Autogas Roadmap
Autogas Roadmap
Autogas Roadmap
EN
u Lr PoG pI Ne DaUnS T Rl Yp RgO AaD sM sA P
o c i a t i o n
Autogas in Europe,
The Sustainable Alternative
An LPG Industry Roadmap
2013 Edition
ince the publication of the first edition of this Autogas Roadmap in 2008, the
Autogas sector has seen some impressive growth and a cursory look at the
number of Autogas cars in use across Europe tell us a simple story: The European driver likes Autogas.
A few examples in the years 2007-2011 the number of Autogas cars in Germany
rose from 200,000 to 455,000, in Italy from 1 million to 1,787,000, and looking outside of the EU to Turkey, now the worlds leading Autogas market, 4 out of every 10
private cars runs on Autogas. As demonstrated in this publication, the benefits of in
both environmental and economic terms of using Autogas are significant the uptake we have seen across
the continent is already saving millions of tonnes of CO2, clearing the air in our often unexpectedly polluted
urban areas, and offering millions of Euros of reductions in external costs.
There is often talk in Brussels and in national capitals of the need and the difficulty to break the duopoly of
conventional fuels, petrol and diesel, in road transport as the figures above show, the evidence from our
sector is that not only is this possible but that it is happening right now. However, both the Autogas sector
and policy-makers must acknowledge that there is much further work to be done if Autogas is to fulfil its
potential of accounting for 10% of the passenger car fuel mix by 2020.
The European Autogas sector is committed to continued investment in its product, its network, and its people in order to maximise the opportunity of spreading Autogas to as many of Europes citizens as possible.
Although Autogas is by far Europes leading alternative fuel, with more than 40.000 filling stations across the
continent, there are still areas where development of this network is in its early stages. If we take the example
of Spain: In 2007, there were only 32 dispensing points in the entire country. However, after significant investment from the local Autogas industry working in partnership with other stakeholders, this number has risen
to more than 470 in just 5 years, and by 2014 will reach around 750. This is just one example- there have been
similar investments made in a number of countries across Europe, which until recently had few Autogas cars
and stations - Greece, Serbia and Ukraine all fall into this category.
Such commitments and investments made by the Autogas sector require public policy that offers both the
right signals to stakeholders, and the immediate incentives for consumers. The policy-makers toolbox in
section 5 of this publication details a number of measures which European, national and local policy-makers
can make use to further stimulate uptake of Autogas. While there is no doubt that appropriate excise duty,
not just for Autogas but for all alternative fuels, should be a cornerstone of alternative fuels strategy, there
are many other incentives which can be applied to facilitate the move away from more polluting and high
carbon conventional fuels.
This combination of the right public policies along with commitments and investments on the part of the
Autogas sector can continue to transform the potential of Autogas into reality. To this end, AEGPL and its
members look forward to strengthening cooperation with stakeholders across Europe.
Anyka - Fotolia.com
Table of Contents
03
Executive Summary
07
08
11
2.1 Cleaner fuel for a greener Europe: Autogas as the eco-friendly option
2.2 Autogas as a weapon against climate change
2.3 Autogas as part of a more secure European energy mix
2.4 Autogas as an economic alternative
2.5 Autogas as a part of Europes socio-economic fabric
11
13
15
20
23
25
25
26
27
27
31
33
34
34
Conclusions 39
godfer - Fotolia.com
Executive summary
The European Autogas industry is looking to the future.
Autogas, the commonly used term to describe Liquefied
Petroleum Gas1 (LPG) used as an automotive fuel, is poised
to play a larger role in the European road transport fuel mix,
particularly as regards use in passenger cars.
Autogas, already Europes most widely used alternative
fuel, offers a series of specific advantages. Its particular
characteristics, both as a fuel and an industry, make it
ideally suited to the contemporary energy and environmental paradigm, in which Europe faces the challenge
of balancing the diverse imperatives of security, sustainability and competitiveness.
As an environmentally friendly and economical fuel,
Autogas can help keep Europes citizens moving while minimizing the impact of transport on human health and the
natural environment. This contribution of attributes makes
it an obvious alternative as part of a diverse and sustainable
energy mix.
Autogas already powers over 10 million vehicles across
Europe*, representing close to 4% of the overall European
passenger car fleet and playing a substantial role in
numerous countries. However, due to its heterogeneous
emergence and development, the European market
remains fragmented and characterized by a high degree
of un-exploited potential. Successful development in a
number of national markets, both in Europe and around
the globe, demonstrates that given the necessary
commitment on the part of the sector and public policymakers, Autogas can emerge as a key element of the
energy portfolio, yielding considerable environmental and
socio-economic benefits.
Iurii #12514000
10
monregard - Fotolia.com
PM emissions
11
Auto-Oil II Programme
The report highlights no less than 16 specific
advantages of Autogas, including:
R
elatively high octane number provides room
for increases in the compression ratio and fuel
efficiency of dedicated engines;
A
utogas has lower particulate emissions and
lower noise levels relatives to diesel, making it
more attractive in urban areas;
Its low emissions have low greenhouse gas effect
and low NOx precursors;
It contains negligible toxic components;
It has very low sulphur levels giving rise to
insignificant sulphur dioxide emissions;
A
utogas offers a series of comparative advantages
as regards non-regulated pollutants:
--
PAH (polycyclic aromatic hydrocarbons) and
aldehyde (formaldehyde, acetaldehyde, acrolein)
emissions are much lower than diesel-fuelled
vehicles;
--
Benzene, Toluene, Xylene (BTX) emissions are
lower than petrol-fuelled vehicles;
--Summer smog formation potential is lower than
that of petrol.
12
Pollutant
PM.
PM
O
NO
SO
CO
Pb
Hydrocarbons
Have a carcinogenic
effect, especially on
lungs. Inflammation of
the eye and coughing.
SO2
Attackes nose, throat
and lungs
Particulates
Act as vehicles of
diseases for other
pollutants and can
penetrate the lungs
and affect the heart
NO2
Attacks certain
immunizing cells, giving
the way for bacterial
and viral infections.
Sleepiness, dizziness
and vomiting.
Potential solutions:
Which ones, when, and at what cost?
It is encouraging to observe the steps taken by the EU to address concerns over emissions from conventionally-fuelled vehicles and their impact on public health and the environment.
A considerable reduction in NOx emissions from
diesel vehicles is necessary to improve air quality and
comply with limit values for air pollution.10
European Commission
Autogas:
the immediately available clean alternative
As outlined above, Autogas, by virtue of its simple molecular structure, is an inherently clean alternative. While the
development of legislation designed to reduce the impact
of conventionally fuelled vehicles on human health and
the environment is commendable, it will inevitably take
time before its impact can be observed.
Black Carbon and Climate Change
In January 2013, a landmark study by the Journal
Geophysical Research Atmospheres published
findings that black carbon, commonly know as
soot, accounts for more than twice the climate
impact than previously thought, second only
to carbon-dioxide. Furthermore, it noted that
reduction of such emissions, which are caused by
diesel engines, wood and coal burning, would have
the added benefit of immediately slowing down
warming and improving public health.
Co-lead author Tami Bond from the University
of Illinois at Urbana-Champaign stated Policy
makers, like the Climate and Clean Air Coalition,
are talking about ways to slow global warming by
reducing black carbon emissions. This study shows
that this is a viable option for some black carbon
sources and since black carbon is short-lived, the
impacts would be noticed immediately
13
These measures must be rapidly conceived and implemented if they are to be of optimal effectiveness.
Furthermore, Autogas, (propane/butane) is not considered by the International Panel on Climate Change (IPPC)13
as a greenhouse gas.
12 JEC Well-to-Wheels study Version 3, year 2008, assessment of a wide range of automotive fuels and powertrains relevant to Europe in 2010 and beyond: http://ies.jrc.ec.europa.eu/WTW
13 IPPC website: http://www.ipcc.ch/.
14 European Parliament resolution of 24 October 2007 on the Community Strategy to reduce CO2 emissions from passenger cars and light-commercial vehicles.
15 In response to a 2005 finding that a vast expanse of western Siberia is undergoing an unprecedented thaw that could dramatically increase the rate of global warming.
16 Calculation assumes emissions of 201 g/km for an average car in traffic in 2007 (source EEA), calculation made with a CO2 offset of 12% per car, with a mileage of 16.000 km/annum.
17 On the basis of the agreement reached in December 2008 by the European Council and Parliament on a regulation setting emission performance standards for new passenger cars , in the case
of bi-fuelled vehicles (petrol/gas), Member States shall use only the figure measured for gas.
14
Overreliance on any one fuel constitutes a strategic weakness. This problem is exacerbated by the fact that the global
80
60
40
20
Diesel
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
2002
2001
Petrol
Source: EEA, Monitoring CO2 emissions from new passenger cars in the EU, Summary
of data for 2012
By sheer virtue of its immediate availability as an alternative fuel option, Autogas contributes to the diversification
of the European fuel portfolio. Even more importantly, the
particular attributes of the product and the industry make
it perfectly suited to enhancing Europes energy security.
2000
diesel supply does not always grow at a rate commensurate with demand, making it subject to frequent and
volatile increases in price.
percentage
15
Diverse origins
As outlined above, Autogas is in fact LPG used as a vehicle fuel. Characterized by a highly fluid trading system, the
contemporary LPG market is truly globalized. Indeed, LPG
scores nearly twice as high as both petrol and diesel on the
OECDs Trade Openness Index18. In this context, the global
surplus of LPG constitutes an opportunity to re-balance the
European road fuel mix, particularly in the context of concerns over increasing EU dependency on diesel imports.
300
250
200
150
100
50
Refining
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Gas
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16
250
200
150
100
50
0
2005
2008
2009
2010
2011
Americas
Africa
Europe / CIS
Middle East
2012
2013
2015
2017
East of Suez
17
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Neither this publication nor any part of it may be reproduced, stored in a retrieval system, or transmitted in any form or by any means; electronic, mechanical, photocopying, recording or otherwise, without the prior permission of the World LP Gas Association. All information in this publication is verified to the best of the authors ability. However, the World LP Gas Association does not accept resp
18
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19
20
photo dingo
As of
1/01/2010
As of
1/01/201219
As of
1/01/201419
Unleaded
petrol
/1000l
359
359
359
380
Diesel
/1000l
302
330
359
380
LPG
/ Tonne
125
125
125
125
21
Figure 13: An overview of average pump prices in /l (VAT & excise duty included) in a selection of European countries in April 2013
1.31
1.34
1.73
1.69
1.38
1.36
0.75
1.59
1.55
1.77
1.44
0.75
1.61
1.68
1.59
1.39
0.89
1.40
1.24
0.62
1.64
1.41
0.78
1.41
1.35
0.68
1.68
1.45
1.63
1.44
0.76
1.65
1.44
0.67
1.42
1.40
0.69
1.41
1.39
1.77
1.67
0.82
1.46
1.37
0.77
1.38
1.33
0.58
1.36
1.35
0.61
1.46
1.47
0.90
1.51
1.38
0.79
1.51
1.41
0.73
1.30
1.33
0.68
1.34
1.34
0.63
1.73
1.41
1.51
1.40
1.42
1.43
22
Average prices on 17
countries
Autogas relative to
petrol and diesel:
Petrol
Diesel
LPG
PETROL
DIESEL
AUTOGAS
48%
1.53
1.43
0.73
20 Relevant examples include initiatives by the German LPG Association (http://www. autogastanken.de) and the Italian Gaseous Fuel Feeding Systems Association (http://www.ecogas.it).
23
24
Turkey: Autogas accounts for 40% of the fuel mix of privately-owned cars.
In those national markets in which Autogas is wellestablished, public policy makers - in cooperation with the
Autogas industry - have played an important role in stimulating and maintaining the momentum needed to drive
the sector. This growth is the consequence of a virtuous
cycle wherein decision-makers guide citizens down a
beneficial policy pathway by stimulating the growth of the
market. This yields socio-economic benefits which reinforce
the validity of the original policy.
1,500,000
1,000,000
500,000
0
2005
2006
2007
2008
2009
Turkey
Italy
Poland
Germany
2010
2011
21 R
eport, Market Development of Alternative fuels, 2003, DG Energy & Transport,
European Commission.
25
Number of
Vehicles
Number of
dispensing sites
Turkey
Poland
South Korea
Italy
India
Russian Federation
Ukraine
Thailand
Serbia
Australia
3,335,000
2,477,000
2,455,112
1,787,000
1,714,440
1,400,000
1,300,000
843,450
550,000
513,562
9,419
5,700
1,910
2,955
1,090
4,500
2,422
900
500
3,703
Source: WLPGA
26
Customer demand
Corporate image
Public
perception/demand
Fuel price
differentiation/
capital grants
Fuel
Suppliers
Automotive
Industry
Infrastructure
investment
Long-term
Policy stability
Public Authorities can play an essential role as a catalyst in this process, providing incentives to encourage
citizens to take up alternative fuels such as Autogas.
They can also contribute through the establishment of a
clear and long-term regulatory framework that gives fuel
suppliers and the automotive industry22 the stability they
need in order to invest in this technology with confidence.
An optimal exploitation of this phenomenon can only be
achieved if it is pursued on a European scale. As noted in
the 2013 European Commission Communication on the
deployment of alternative fuels, Initatives to support
alternative transport fuels exist at both EU and national
level but a coherent and stable overarching strategy
with an investment friendly regulatory framework
needs to be put in place.23
Through a concerted effort by policy-makers and the
European Autogas industry, the shift from a fragmented
collection of national markets to a cohesive and dynamic
European sector can be achieved.
22 This includes not only car manufacturers but also vehicle dealers as well as producers
and installers of Autogas conversion kits.
23 European Commission Communication Com(2013)17 on the Clean power for transport
A European alternative fuels strategy
24 CARS 21 High level group, Final report on the Competitiveness and Sustainable Growth of the Automotive Industry in the European Union (June 2012)
27
In an effort to better understand and quantify the potential benefits that would stem from a greater penetration
of Autogas, AEGPL commissioned a study by the research
group Transport & Mobility Leuven (TML). Having already
carried out numerous studies on transport and energy on behalf of the European Commission, TML
is particularly well-placed to analyse the potential
impact of the emergence of Autogas as a more significant player in Europes road transport fuel mix.
The TREMOVE model demonstrates the potential of Autogas to reduce cumulative overall tailpipe emissions until
2020 - 314 million tonnes of avoided CO2 emissions and
11,000 tonnes of avoided Particulate Matter emissions along with the associated damages and subsequent costs.
Moreover, TM Leuvens analysis projects a further savings of
35 million tonnes of CO2 once well-to-tank emissions are
taken into account.
Figure 18: Reduction of cumulative tank-to-wheel emissions during
the period of 2007 to 2020 in comparison to the baseline scenario
and associated savings
Pollutants
emissions
Tonnes of
emissions
saved
Savings for
Society
(in millions
of Euros)26
CO
952,719
HC
111,688
254
NOx
337,363
3,910
PM
11,109
834
CO2
314,806,613
13,813
Impacts 25
Premature mortality
Heart/lung cancer
Respiratory infections
Allergies
Dizziness
Headaches
Climate Change
25 The World Health Organization (WHO) has extensively documented the health impacts key pollutant emissions on human health: http://www.who.int/mediacentre/factsheets/fs313/en/index.html.
26 External cost assumptions based on CAF (Clean Air for Europe) Data From DG Environment of the European Commission: http://ec.europa.eu/environment/archives/cafe/general/keydocs.htm.
28
14 %
Autogas vision scenario
12
10
8
6
4
2
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
Figure 20: Projected saving stemming from wider use of Autogas in the road transport mix
0
-50,000,000
-2,000,000,000
-100,000,000
-4,000,000,000
-6,000,000,000
-150,000,000
-8,000,000,000
-200,000,000
-10,000,000,000
-250,000,000
-12,000,000,000
-300,000,000
-350,000,000
-400,000,000
-14,000,000,000
Cumulative avoided
external costs
Cumulative avoided
CO2 emissions
-16,000,000,000
-18,000,000,000
-450,000,000
-20,000,000,000
Source: TM Leuven , 2008
29
30
Associated health impacts translate into a significant burden, not only for those directly afflicted, but for governments, tax-paying citizens and society at large. The World
Health Organization (WHO) notes that young children and
the elderly are particularly vulnerable.
27 http://reports.eea.europa.eu/eea_report_2007_1/en/eea_report_1_2007.pdf.
28 To WHO guideline limits (established in 1999): PM2.5: 10g/m3 annual mean, 25g/m3
24-hour mean; PM10: 20g/m3 annual mean, 50g/m3 24-hour mean.
29 EEA Air quality in Europe 2012 report
30 EEA Every breath we take 2013
31
Figure 22: Passenger cars not complying with Euro 5 or 6 standards circulating in Europe
350
250
200
150
100
2020
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
50
2007
300
31 As projected in the Blue scenario, presented in the International Energy Agencys Energy Technology Perspectives 2008.
32
- Fotolia.com
- Fotolia.com
33
34
Renault/Dacia
32 A typical conversion from petrol to Autogas currently costs between 1,000-3,000, depending on the country.
35
I-stock
A policy-makers toolbox:
Continued application of low or zero excise duty on
Autogas a provision already foreseen in the EUs energy
taxation Directive 2003/96/EC. Any limited reduction in
excise revenue is compensated in the form of a reduction of external costs stemming from the low impact of
Autogas on the environment and public health compared
to conventional fuels. Moreover, overall excise intake can
be easily rebalanced with a fractional increase in the duty
applied to conventional fuels, which would continue to
represent the bulk of the overall fuel mix.
Direct subsidies to cover the cost of equipping a vehicle with an Autogas system, whether at the moment of
purchase or as a retrofit. Such incentives are already in
place in some EU states and in numerous countries around
the world and have proved highly effective. Another
approach is to grant an equivalent reduction on income
tax for citizens switching to Autogas.
As part of its 2008 package on Climate Change Policy,
the European Commission announced its intention to
allow for enhanced flexibility on the use of state-aid
as support for measures favouring environmental
protection or tackling climate change. The provision
of state-aid to regions or cities wishing to encourage
36
37
Figure 23: Non-exhaustive Overview of measures through which policy-makers can promote the use of Autogas and by extension a cleaner, more
secure road transport fuel mix for Europe
Actor
Domain
Action
Continued recognition of the status of Autogas as a clean, lower-carbon alternative;
EU Policy-Makers
Taxation/Fiscal Incentives
Technical/R&D
Support and coordinate R&D efforts aiming to optimize gaseous fuel technology in
Europe.
Inform citizens of the potential of gaseous fuels to rapidly improve urban air quality;
Evaluate growth potential of Autogas within the national fuel mix;
Encouraging use of gaseous alternative fuels through green public procurement.
Apply excise duties reflecting environmental advantages of Autogas;
Offer incentives to citizens purchasing Autogas vehicles/retrofit kits ;
National/Local
Policy-Makers
Base vehicle registration taxes on well-to-wheel analysis of pollutant and CO2 emisTaxation/Fiscal Incentives
sions;
Grant incentives such as reduction of parking fees and congestion charges to Autogas
drivers;
Grant tax benefits to Autogas operators investing in infrastructure development.
Ensure that national type-approval legislation is consistent with UNECE Regulation 115;
Technical/R&D
Facilitate placement of Autogas filling stations in urban areas by ensuring that safety
38
Conclusions
ever before have the qualities of Autogas been so closely aligned with the needs of European citizens
and policy-makers. In order to meet the diverse challenges associated with pursuing sustainability,
security and competitiveness, Europe will need to rely on a wide range of energy solutions and make
intelligent use of resources by employing each available energy where it is most effective. Autogas, automatically
produced during production of natural gas and oil, is a readily available resource that can and should be used to
help Europe meet its energy needs. In this context, it is essential to move the passenger car fuel sector beyond
the conventional dichotomy of diesel or petrol, towards a more diverse and flexible system.
Autogas, already Europes leading alternative fuel, is prepared to enhance its contribution. The Autogas vision
presented in this document foresees a future in which Autogas meets 10% of Europes road transport needs by 2020.
This will yield positive and significant social and economic benefits for European society that are worth
recalling:
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a s s o c i a t i o n
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