Starting in September 2015, the new Euro 6 environmental regulation began to apply to all new vehicles: cars, trucks and some other vehicles, including buses and light commercial cars. In anticipation of the introduction of the next tightening standards in 2015, a light wave of panic swept the world of motorists, people were afraid that due to toughening, some manufacturers would not be able to adapt to new eco formats and models would not be available for sale for a while.
In fact, as we know, everything turned out to be not as dramatic as it was expected at first glance, and the “sharp cut” in the harmfulness of emissions in no way affected the ability of the brands and manufacturers we loved to create their four-wheeled masterpieces.
As evidence, we have made a small guide to dispel all the myths regarding Euro-6 environmental regulation once and for all.
Why is it necessary to introduce new Euro-6 standards?
It's no secret that vehicles that burn fossil fuels emit toxic gases and particulate matter (such as soot) that pollute the air and the environment. This is especially true for diesel engines. trucks and various buses. When under load, their motors produce more hazardous substances. And since trucks and buses are an integral part of the urban landscape, most of this dangerous suspension settles in cities and towns.
Not only city residents suffer from them, the incidence of which beats new records from year to year, but also our four-legged friends and even plants. The death of the green "lungs of the planet" causes an accelerated accumulation of carbon dioxide in the upper atmosphere, progresses Greenhouse effect, the entire climate of the planet is changing.
These main reasons have forced most countries to develop or adopt environmental standards, according to which automakers must build their vehicles, gradually reducing harmful emissions.
Speaking of emissions, here are the main components of the harmful "menu" of car exhaust:
NOx(nitrogen oxides), PM(solid particles) and SO(carbon oxides).
General Euro rules
About 20 years ago, diesel engines were the most polluting internal combustion engines. All "thanks" to the imperfect principles of operation of engines that worked on diesel fuel, a long search for the optimal combustion temperature of the fuel, inferiority diesel fuel compared to gasoline (if we are talking about ecology), as well as the absence of cleaning systems in cars of that time.
Thus, the European Commission decided to limit the impact of diesel engines on the environment by creating environmental legislation in Europe. The first part was called Euro 1 and was applied in 1993. Several classes were created that separated emissions that differed in harmfulness and damage to the environment. One class for cars, three for light commercial vehicles and one or two for heavy commercial Vehicle(trucks and buses).
In numbers, the Euro 1 standards for the three categories were as follows:
cars: CO 2.72 g/km || PM 0.14 g/km
CO 2.72 g/km || PM 0.14 g/km
CO 5.17 g/km || PM 0.19 g/km
CO 6.9 g/km || PM 0.25 g/km
trucks and buses<85 кВт): CO 4.5 g/kW*h || NOx 8 g/kWh || PM 0.61 g/kWh
trucks and buses (> 85 kW): CO 4.5 g/kW*h || NOx 8 g/kW*h || PM 0.36 g/kWh
Note that the first two categories had no limits on NOx (nitrogen oxides) emissions, and truck/bus standards were based on power output, not distance travelled.
How has the Euro standard evolved?
Every subsequent four years, Euro standards have become tougher and harsher for automakers. In 2000 new standard Euro 3 introduced NOx limits of 0.50 g/km for passenger cars and light commercial vehicles. Norms for emissions of CO and particulate matter have also been reduced by almost 50%, by about 20%.
The latest changes to the rules to date were introduced with the advent of Euro 5, which came into force in September 2009 and reduced emissions to the following standards:
cars: CO 0.5 g/km || NOx 0.18 g/km || PM 0.005 g/km
lungs commercial vehicles(≤1.305kg): CO 0.5 g/km || NOx 0.18 g/km || PM 0.005 g/km
light commercial vehicles (1305 - 1760 kg): CO 0.63 g/km || NOx 0.235 g/km || PM 0.005 g/km
light commercial vehicles (1760 - 3500 kg): CO 0.74 g/km || NOx 0.28 g/km || PM 0.005 g/km
CO 1.5 g/kW*h || NOx 2 g/kWh || PM 0.02 g/kWh
It should be noted that heavy vehicles (trucks and buses) are now in the same category.
Euro 6, what changes?
Euro 6 is the next step in environmental regulation, it mainly aims to limit CO2 emissions below an average of 130g/km for the entire automotive line companies. Ironically, Euro 6 has already been introduced for trucks and buses since December 2013. Cars and light trucks followed two years later.
The new Euro 6 standard can hardly be named revolutionary change, rather, it should be considered as an improved version of Euro 5, since changes in emissions last year will be insignificant. You can see them here:
cars: NOx 0.08 g/km
light commercial vehicles (≤1.305 kg): NOx 0.08 g/km
light commercial vehicles (1305 - 1760 kg): NOx 0.195 g/km
light commercial vehicles (1760 - 3500 kg): NOx 0.125 g/km
trucks and buses: NOx 0.4 g/kW*h || PM 0.01 g/kw*h
As you can see, the reductions affected only nitrogen oxides, the standards for particulate matter and carbon oxides remained at the same level of the Euro-5 standard.
Will you have to pay more because of Euro-6?
As a car buyer, you won't feel much of a difference, either in power or dynamics. The only thing you might notice is a slight increase in the price of Euro 6 compliant cars, as manufacturers will have to slightly improve their exhaust gas filtration systems.
Those who will really feel the negative impact are the big European or American (in some states with the toughest environmental standards in the world, like California) transport companies, as over time they will have to replace cars with outdated exhaust aftertreatment systems, to meet the standards.
Do I need to buy a car with Euro 6 in Russia? Specifically, no. Since even the Euro-5 standard will remain the main reference and environmentally friendly version of the car for many years to come.
How do automakers make their vehicles Euro 6 compliant?
There are three main ways to make a diesel engine more environmentally friendly:
I. Exhaust gas recirculation (EGR) - which reduces nitrogen oxide emissions but can increase fuel consumption
II. Selective Catalytic Reduction (SCR) - selective catalytic reduction - it also reduces the amount of nitric oxide NOx, but uses special additives for this. Of the minuses - an increase in the weight of the vehicle, the addition of additional consumables.
III. Diesel particulate filter (DPF) - which reduces the amount of particulate matter in diesel exhaust but adds more work By maintenance and vehicle weight.
These technologies can already be found on most modern cars with a diesel engine, they are usually used in combination. You have at least probably already heard about the use of the AdBlue additive... It is used for the same purpose.
Along with this, the European Commission has also developed new testing procedures and specific requirements to achieve the new standards.
Has the Euro 6 standard affected petrol cars?
As we said above, the changes in Euro 6 compared to the previous standard are not very noticeable. Therefore, there are no changes for gasoline engines.
The Euro 6 standards for petrol vehicles are currently set at the following level:
passenger cars: CO 1 g/km || NOx 0.06 g/km || PM 0.005 g/km
light commercial vehicles (≤1.305 kg): CO 1 g/km || NOx 0.06 g/km || PM 0.005 g/km
light commercial vehicles (1305 - 1760 kg): CO 1.81 g/km || NOx 0.075 g/km || PM 0.005 g/km
light commercial vehicles (1760 - 3500 kg): CO 2.27 g/km || NOx 0.082 g/km || PM 0.005 g/km
Putting all of the above together, we can say the following: Euro 6 will actually not affect the amount of money in your wallet in any way if you live in Russia or are private car owners in Europe/USA. The costs will be incurred only by transport companies, which will have to start updating their fleet to reduce the average level of emissions.
Vehicles compatible with the Euro 6 system will consume less fuel than exactly the same models, but made to work according to the Euro-5 eco-standard. Gasoline cars with Euro 6 will not change in any way, since the standards for them remain the same.
The Euro 6 standard has been introduced since September 2015.
The Euro-6 environmental standard came into effect in September 2015. Its regulations apply to all new cars and trucks, as well as light commercial vehicles and buses.
Purpose of the Euro standard
It's no secret that fossil fuel vehicles are polluting the atmosphere with particulate matter and dangerous gases. Especially it concerns diesel engines trucks And passenger buses. Under load, such power plants produce more toxic substances that settle in green areas, cities and towns.
The main toxic constituents in the exhaust are nitrogen oxides (NOx), carbon oxides (CO) and particulate matter (PM). Therefore, environmental standards have been developed and adopted, forcing automakers to create vehicles with a minimum amount of emissions.
Basic norms of the Euro standard
Even 20 years ago, diesels were the most toxic engines. This was due to the imperfection of diesel engines, the lack of cleaning systems and the inferiority of diesel fuel. To limit the impact of toxic power plants on the environment, the European Commission decided to create European environmental legislation.
The first Euro 1 standard came into effect in 1993. According to its standards, exhausts were divided into several classes based on harmfulness and damage to the environment. Euro-1 standards for passenger cars, light and heavy commercial transport are presented in the following table:
Tab. 1 Euro-1 environmental standard for diesel engines| Transport type | CO | NOx | PM |
|---|---|---|---|
| cars | 2.72 g/km | 0.14 g/km | |
| 2.72 g/km | 0.14 g/km | ||
| 5.17 g/km | 0.19 g/km | ||
| 6.9 g/km | 0.25 g/km | ||
| trucks and buses | 4.5 g/kW*h | 8 g/kW*h | 0.61 g/kW*h |
| trucks and buses (> 85 kW) | 4.5 g/kW*h | 8 g/kW*h | 0.36 g/kW*h |
Development of the Euro standard
Since its introduction, the Euro environmental standard has been reviewed every 4 years. Each time, its norms became more severe and tougher for automakers. So the new Euro 3 standard, introduced in 2000, set the NOx limit for passenger cars and light commercial vehicles at 0.50 g/km. In addition, particulate matter emission standards have been reduced by 20%, CO by 50%.
Until recently, the latest edition of the environmental standard was the Euro-5 standards, which were introduced in September 2009. According to these standards, emissions were regulated by the following values:
Tab. 2 Euro 5 environmental standard for diesel engines| Transport type | CO | NOx | PM |
|---|---|---|---|
| cars | 0.5 g/km | 0.18 g/km | 0.005 g/km |
| light commercial vehicles (≤1.305 kg) | 0.5 g/km | 0.18 g/km | 0.005 g/km |
| light commercial vehicles (1305 - 1760 kg) | 0.63 g/km | 0.235 g/km | 0.005 g/km |
| light commercial vehicles (1760 - 3500 kg) | 0.74 g/km | 0.28 g/km | 0.005 g/km |
| 1.5 g/kW*h | 2 g/kW*h | 0.02 g/kW*h |
The Euro-6 environmental standards can hardly be called revolutionary, since they actually became an improvement on the Euro-5 standard. For diesel engines, the changes affected only nitrogen oxides (NOx), other levels remained the same:
Tab. 3 Euro 6 environmental standard for diesel engines| Transport type | CO | NOx | PM |
|---|---|---|---|
| cars | 0.5 g/km | 0.08 g/km | 0.005 g/km |
| light commercial vehicles (≤1.305 kg) | 0.5 g/km | 0.08 g/km | 0.005 g/km |
| light commercial vehicles (1305 - 1760 kg) | 0.63 g/km | 0.195 g/km | 0.005 g/km |
| light commercial vehicles (1760 - 3500 kg) | 0.74 g/km | 0.125 g/km | 0.005 g/km |
| trucks and buses | 1.5 g/kW*h | 0.4 g/kW*h | 0.01 g/kW*h |
It should be noted that diesel buyers are unlikely to feel big difference in the dynamics and power of cars. However, manufacturers will have to slightly increase the price of vehicles that comply with the Euro-6 standard. This is due to the improvement of the exhaust gas filtration system. It will be harder transport companies in countries with harsh environmental standards, as they will have to change the fleet of cars with outdated exhaust aftertreatment systems.
Diesel vehicles compliant with the Euro 6 standard will consume less fuel compared to cars of the previous eco-standard. Gasoline cars will hardly change as Euro 6 regulations remain the same compared to previous version environmental standards:
Tab. 4 Euro 6 environmental standard for gasoline enginesHow Euro 6 Compliance Is Achieved
To make the diesel engine more environmentally friendly, the following areas of refinement are currently being used (in practice, a combination of these technologies is usually implemented):
- Selective Catalytic Reduction - Reduces NOx with special additives.
- Exhaust Gas Recirculation – reduction of NOx emissions. Possible increase in fuel consumption.
- Installation particulate filter (Diesel Particulate Filter) - reducing the level of particulate matter in the exhaust of a diesel car. The weight of the vehicle increases, its maintenance becomes more complicated.
AvtoVAZ has sharply reduced prices for its cars in Europe. According to the German publication AutoBild, station wagon Lada Kalina in Germany can now be bought for 6,950 euros instead of the previous 9,490 euros. The reason is the imminent introduction of Euro-6 environmental requirements, which the models from Togliatti do not meet. Dealers intend to quickly sell the leftovers in order to start selling the updated cars, the deliveries of which will begin on May 1. As AvtoVAZ President Bo Andersson previously said on the air of the RBC-TV channel, Lada will soon meet all new European requirements, including the mandatory equipping of cars with tire pressure sensors, refueling air conditioning systems with a different type of freon and meeting the requirements of the Euro-6 standard. The last point raises more and more questions lately.
When and where will Euro-6 begin to operate
Initially, the Euro-6 norms were supposed to come into force on December 31, 2013, but the European Commission, due to the unavailability of manufacturers, moved the deadline to September 1, 2015. It is from this moment on the territory of the EU countries it will not be possible to produce and sell cars certified to standards below Euro-6.The standard applies to all 28 EU countries, as well as to special territories outside Europe, but belonging to EU members.
What will change
Like previous standards, Euro-6 standards regulate the amount harmful substances V exhaust gases: nitric oxide (NOx), carbon monoxide (CO), hydrocarbons (THC and NMHC) and particulate matter (PM). A side effect of the emission reduction measures is the reduction of carbon dioxide CO2 and fuel consumption. However, for the first time in the regulation, a parameter is also prescribed, which in Europe has long been one of the key in the table of technical characteristics of a car. This is the average amount of carbon dioxide emitted. According to Euro-6 standards, a car must not emit more than 130 g of CO2 per 1 km of track.
Euro 6 introduces serious restrictions for diesel engines on emissions of nitrogen oxide (NOx), which has a negative impact on human health. If before the main damage to environment EU officials saw in carbon monoxide (CO) and improved mainly gasoline engines(the level of CO in diesel engines is initially low), now they have paid attention to very high level NOx, which is very difficult to deal with on diesel engines. The NOx level for them was reduced from 180 mg / km immediately to 80 mg / km, while the requirement for gasoline engines (60 mg / km) remained the same.
How to ensure Euro-6
To comply with Euro-6 standards, gasoline engines do not require major alterations. Most of the standards for them coincide with the requirements of Euro-5, the rest can be solved by reconfiguring the engine control electronics. It is more difficult with diesels - in order to ensure the reduction of nitrogen oxide levels, it is required to apply complex schemes exhaust recirculation and injection system of the so-called urea, which is sold under the commercial name AdBlue. This composition is filled into a separate tank of the car and fed into the neutralization system. exhaust gases, helping to efficiently burn off nitric oxide. AdBlue requires space, is expensive and freezes at temperatures below -11 degrees, which is unacceptable for countries with cold climates. Some manufacturers have learned to do without urea, using only recycling, but such a system turns out to be too complicated and expensive.
What is urea
Urea or diamide carbonic acid - chemical compound, which is the end product of protein metabolism in mammals. In industry, a product synthesized from ammonia and carbon dioxide is used. Artificial urea is widely used in agriculture as a fertilizer, as well as in industry. For example, resins are synthesized from it for the manufacture of fibreboard in the furniture industry. Finally, urea is used to clean industrial exhaust from enterprises, thermal power plants, boiler houses and waste incinerators. The annual production of urea worldwide reaches 100 million tons. Cars use a compound called AdBlue, an odorless urea solution.
Will cars become more expensive?
According to Bosch, which manufactures fuel equipment, vehicles that comply with the Euro 6 standard are approximately in the same price range, as similar models of the Euro-5 standard. However, this applies more petrol cars. Diesel engines, as a rule, require retrofitting with additional units, which invariably increases their cost. Whereas vehicles weighing no more than 1,700 kg can get by with a relatively single nitrogen oxide catalytic converter, heavier vehicles require a sophisticated neutralization system using AdBlue.Will diesels end?
Diesel engines in Europe have already ceased to be considered clean and cause more and more dissatisfaction among environmentalists. Officials, in turn, are trying to put pressure on the owners of diesel cars and talk about the introduction of higher fees for them. For example, London Mayor Boris Johnson announced the creation of a special clean zone of the city by 2020, for entry into which owners of diesel cars will have to pay 10 pounds. In France, where the vast majority of cars are equipped with a diesel engine, duties on diesel fuel will be increased this year and benefits will be expanded for those who want to change diesel cars to cleaner ones. Officials consider hybrids and electric cars to be such, promising subsidies in the amount of 10 thousand euros.
The introduction of Euro-6 could extend the life of diesel engines, but the complexity of the design of cars and rising operating costs may in itself lead to the abandonment of their use. For example, the updated Opel Insignia with a redesigned 2.0 CDTi engine with a capacity of 170 hp. With. already requires an AdBlue refill. And the head of the Skoda brand in Russia, Lubomir Naiman, in an interview with the correspondent of the site, suggested that the era of diesel engines is coming to an end, since none of the drivers of passenger cars wants to get involved in the additional inconvenience associated with the use of AdBlue. It is possible that in the future only large trucks will remain diesel-powered.
When will Euro 6 become mandatory in Russia?
In accordance with Technical Regulation No. 609 "On the requirements for emissions of motor vehicles put into circulation in the territory Russian Federation, harmful (polluting) substances" since January 1, 2014, the Euro-5 standard has been in force in Russia. However, due to the fact that in the country it is still not possible to find high-quality fuel suitable for modern engines, residents countryside refused to buy cars with Euro-5. And the Ministry of Industry and Trade, in turn, temporarily suspended the regulation. In fact, the transition to Euro-5 in Russia took place on January 1, 2015, when technical regulation Customs Union No. 018/2011 "On the safety of wheeled vehicles".
The timing of the introduction of Euro-6 on the territory of our country has not yet been regulated, but some local automakers claim that they are already ready to tighten environmental requirements. AvtoVAZ intends to adapt Kalina and 4x4 off-road vehicles for Euro-6 delivery to Europe by the summer. And back in 2010, at the International Motor Transport Forum, GAZ Group presented buses that meet Euro-6 standards.
Historical reference: The first environmental standard Euro-1 was adopted in the European Union in 1992 and began to operate in 1993. This standard regulated the content of CO, CH and NO in exhausts and applied to all vehicles, including special equipment, that are imported, manufactured or sold in the EU. The requirements for CO and NO emissions for gasoline and diesel engines did not differ, however, for diesel engines, particulate emissions were also regulated.
Euro 2, introduced in 1995, tightened CO emission standards almost threefold. They came to Russia only ten years later - until that moment there were no quality fuel, nor modern fuel injection systems, without which it was impossible to fulfill Euro-2.
The Euro-3 standards adopted by the European Union in 1999 regulated the reduction of emissions by another 30-40%, and for gasoline engines a standard for the amount of hydrocarbons in the exhaust appeared. In Russia, these standards have been in operation since January 1, 2008.
The Euro-4 standards came into effect in the European Union in 2005, making emissions cleaner by another 65-70%. Russia accepted these requirements on January 1, 2013, with a reservation on the possibility of deliveries of truck chassis and base vehicles manufactured before December 31, 2012, with Euro-3 certificates.
In 2009, the European Union introduced the Euro-5 standard, which significantly reduced the amount of suspended particles in the exhaust of diesel engines and introduced standards for volatile organic substances in gasoline engines. Since the early 1990s, particulate matter emissions diesel engines decreased by 99%, and the amount of nitric oxide decreased by 98%.
Ivan Ananiev
Photo: Russian Look / Fotobank.ru
Technical standards
Successive implementation by the European Commission technical standards, which determine the requirements for engines internal combustion and the fuel used, led to a significant improvement in environmental performance automotive technology and all types of fuel.
Compared to the first Euro 0 standards introduced in 1988, modern standards Euro 5 and Euro 6 (the last one entered into force in January 2015) impose such stringent requirements on engines and fuels that car manufacturers have had to incur enormous costs to comply with them. However, thanks to this, not only the ecology, suffering from a huge number of emissions, won, but there was also a serious improvement. performance characteristics engines.
The requirements of the Euro-5 and Euro-6 standards for fuel traditionally continued to tighten the standards for the content of impurities and harmful substances in it, formed during combustion: both for gasoline and diesel fuel.
Diesel fuel
Compared to its predecessor, Euro 4 fuel, Euro 5 diesel fuel must contain even less sulfur (less than 10 µg/kg). Sulfur combustion products not only pollute the air, but also adversely affect engine components and assemblies. New standard fuel reduces carbon deposits and engine corrosion, reduces the rate of oxidation engine oil. The standard also requires a reduction in the level of aromatic hydrocarbons (no more than 11%). Due to this, the exhaust of soot particles into the atmosphere is minimized, and the service life is extended. particulate filters and catalysts. The cetane number of Euro-5 fuel has also been increased to 51.8-52. This leads to more powerful and smoother operation of the engine running on such fuel. The effect of using Euro-5 fuel on engines specially designed for its use is especially noticeable, with fuel system"Pump-injector" and Common Rail. The Euro-6 standard continues to reduce the level of sulfur in diesel fuel to almost a minimum. The rest of the parameters will remain at the same level.
According to the results of an experiment conducted by a group of Italian researchers, an engine made in accordance with the requirements of the Euro-6 standard in 30 minutes of operation in a closed room with a volume of 30 cubic meters. m. emitted less harmful substances than three consecutively lit and burned cigarettes in the same time.
Petrol
Gasolines that meet the Euro-5 standard are required to have the minimum allowable sulfur content (15 times less than its predecessor). This has a beneficial effect not only on external emissions, but also on slowing down the oxidation of the fuel system and the engine, the formation of soot, and the “aging” of engine oil. The standard also reduces the allowable amount of benzene and other aromatic hydrocarbons in gasoline combustion products.
It is noteworthy that the Euro-5 standard sets such stringent specifications to gasolines, which, unlike diesel fuel, the new Euro-6 standard does not provide for additional measures to improve gasoline. However, Euro 6 truck manufacturers have calculated that fuel consumption has been reduced by 2 to 6% thanks to the use of new systems (joint-fuel system, SCR, EGR, particle filter) compared to Euro 5 trucks. Maintenance costs at the same time remained unchanged, and the quality of the elements allows you to count on more long term services and less expensive content.
Thus, the new Euro-5 and Euro-6 standards serve not only to protect the environment, but also have a significant impact on the durability and quality of car engines.
Universal Alliance was one of the first to offer Euro-5 fuel to its customers. Also, the company is one of the few who sells fuel that meets Euro-6 environmental standards.
Questions technical update have always been one of the most pressing issues for international carriers. Now they are inextricably linked with environmental issues, because leading automakers offer two-in-one solutions: advanced technologies"in the filling" of the car is accompanied by new developments in the field of emissions. A modern tractor, justifying the name, draws on itself the efficiency of work, its competitiveness and much more.
Economic considerations for updating the company's fleet begin to turn on long before the acquisition itself, when the carrier, choosing a car "for itself", calculates the operating costs, compares the pros and cons. Such an analysis has gained particular relevance with the advent of cars of the Euro-6 environmental standard. Expensive and demanding equipment in operation! However, as the manufacturers promise, skillful handling can bring tangible bonuses to the owner. Most different opinions, heard from carriers, prompted to understand the essence of the questions: “What is more in Euro-6 - economy or ecology? What are the features of the job? We turned to first deputy CEO JSC "Belmagistralavtotrans" Alexander Zenkevich. In 2015, the enterprise was one of the first in Belarus where “Euro-sixth” companies appeared.
Initially, two DAF cars were purchased, and last year eleven Volvos were added to them. In total, there are 155 cars in the fleet today, and their average age two and a half years, - A. Zenkevich explains.
- Alexander Evgenievich, why did you choose Euro-6?
By the time of purchase, we already had certain information from Polish and Lithuanian colleagues who had experience in operating trucks of this environmental standard. By the way, today they have many more Euro-6 truck tractors than Belarusian carriers. So, it was about a tangible economic effect. First of all, through tolls on the toll roads. So, in Austria, one kilometer for Euro-5 will cost 0.449 euros, and for Euro-6 - 0.375 euros. The difference is 7.4 euro cents. Of course, Euro-6 cars do not have such preferences everywhere, in some European countries For example, in Poland, Italy, France, the Benelux countries, the difference in tolls is almost imperceptible.
If we talk about the vehicles of Belmagistralavtotrans OJSC, then the average monthly savings per tractor is about 50-75 euros. We have concluded serious contracts with Italy, and the routes run through the Czech Republic, Austria. Work on them mainly Euro-6.
- And in Belarus, the tariffs for travel on toll roads do not depend on environmental class.
Transport companies have repeatedly advocated such differentiation, but the domestic operator has not yet implemented this opportunity. But such a step could become one of the incentives for the acquisition of "Euro-sixth".
- It would be nice to compare the value of 50-75 euros indicated by you with something.
Euro-5 in a good configuration costs about 61-64 thousand euros, Euro-6 "pulls" 71-75 thousand, or even all 80 thousand, if not a batch is purchased, but one tractor. Yes, regardless of the manufacturer, there will be a new cabin, adaptive cruise control, efficient system security, but we are still talking about the difference in cost - this is about 10 thousand euros. If we add customs duties and leasing payments to this, then it comes out to 11-11.5 thousand euros. When choosing between cars of different environmental standards, the carrier naturally looks for opportunities to “recapture” the difference faster.
What about fuel economy?
By purchasing Euro-6, we relied on efficiency. According to preliminary estimates received from automakers, as well as European carrier colleagues, the consumption should be lower by up to ten percent compared to Euro-5. Alas, we have not received practical confirmation of this. The fuel consumption of Euro-6 and Euro-5 cars is comparable - the average is about 30 liters per hundred. The value itself is not bad, but not what we expected.
Discussed this issue with manufacturers. In their opinion, European carriers use cars in the best road conditions, in addition, the machines are structurally different to some extent from those that come to Belarusian market. Rear axles lightweight, gear ratio gearbox is different. At the same time, I want to draw your attention to the fact that the best environmental performance of Euro-6 cars is achieved due to the increased consumption of the AdBlue reagent.
We have to state that the carriers with the "Euro-sixths" have not yet received any tangible benefits in terms of issuing ECMT permits. A survey was conducted to determine to what extent the allocation of the ECMT license quota should depend on the availability of Euro 6 vehicles. But, tell me, what decision could be made if the vast majority of carriers in the Euro-5 fleet? Of the total number of annual permits in Belarus valid for transportation to the territory of Russia, and, as you know, there are 16 of them, only one was allocated for the “Euro-sixth”.
To summarize, we did not receive the expected savings to quickly justify investments in equipment with higher environmental performance. The presence of Euro 6 vehicles does not provide any significant advantages and does not guarantee increased access to the market.
- Used in tractors Euro-6 modern systems and options justify themselves?
They serve as an excellent aid to the professionalism of the driver. For example, adaptive cruise control with forward collision warning and automatic emergency braking.
- Are Euro-6 machines more difficult to operate and maintain?
I would say they are more demanding. For example, to the quality of fuel. Manufacturers do not recommend refueling with diesel high content sulfur. There are no problems with this at European gas stations, in Russia, outside Moscow - they meet. We instruct our drivers where and with which operators to refuel along the route, taking into account at least two factors - quality and cost. We went, for example, to Irkutsk. Upon return, there were no problems with the fuel system.
- Did the drivers who were to work on Euro-6 cars need additional training?
Nothing extraordinary. Conducted appropriate training, but this happens in every case when new equipment arrives. Drivers were presented Technical information, data on available design differences. Representative offices of various automakers in Belarus today provide a service for training, instructing drivers, since each brand has its own characteristics.
Euro-6 truck tractors are more difficult to maintain. For example, diagnostic programs for Euro 5 DAF do not work with cars of the same brand with a higher environmental standard. A lot of Euro-6 maintenance activities are “tied” to the automaker’s computer, so diagnostics and problem identification can be carried out remotely.
OAO Belmagistralavtotrans has its own service center, authorized by Volvo Truck Corporation, which corresponds to the service station of a company car service. We service both our own cars and third-party enterprises, including Euro-6.
- Is an analysis of the operation of Euro-6 vehicles carried out?
Necessarily. And not only for Euro-6. Euro-5 also fall into the analytics. We compare fuel consumption, estimate the cost of maintenance, monitor the frequency of occurrence technical problems. Information about problems in operation is also transferred to the manufacturer for system analysis.
- Alexander Evgenievich, Euro-6 cars - is it economy or ecology?
Today, rather ... ecology. I suppose that Euro-5 cars will remain more attractive from an economic point of view for domestic carriers. I think this situation will continue as long as manufacturers produce Euro-5, and this is at least the next three years. It should also be taken into account that the opportunities for acquiring new technology with a profitability of three to five percent - very limited. Unless, of course, certain incentive mechanisms appear at the national level. For small and medium-sized businesses, which make up the bulk of the international road transport market, there is a significant difference in the cost of cars of lower and higher environmental standards.
We need conditions under which the cost of purchasing cars has decreased to some extent, while the opportunities for their operation, on the contrary, have increased. In Belarus, the amount of tolls for travel on toll roads is comparable to Germany. The cost of one kilometer on the German autobahn for Euro-6 is 0.135 euros, in Belarus, regardless of the environmental class, they charge 0.145 euros from a truck. It would be possible to differentiate, and thereby create conditions for Belarusian roads to be driven more often and more by cars of a high environmental standard, which will affect the economy of transport and the environmental situation.
The second point is the distribution of ECMT permits. The base quota, as I said, is 16 annual permits. If we apply the conversion factor for trucks of the Euro-5 standard, which is 10, we get 160 permits for transportation to the territory of Russia. If all this quota were allocated for the "Euro-sixths", then, taking into account the higher conversion factor, Belarus would have plus 32 permits - 192 per annum. Now. Each ECMT licensed vehicle makes an average of one and a half trips per month. The difference will be 576 flights per year. I think the difference is significant and a good increase to the Russian permits of the first, second and third categories.
According to the Transport Inspectorate, Belarusian carriers applying for ECMT permits for 2017 applied for 258 certified Euro-6 vehicles (tractors). It is clear that the entire quota will not be given away immediately, but let's move in this direction.
And third. A draft decree on certain measures for the development of international road transport cargo. It contains proposals both in terms of exemption from VAT when purchasing cars of high environmental standards, and in terms of applying a reduction factor for disposal fee. It is not yet clear what the final version will be. However, I am sure that these preferences will have their value only if the carriers receive them for any lengthy period of time - at least for two or three years.
Vyacheslav Milyanenko
Magazine "Compass of the Forwarder and Carrier"
