Anton Molden, environment adviser at SAPIA

FuelWatch in conversationwith Anton Moldan – “When will South Africa introduce cleaner fuels suitable and safe for Euro 4 and 5 technologies and spec’d for better air quality (lower vehicle emissions)?” are questions increasingly asked by vehicle users, equipment suppliers and protagonists concerned with future health issues. Anton Moldan, environment adviser at SAPIA (South African Petroleum Industry Association*) is an ideal person to provide FuelWatchers with a considered overview of current thinking and ongoing developments towards the successful introduction of future fuels 

FW: How would you describe South Africa’s situation relative to fuel specs needed to achieve a reduction in emissions? 

AM: The oil industry through SAPIA is committed to playing its role in the drive to improve air quality in South Africa. With this in mind, SAPIA is currently developing a proposed long-term roadmap for future fuels based on a comprehensive review of all available South African data linking vehicle emissions to air quality improvements, the current vehicle parc as well as other studies. The results of these studies will assist in determining a rational future fuels roadmap for South Africa. 

FW: For the benefit of those who are not fully in the picture, what is SAPIA’s role? 

AM: Briefly, SAPIA was formed in 1994 to represent the common interests of the petroleum refining and marketing industry in South Africa. It has seven members (BPSA, Chevron SA, Engen Petroleum, Petro SA, Sasol, Shell SA and Total SA). SAPIA’s role is to promote an understanding of the industry’s contribution to economic and social progress with all stakeholders. It represents the industry in national and international forums and is a source of information on the industry as a whole. SAPIA encourages co-operation between members on matters of mutual and/or public concern without inhibiting competition. Health, safety and environment are examples of such matters.

FW: In a nutshell, what has South Africa achieved so far in terms of cleaner fuels?

AM: It started with a reduction of lead in petrol and sulphur in diesel. The health effect of airborne lead resulted in most countries banning the use of lead in petrol (this step led to the introduction of exhaust catalysts that significantly contribute to improving air quality). South Africa started the process in 1986 when lead levels were first reduced and finally banned in January 2006. Sulphur levels in diesel were reduced from 5500 ppm (parts per million) to 3000 ppm in 2001 and then to 500 ppm in January 2006. Diesel with a sulphur content of 50 ppm is also available in many parts of the country. The determination of these new fuel specifications was determined through a multi-stakeholder process under the auspices of the DME.

AM: Part of the process in determining future fuels specifications resides in reviewing the impact of these specs on air quality both locally and internationally so that we can learn from the mistakes and strengths of earlier programmes. With this as background our learning experiences include: 

• The need to establish a multistakeholder process to ensure a general “buy-in” of all affected parties

• When the various sectors can speak with one voice and hold la common viewpoint the decision-making process is made a lot easier from the regulator.

• The required fuel specs should be officially promulgated before firm investment decisions for refinery process changes are made. There needs to be regulatory certainty before implementation commences. 

• A realistic and practical lead time between the official promulgation of the agreed specs and implementation is a fundamental requirement to ensure a successful introduction of the required cleaner fuels. Given the huge global demand for refinery upgrade resources a timeline of at least five years would be required. 

• Global experience confirms that some incentivisation is required to encourage refineries to invest and make changes early rather than leave it all until the last moment. Based on previous experience this could lead to compromising fuel security. 

Reviewing similar experiences some developed countries have gone through, with relevance for South Africa, we can recall how Europe drove the vehicle technology developments via significant step changes in emissions legislation. The introduction of Euro 2 together with enabling fuels resulted in the largest reduction in unburnt hydrocarbons (HC), carbon monoxide (CO) and reduced oxides of nitrogen (Nox). Subsequent moves to Euro 4 had much smaller incremental improvements in these emissions. 

The relationship between fuel quality changes and engine technology changes needs to be taken into account. The effects of fuel quality changes in isolation of changes to vehicle are relatively small compared with reductions achievable from changes to engine technology. The real benefits of fuel quality changes are achieved when they are used to enable improved vehicle technology. Clean fuels will not make a dirty engine clean when it comes to emissions. There is much value in considering the experiences of other countries going through the same process but we need to take into account the many unique conditions found in South Africa. SAPIA is in the process of undertaking reviews and studies to gain a clear understanding of the local conditions that will have an influence on our future fuel requirements.

AM: SAPIA has formed a work group to identify the gaps in knowledge it believes needs to be filled in order to have sufficient information to assist in the development of a proper management of vehicle emissions. Independent contractors have also been employed to undertake the studies that have been identified. A number of these are still to be completed. 

The SABS has undertaken a study which gives a better understanding of air quality benefits obtained from various interventions. The review considers fuel specifications, inspection, maintenance and vehicle technology’s interaction and contribution to clean air. The study highlights the fact that vehicles powered by carburetted and mechanical fuel injected petrol engines 20 or more years older contribute 83,3% of emissions while diesel mechanically injected vehicles which are 20 or more years older account for 11,6% vehicle emissions. 

Vehicle inspection and maintenance programmes are essential to ensure that air pollution control systems are working. Intelligent traffic control systems, efficient public transport and educating motorists to change polluting driving habits all contribute to lowering vehicle emissions. The solution to addressing the issue of improved air quality in South Africa, linked to vehicle emissions, therefore lies in the implementation of a holistic, integrated systems approach, with particular focus on the introduction of: 

• Cleaner, more efficient vehicle technology

• Enabling fuel specifications

• Inspection and maintenance programmes 

SAPIA has compiled a Reference Guide on petrol and diesel specifications that provides a review of local and international trends and drivers in setting the most suitable specs for the different regions. The environment, health, safety, logistical and consumer implications are considered in this review.

FW: How does SAPIA see the way ahead?

AM: The formulation of a Vehicle Emissions & Fuel Strategy should involve and extend to a multistakeholder process so that buy-in can be obtained from all relevant stakeholders. These should include: 

• Relevant government departments (Environment & Tourism, DME, Transport, Health, Trade & Industry, Finance) Fuel Producers

• Vehicle manufacturers and importers 

• Vehicle and fuel end-users 

• NGO’s & community-based groups 

SAPIA recommends that this process starts as soon as possible as it will take some time to determine the optimal vehicle technology/fuel mix for South African conditions and then at least five years to make the necessary refinery and logistical changes to introduce these fuels with revised specs to the market-place. 

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