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LIFE'S
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Gas-fuelled vehicles have been around for many years now, and it is estimated that there are some 30,000 running on gas or other alternative fuels. They are popular with local authorities in urban areas because there are air quality benefits in reduced particulates, as well as nitrogen oxide, benzene and sulphur when compared to petrol or diesel.
Despite lower fuel costs, most van and truck operators have remained loyal to diesel. It is not hard to see why: the capital cost of gas-fuelled vans and trucks is higher and a scattered network of filling stations has meant gas was suitable only for operations whose vehicles return to base each night—and with a large enough fleet to justify the cost of installing a gas bunkering facility.
These can range from a few thousand pounds for a LPG tank to £15,00o plus for an LNG or CNG installation.
Now, however, LPG is available from 1,20o forecourts, including BP, Esso, Shell and Total stations. Malcolm Pratt, of converters Power Torque Conversions, believes 1,80o is the magic number required for true nationwide coverage.
The government has played its role with the Powershift grant programme and by freezing duty levels on gas fuels. LPG gas costs around 38p/lit at the pumps, and 24p/lit or less when bunkered. Not all of this is translated into direct mpg savings, though. The calorific value of gas is less than petrol or diesel so fuel economy is worse, especially compared with diesel. Ford, for example. says its Transit LPG achieves i9mpg on the standard Euro cycle fuel economy test, compared with 33mpg on diesel.
Powershift will grant up to 70% towards the extra cost of the equipment on vehicles up to 3.5 tonnes gross, and 75% on heavier trucks.
Vehicles are grouped into bands, dependent on the levels of emissions reductions they receive. Band 4 vehicles are the cleanest and to qualify, vehicles must achieve emissions at least 40% cleaner than Euro-4 on vehicles up to 3.5 tonnes, and match Euro-5 emissions levels on heavier trucks.
The downside to all this favourable treatment is current nervousness about Treasury plans beyond 2004. That is when both the current Powershift programme and the commitment to freeze duty expires. The government has stated that it is committed to encouraging cleaner vehicles but, unlike Germany—which has pledged to maintain the tax advantages until 2009—it has so far not
,4 ,4. • made any further medium-term
,. commitments to encourage take-up.
Without Powershift, the economic case for gas-fuelled HGVs evaporates because the add-on costs are so great. Manufacturers believe the sums for LPG-fuelled vans still add up if operators have to pay the conversion cost, and even if there is a considerable hike in duty to erode the running cost advantages of gas and LPG-fuelled vans.
The London Lorry Ban, and the introduction of the London congestion charge, have created a surge of interest in LPG and LNG vehicles from operators delivering into London. Vehicles in Powershift's Band 4 category are exempt from the £5 congestion charge—a fee which, for vehicles going into London five days a week, adds up to £1,250 a year. ..
• Mercedes-Benz expects to sell 500 factory-built LPG and CNC Sprinter vans in the UK this year. Models range from 2.6 to 4.6 tonnes, including chassis cabs. There are two tank sizes: 88 litres and 76 litres. The 88-litre tank Is located In the load space, and the smaller 76-litre tank is in the spare wheel carrier.
Ford offers an LPG version of the Transit using a Necam electronic gas Injection system. The twin fuel tanks are stored under the floor behind the rear axle. The 2.3-litre hi-fuel engine delivers 76hp and 185Nm torque. Transit LPG models range from 2.6 to 3.5 tonnes In SWB, LWB and chassiscab versions. A version for the Transit Connect, based on the 1.8 Duratec petrol engine, is planned for the summer. of its Astra and Combo vans since 1999, based on the 1.6-litre 8-valve petrol engine. Like Mercedes-Benz, it puts the gas tank In the area occupied by the spare wheel carrier. The tank, including gas, weighs around 82kg, and is equivalent to an 11-gallon fuel tank. Its working range is around 350 miles, says Vauxhall. Pressure checks and more frequent filter replacements are the main additional servicing costs.
LDV has offered LPG versions of the Convoy since 2001, which are popular with local authority fleets—Swindon Borough Council has Just ordered another 41 vehicles with a range of bodywork from dropsiders to minibuses. The older 2.0-litre engine means the vehicle can only qualify for Powershlft Band 2, earning a 30% grant. WV adds another 1600 carrot through a dealer incentive scheme.
Iveco and Mercedes both offer natural gas van conversions. MercedesBenz CNG Sprinters are classified as vans, so qualify for the 70% grant. Iveco's CNG Daily is classified as a fight truck rather than a van, meeting Euro-5 emissions levels, so it qualifies for a 75% Powershifit grant towards the £4000 additional cost.
There are 10 CNG Daily models, from 3.0 to 6.5 tonnes. The range is up to 170 miles, depending on fuel tank capacity, which ranges from 180 to 240 litres. The 2.8-litre gas engine produces 105hp at 3,800rpm, and 220Nm torque at 2,200 rpm.
Citroen plans to Introduce a new LPG version of the Berlingo later this year.