The "Euro-3" fuel will be available at filling stations (FSUs) considering delivery times in the second half of August, closer to the end of the month. Importantly, all FSUs must indicate the ecological class of the fuel at the point of sale.
Previously, the government issued a decree allowing the production, import, and trade of gasoline and diesel fuel in Russia that meet the "Euro-2", "Euro-3", and "Euro-4" environmental standards (K2, K3, and K4 in the Russian classification) until July 1, 2027. Since July 2016, there has been a ban on the circulation of fuel with a class below "Euro-5" in Russia until August 13 of this year.
As emphasized in the government statement, the measure is temporary and aims to saturate the domestic market with necessary fuel volumes.Deputy Prime Minister Alexander Novak specifically highlighted that information regarding the fuel class must be presented at filling stations in a consumer-friendly manner.
The relaxation of requirements is related to the reduced production of gasoline and diesel due to unscheduled repairs at oil refineries (ORs) following drone attacks. Technologically, producing "Euro-3" is simpler; it does not require installations involved in producing fuel with low sulfur and aromatic compound content. Therefore, even some affected ORs (if specifically that equipment was halted) will be able to continue fuel production.
Additionally, planned repairs at some ORs for late spring and the first half of summer have been postponed, which may also impact market saturation. Oil refineries are complex operations and cannot function effectively without periodic maintenance shutdowns. Allowing the production and trade of "Euro-3" will help maintain production volumes.
In a conversation with "RG", Dmitry Gusev, Deputy Chairman of the Supervisory Board of the "Reliable Partner" Association and a member of the Expert Council of the "FSUs of Russia" competition, explained that the lower the ecological class of gasoline, the more can be produced. This is not about abandoning "Euro-5"; rather, where it is insufficient, fuel of a lower ecological class can be utilized, he clarified.
According to Sergey Tereshkin, CEO of Open Oil Market, when the import of fuel from Belarus reached the limit of production capacity, and imports from India were complicated due to high logistics costs, relaxing fuel quality requirements has become the main means of preventing the risk of shortages in the domestic market.
The majority of "Euro-3" fuel production will likely come from small refineries with low processing depth (there are about 20 of them in Russia with a total processing volume of 12 million tons per year), believes Sergey Frolov, managing partner of NEFT Research. However, the government has not disclosed an official list of plants permitted to supply such fuel. It is unlikely to find it at the filling stations of major oil companies. Regardless, petroleum products at FSUs must be labeled, and consumers should be warned that they are purchasing gasoline below the "Euro-5" class.
On the other hand, as noted earlier, producing "Euro-3" is technologically simpler, making the production cost of such fuel lower, and hence its price is also lower. This will not only help contain prices in the domestic market but also make importing "Euro-3" into Russia more economically viable than "Euro-5". However, as Gusev pointed out, it will be significantly more challenging for importers to find available volumes of "Euro-3" for supplies to our country compared to "Euro-5".
This is not about abandoning "Euro-5," but rather compensating for the missing fuel volumes in the market with "Euro-3."It remains to address the impact of "Euro-3" on the environment and on vehicle "health." Regarding the former, as Tereshkin explains, the maximum sulfur content in "Euro-5" gasoline is 10 mg per kg of fuel, while in "Euro-3," it is 150 mg per kg of fuel, with maximum aromatic hydrocarbon concentrations being 35% and 42%, respectively.
Concerning vehicle impact, it is known that "Euro-3" should not be poured into modern cars classified as "Euro-5" and "Euro-6." According to Tereshkin, using fuel with high sulfur content risks damaging oxygen sensors, reducing engine oil efficiency, and degrading the active layer of the catalyst used for exhaust gas purification.
Frolov notes that "Euro-3" could adversely affect vehicle components associated with exhaust control (catalysts, diesel particulate filters, lambda probes) and negatively impact engines due to a higher risk of corrosion and carbon buildup.
Tereshkin also points out that the potential damage to the vehicle depends on the duration of using such fuel. If it concerns one or two weeks, a simple cleaning of the engine injectors at a service station might suffice. More significant damages would occur after several months. It's somewhat like fast food: it’s one thing if you grabbed a hamburger and fries for lunch, and entirely another if you’re consuming fast food daily for six months.
Source: RG.RU
