’ is a breath of fresh air for London

English: London black cab (Hackney carriage) C...

Link to original article:   Der Londoner Wendekreis

Link zum Orginal in der Sonntaz: Der Londoner Wendekreis

Als es bekannt wurde dass Manganese Bronze, der Hersteller des traditionellen Londoner‘black cabs’ bankrott sei, bedauerten es viele. Nur wer sich wirklich mit London auskannte, wusste, dass es ein gutes Omen war.  Die schwarzen Taxen sind bisher ein schwarzer Fleck für die Gesundheit der Londoner. Was nicht im Taztext steht:

  • Manganese Bronze und die London Taxi Internationals Firma wechselten mehrmals Besitzter und Teilhaber. Am Ende war die chinesische Firma Geely einer der Hauptteilhaber
  • Die Welt der Londoner pferdegezogenen Droschken kurz vor den motrorisierten Taxen kann man am besten (aus Pferdesicht) in Anna Sewells’ Roman ‘ Black Beauty’ nachlesen oder dessen Verfilmungen nachsehen.
  • Zu andere Maßnahmen des Bürgermeisters die Taxiluftverschmutzung zu reduzieren gehören (lautder  TfL “Strategie für saubere Luft in London”):  Bestimmte Reifen und Gangschaltungen, die sich weniger abnutzen, Ökologisches Fahrtraining aller neuen Fahrer (Option für bereits zugelassene), Anregung den Motor  im Stand auszuschalten.  Management der Warteschlangen an Bahnhöfen und Flughafen (insb. Heathrow) durch “taxi-marshals”
  • Schwerste Dieselmotoren: Die Taxen der TX Serie waren zuerst ein Nissan Motor. Später war es ein Ford Transit Motor, sowie ein Chrysler Diesel Motor wie in Jeeps (VM Motori R 425 DOHC Diesel , Chrysler 545RFE, und Eaton FSO 2405.Bereits 1989 gab es ein alternatives ‘moderneres’ Taxi, nämlich das Metrocab.  Die Firma wechselte zweimal die Besitzer und die Herstellung war unter anderem für 14 Monate unterbrochen.  2006 wurde die Herstellung entgültig eingestellt.
  • Es besteht die geringe Möglichkeit, dass verschiedene Firmen Manganese Bronze aufkaufen werden und beschließen die Herstellung wieder aufzunehmen.  Es ist allerdings fraglich, ob die Firma trotz des Ikonenstatus des Taxis, mit den für heutige Londoner Umweltverhältnisse untauglichen Motoren gegen die Taxen von Nissan und Mercedes ankommen könnten.  Allerdings werden bis 2027 für die bestehenden Taxen der TX  Ersatzteile gebraucht werden.
  • Ein von mir geschriebenes Profil zweier Taxifahrer erschien in der Taz im August:https://dzx2.net/2012/08/03/die-tageszeitung-taz-die-meisten-kunden-sind-exzentriker-most-customers-are-excentrics/
When Manganese Bronze, the company that manufactured the London black cab TX4, most newspaper articles, even those appearing in British papers, failed to question, whether beyond its iconic looks, the taxis the company produced were worth saving.   In an euphoria of sorrowful commentary it was in some of the readers comments that one could read about issues with fuel efficiency, exhaust emissions and the noise these vehicles created.  My article in the Sonntaz, the Sunday magazine supplement of the Taz newspaper discusses, if the demise of Manganese Bronze as producer of the London Black Cab was in deed ‘bad news’ for London.  The taxi’s iconic status acknowledged, the TX Series with its heavy Diesel engines (Ford Transit and Jeep based) actually means that these Taxis constitute 1/3 of the NOx London air pollution (even today).  I speak to one of the partners involved in the design of a new hybrid hydrogen / electric taxi for London, the general secretary of the largest organisation representing cab drivers, those who mange the transport infrastructure in London, London politicians and environmentalists.  The results indicate clearly, the TX cab although traditional in design and loved by many because of that, should since a long time have been radically modernised.  Those steps taken by the company alongside an alternative energy consortium proved too slow to save the taxi and the company.

  • Drivers View: Earlier in August 2012 I published in the Taz (Olympic supplement) a profile of two London black cab drivers,  known as London cabbies:  https://dzx2.net/2012/08/03/die-tageszeitung-taz-die-meisten-kunden-sind-exzentriker-most-customers-are-excentrics/
  • Not included in text: I also spoke with UNITE representing the workers of Manganese Bronze in Coventry and the London Cycling campaign.  Their responses are noted here:  UNITE: “The London taxi is iconic and the staff who build them are highly skilled. The black cab is part of Britain’s car manufacturing heritage and we expect the company and the administrators to do everything possible to secure the future of this Coventrybased company. Unite has met with the senior management today and the union has pledged to assist staff and the company to support a swift resolution to the current funding gap. Manganese Bronze is the last car manufacturer left in Coventry. If it becomes necessary the government should step in to support the company and protect the highly skilled workforce.”  London Cycling Campaign (Gerhard Weiss LCC): “Black cabs are very common in central London. Because they are allowed, like cyclists, to use bus lanes and need to stop frequently on the kerbside there is potential conflict with cyclists that’s a problem. Black cabs also contribute to air pollution which affects cyclists and pedestrians. However, I don’t think either of these issues is related to the cab manufacturer and both could be tackled with better regulation. Clearly zero emission vehicles would be ideal and should be feasible these days.”
  • An English translation can be ordered on request and for publication purposes only.