Dr. Vadim Donchenko Scientific and Research Institute of Motor Transport (NIIAT) Russian Federation

Commonwealth of Independent States (CIS)

Overview of the CIS states Country Territory, thousand km 2 Population, million people GDP, billion $ Vehicle fleet, thousand units Armenia 29,73,27,6229,8 Belarus 207,69,7(2006)22,9 (2004)2600 (2004) Azerbaijan 86,18,5 (2006)59,7 (2006)585,9 Georgia 69,74,4 (2005)17,9 (2006)328,4 Kazakhstan 2669,815,4 ( )143,1 (2006)>2000 Kyrgyzstan 191,35,2 (2006)10,7 (2006)275,2 (2005) Moldova 33,44,3 ( )2,9 (2005)489,4 (2006) Russia 17098,2143 ( )1761 (2011)42716 (2011) Turkmenistan 488,16,8 ( )42,8 (2006)336,4 (2004) Tajikistan 142,77,1 ( )9,5 (2006)300,0 (2004) Uzbekistan 425,426,5 (2006)55,751196,7 (2006) Ukraine 603,746,5 ( )355,8 (2006)6000,0 (2005) Parameter

Dynamics of the main motor transport activity parameters in Russian Federation Parameter Freight volume, million tons Cargo turnover, billion tons*km 159,9167,2173,2182,1193,6198,8205,9215,5180,1199,2222,8 Passenger transportation volume, million people Passenger turnover, billion passengers*km 155,1150,1138,6129,6137,7134,7148,0150,

Russian vehicle fleet dynamics

Age structure of the Russian car fleet Less than 5 years From 5 to 10 years More than 10 years

7 AGE STRUCTURE OF TRUCK FLEET IN RUSSIA AGE STRUCTURE OF BUS FLEET IN RUSSIA Less than 5 years From 5 to 10 years More than 10 years Less than 5 years From 5 to 10 years More than 10 years

Motor vehicle industry in CIS countries

Environmental, health-related and economical impacts of fuel quality Fuel quality Efficiency of exhaust gases after- treatment systems Additional expenses on exhaust gases after- treatment systems repair and maintenance Negative environmental impact S, additives S, PA CO, CH, NO х, C Impossibility of use of motor vehicles with high environmental performances

10 НССОNOxPM Reduced Sulfur 0003/1 в Increased Cetane Number 3/0 а 20 Reduced Total Aromatics 002с2с 0 Reduced Polyaromatics 202с2с 3а3а Reduced Density 3223а3а Reduced Т Influence of diesel fuel performances on harmful substances emission а – effect disappears on low emission engines в – smaller effects are observed with low sulfur levels с – polyaromatics are expected to give a bigger reduction than mono aromatics 3 – large effect 2 – small effect 1 – very small effect 0 – no effect Source: DieselNet

11 Negative impact of S on exhaust gases after-treatment systems After-treatment technology S influence mechanism Oxidizing catalyst SO 2 is oxidized to SO 3, and blocked working surface of catalyst Accumulation-reducing neutralizer Soot filter Sulphates (particles) clog filter and prevent its regeneration EGR - system H 2 SO 4 is formed in the system, then get in other engine units and cause rapid corrosion Selective catalytic reduction system (SCR) Sulphur compounds deposit in oxidizing catalyst and blocked its working surface

Some problems which define negative environmental and health impacts of motor transport in Russia -Inconsistence between motor fleet growth and development of road infrastructure, resulting in traffic congestion; -Shortcomings in traffic engineering and control, lack of parking policy in cities; -Lack of public transport financing, insufficient quality of its services; -Insufficient rate of vehicle fleet renewal and suboptimal structure of the fleet (mainly concerns truck and bus fleet); -Insufficient quality of produced and retailed motor fuels, lack of system of “assured provision” of consumers with the appropriate fuel; -Insufficient use of alternative fuels.

Pollutant emissions from Russian motor vehicle fleet (2011) PollutantsCOVOCNO x РМSO 2 Total Total mass of emissions, th. tons ,598, % to level of %97%99%100% 98%

Dynamics of pollutant emissions by the Russian motor vehicle fleet

15 TECHNICAL REGULATION “ABOUT REQUIREMENTS TO MOTOR VEHICLE AND AVIATION PETROL, DIESEL FUEL AND SHIP’S FUEL, JET FUEL AND FURNACE FUEL OIL” TECHNICAL REGULATION “ABOUT REQUIREMENTS TO EMISSION FROM MOTOR VEHICLES PUTTING INTO OPERATION ON TERRITORY OF THE RUSSIAN FEDERATION” Emissi on For serial producti on Env. class 2Env. class 3 Env. class 4Env. class 5 For new types Env. class 2 Env. class 3 Env. class 4 Env. class 5 Year ∞

Russian car fleet structure by environmental class Euro-3+ Euro-2 Euro-1 Euro-0 Euro-3+ Euro-2 Euro-1 Euro-0

Russian truck fleet structure by environmental class Euro-3+ Euro-2 Euro-1 Euro-0 Euro-3+ Euro-2 Euro-1 Euro-0

Russian bus fleet structure by environmental class Euro-3+ Euro-2 Euro-1 Euro-0 Euro-3+ Euro-2 Euro-1 Euro-0

19 FUEL CONSUMPTION BY MOTOR FLEET IN RUSSIA

Main environmental parameters of motor fuel in Russia (in accordance with Technical Regulation) ParameterUnit Environmental class and duration of requirements EURO-2 ( up to ) EURO-3 ( up to ) EURO-4 ( up to ) EURO-5 (under discussion) PETROL Maximum sulfur content ppm Maximum volume fraction of aromatics %-4235 Maximum volume fraction of unsaturated hydrocarbons %-18 Maximum volume fraction of benzene %51,0 Maximum lead concentration mg/dm 3 < 5 DIESEL FUEL Maximum sulfur content ppm Minimum cetane number 4551 Maximum mass fraction of aromatics %-11

CHANGE IN PRODUCTION OF PETROL AND DIESEL FUELS WITH DIFFERENT SULPHUR CONTENT IN RUSSIA

22 Sulphur content % 2006, % 2011, % Volume of fuel, th.tonnes Volume of SO 2 emission, th.tonnes ,0011, ,00580,051 0,0059,19, ,15470,1564 0,0355,710, ,67831,2852 0,054, ,7484,25 0,273, ,9827,2 0,55, ,5200,0 Итого ,132,94 REDUCTION IN SO 2 EMISSION IN 2011 DUE TO IMPROVEMENT OF DIESEL FUEL QUALITY (IN COMPARISON WITH 2006) Изменение структуры производства дизельного топлива в гг. привело к сокращению выбросов SO 2 на 28 тыс. т. (при среднем уровне потребления тыс.т.)

23 DISTRIBUTION OF DIESEL FUEL PRODUCTION BY ENVERONMENTAL CLASSES AND BY BIG OIL COMPANIES Company Diesel fuel’s class ROSNEFTLUKOILBASHNEFTTNK-BPSLAVNEFT Class 5 2,01%47,70%3,95%22,85%65,67% Class 4 0,76%16,36%15,61%26,63%26,62% Class 3 23,99%3,50%1,39%8,04%1,94% Class 2 and lower 73,24%32,43%79,06%42,48%5,77% Total 100% % from total production = 70,3 mln. tonnes 22,29%17,66%10,54%8,56%5,77% Суммарные объемы производства, указанных компаний, составляют ~65% от общего объема производства ДТ. При этом суммарное количество произведенного в 2011 году низкосернистого топлива (класса 3 и выше) составляет 24,6 млн.т., при потребности в ДТ для автомобильного транспорта класса 3 и выше ~5 млн.т.

24 DEMAND OF MOTOR FLEET IN DIFFERENT CLASSES OF PETROL AND DIESEL FUELS IN COMPARISON WITH VOLUMES OF PRODACTION OF THESE FUELS IN 2011 Объемы производства моторных топлив по классам приведены по данным ИГ «Петромаркет», объемы потребности рассчитаны из условия соответствия экологических классов топлива и автомобилей. Потребность автомобильного транспорта в моторном топливе различных экологических классов вполне удовлетворена. Недостаточность производства бензина ниже класса 2, может быть удовлетворена бензинами более высокого класса 2 и 3, что позволит уменьшить выбросы оксидов серы, полиароматических углеводородов и других вредных веществ. Однако существует ряд проблем в сфере топливопотребления в регионах страны:  Неравномерное распределение НПЗ по регионам и недостаток сети продуктопроводов приводит к тому, что низкосернистое топливо не всегда доступно;  Недостаток зимних марок ДТ;  Значительная доля на рынке нестандартного топлива (по экспертным оценкам до 12%).

25 Marking of diesel fuel EURO IV at “LUKOIL” gas Station

Thanks for your attention!

Motor fleet structure by age in CIS countries (cars),% > 20 Uzbekistan Russia Turkmenistan n/d Moldova Kazakhstan n/d Kyrgyzstan (all motor vehicles) Georgia Azerbaijan Armenia n/d Country Age n/d - no data

Motor fleet structure by age in CIS countries (buses),% > 20 Uzbekistan Russia Turkmenistan n/d Moldova Kazakhstan n/d Kyrgyzstan (all motor vehicles) Georgia Azerbaijan Armenia n/d Country Age n/d - no data

Motor fleet structure by age in CIS countries (trucks and light duty),% > 20 Uzbekistan Russia Turkmenistan n/d Moldova Kazakhstan n/d Kyrgyzstan (all motor vehicles) Georgia Azerbaijan Armenia n/d Country Age n/d - no data

30 Динамика изменения численности газобаллонных автомобилей на КПГ в РФ в период годы по данным НГА в РФ в период годы по данным НГА Динамика изменения реализации природного газа через АГНКС в РФ в период годы по данным НГА

31 ДОСТИЖЕНИЯ И ПРОБЛЕМЫ В ПРИМЕНЕНИИ ПРИРОДНОГО ГАЗА В КАЧЕСТВЕ ГАЗОМОТОРНОГО ТОПЛИВА ДостиженияПроблемы Реализуются региональные программы: в Ставропольском крае, Калужской и Воронежской области, Республике Марий Эл подписаны соглашения с региональными структурами ОАО «Газпром» по расширению сети газозаправочных станций; в г. Казани, в рамках подготовки к Всемирной Универсиаде Кабинетом министров Республики Татарстан приняты решения о закупке газовых автобусов и строительстве новых АГНКС Отсутствует федеральная программа и законодательство по расширению применения газа и достижения целевых показателей Транспортной Стратегии до 2030 г., утвержденной распоряжением Правительства Российской Федерации от 22 ноября 2008 г. № 1734-р Налажен выпуск 20 моделей автомобилей, работающих на КПГ, среди которых, самосвалы, седельные тягачи, мусоровозы, вакуумные машины, городские, пригородные и международные автобусы на КамАЗ, Рари-ТЭК, НефАЗ, ЛиАЗ и ПАЗ. Сорван проект «Белой олимпиаде голубое топливо»

Use of CNG as a motor fuel in CIS countries -Russia: about motor vehicles are operated on CNG (during Soviet time – about ); -Ukraine: motor vehicles (1.5% of the fleet) are operated on CNG; -Moldova: about motor vehicles are CNG-fueled; -Belarus: there is a national programme of gasification of the country’s vehicle fleet; -Tajikistan: there are motor vehicles operated on CNG; -Kyrgyzstan: CNG-fuelled motor vehicles numbered about in 2007; -Georgia: Ministry of Environment reported about 1.7% of motor vehicles using CNG (2005); -Armenia: vehicles are fueled by CNG (2007).

Production of bio-fuels in CIS countries -Russia: a National Programme for production of bio-fuels is currently being developed. In accordance with it in 5 years annual production of bio-fuels will reach 2 million tons; -Ukraine: in February 2007 the Government has adopted a plan to introduce ethanol for public transport in cities with over population before There are many other projects under consideration. In biodiesel plants were put into operation (mainly working for export); -Moldova: In 2007 the plans to build an ethanol plant processing grain, and a bio-fuel plant converting cellulose-based biomass into biogas, ethanol and synthetic diesel fuel. All produced bio- fuel will be exported; -Belarus: Since there is a new diesel specification, allowing use of fatty acid methyl ether (FAME) in automotive diesels; -Kazakhstan: Since September 2006 ethanol fuel is produced at one plant, and 3 more plants are scheduled for construction. All produced fuel is meant for export.

Recommendations of the Conference on Cleaner Fuels and Vehicles for Eastern Europe, Caucasus and Central Asia. -Monitoring fuel quality at fuel stations with responsibility of specific government and involvement of independent auditors; -Carrying out of periodic vehicle emission inspections in centralised facilities under governmental oversight and withdrawal of failed vehicles from operation; -Imported vehicles have to have a functioning catalytic converter. This have to be assured by importer; -Vehicles over 12 years old have to be inspected at least every six months; -Fuel and vehicle requirements have to be introduced together as a corresponding system; -Fuels at retail points have to be clearly labeled to indicate their compliance with “EURO” standards; -Taxation policies and incentives serve to stimulate production, import and consumption of cleaner fuels; -Use of sustainable alternative fuels in addition to conventional petrol and diesel fuels have to be considered and supported to reduce emissions; -Countries have to strengthen the systems for enforcement of and compliance with the above suggestions.

Steps recommended by the Conference on Cleaner Fuels and Vehicles For countries: -Consider putting in place a Programme of Actions (“roadmap”) on implementation of cleaner fuels and vehicles; -Consider possibility of leapfrogging from early “EURO” standards right to EURO-4 or EURO-5; -Consider possibility to introduce incentives to encourage early implementation of cleaner fuels and vehicles; For participants and organizers (REC Caucasus, PCFV): - Actively assist in organization of information and data exchange on cleaner fuels and vehicles; -Report on the progress of implementation of cleaner fuels and vehicles in EECCA region on a regular basis; -Develop an informal network to include Conference participants and other interested parties; -Assist countries to disseminate outcomes of the meeting and routinely update EECCA information on the PCFV website ( -Assist (in co-operation with other international forums) in leveraging additional international support for realization of the Conference’s recommendations; -Assist in collection and dissemination of national level information on liquid biofuels.