Jakosc Paliw Ang

FUEL QUALITY
comparative analysis of the quality of fuels available

in Poland and in selected European Union countries
(Germany, Austria, Latvia, Ireland and the Czech Republic)
OFFICE OF COMPETITION AND CONSUMER PROTECTION
FUEL QUALITY
comparative analysis of the quality of fuels available
in Poland and in selected European Union countries
(Germany, Austria, Latvia, Ireland and the Czech Republic)
The study with its summary
An analysis carried out on the basis of the data obtained

from the national authorities responsible for fuel quality scrutinizing
Agnieszka Jankw
ukasz Garstecki
Warsaw 2007
The following publication was prepared for the Oce of Competition and Consumer
Protection within the Transition Facility Project No. 2004/016-829.02.04 System of Consumer
Protection.
ISBN 978-83-60632-12-3
Oce of Competition and Consumer Protection

Plac Powstacw Warszawy 1
00-950 Warsaw
Ph.: (+48 22) 22 55 60 800
www.uokik.gov.pl
Warsaw 2007
Skad, druk i oprawa:

Agencja Wydawnicza ARGI
tel. 071 78 99 218
www.argi.pl
argi@wr.home.pl
TABLE OF CONTENTS
I. The study
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1. Organization of fuel quality scrutinizing system . .
1.1. Introduction (Community requirements, standards)
1.2. System in Poland . . . . . . . . . . . . . . . . . . . .
1.3. System in Germany . . . . . . . . . . . . . . . . . . .
1.4. System in Austria . . . . . . . . . . . . . . . . . . . .
1.5. System in Latvia . . . . . . . . . . . . . . . . . . . . .
1.6. System in Ireland . . . . . . . . . . . . . . . . . . . .
1.7. System in the Czech Republic . . . . . . . . . . . . .
1.8. Comparative table January 2005 . . . . . . . . . . .
1.9. Summary . . . . . . . . . . . . . . . . . . . . . . . . .
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11
11
13
19
20
24
25
27
29
30
2. Fuel and its quality . . . . . . . . . . . . . .

2.1. Fuel types, their use and characteristics .
2.2. Factors determining fuel quality. . . . . .
2.3. Fuel quality testing . . . . . . . . . . . . .
2.4. The parameters scrutinized for the petrol
2.5. The parameters scrutinized for diesel fuel
2.6. Summary . . . . . . . . . . . . . . . . . . .
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31
31
37
41
43
47
50
3. Fuel quality scrutiny results . . . . . . . . .

3.1. The scrutiny results in Poland . . . . . . . .
3.2. The scrutiny results in Germany . . . . . .
3.3. The scrutiny results in Austria . . . . . . . .
3.4. The scrutiny results in Latvia . . . . . . . .
3.5. The scrutiny results in Ireland . . . . . . . .
3.6. The scrutiny results in the Czech Republic .
3.7. Comparative analysis . . . . . . . . . . . . .
3.8. Summary of the results . . . . . . . . . . . .
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51
51
54
55
56
57
58
61
64
4. Comparison of prices in the countries under the study . . . . . . . . . . . . . . . . . . . 65

5. Summary - Poland against the background of other countries . . . . . . . . . . . . . . 69
II. Summary of the study

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
1. Organisation of the fuel quality control system . . . . . . . . . . . . . . . . . . . . . . . . 74
2. Fuel types, their use and characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
3. Results of the fuel quality scrutiny . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
INTRODUCTION
Introduction
Fuel quality is one of the most signicant reasons why drivers choose a particular lling
station. Trust in good fuel quality inuences client satisfaction and loyalty. This is conrmed
by the marketing researches which the authors of this study have been carrying out for years
now, inter alia at the request of fuel companies. Practically, in every project concerning drivers behaviour and their satisfaction with the services of the given networks of lling stations,
the respondents are asked the same question: Why do you use the services of these lling
stations?. The three most popular answers (usually given in the following order) are: station
location, condence in fuel quality and the price of fuel.
Results of one of the marketing researches mentioned above (carried out in autumn
2005) are available e.g. on the website of Roland Berger Strategy Consultants Sp. z o.o.
(www.rolandberger.pl), which also contains a description of the introduction of the new
lling station brand BLISKA, due to the PKN ORLEN lling station network being divided
into the premium and the economic segment. The starting point was the segmentation of
clients of the lling stations. It occurred that the most signicant criterion is the relation
between the clients condence in the quality oered (mostly the quality of fuels but also
the quality of services) and the prices of fuel. It was found that most clients of lling stations aim at reaching a compromise between price and quality. Two groups of clients were
identied:
!
quality purchasers for whom high quality (of fuel and services) is the most important and who are ready to pay more for that;
!
value seekers i.e. drivers expecting quality, however at a reasonable price.
In the case of both of the groups quality of fuel is of key importance. The former expect
the highest quality, the latter satisfying quality at lowest possible price, but the minimum
level of condence that the fuel tanked up does not harm the engine is always the necessary
condition.
The price and location are easy for the consumers to verify. However, the perception of
fuel quality is usually based on the skill of the branding experts and not on the observations,
experience and knowledge of the clients. The quality of fuel can be objectively assessed only
by testing the samples according to applicable standards and procedures in a professional
laboratory.
The above mentioned asymmetry of knowledge between the buyer of fuel and its seller
requires a great deal of trust on the part of the clients and at the same time constitutes a great
temptation for the sellers to abuse their favourable position. The media have broadly covered
this issue a few years ago.
In order to reduce the abovementioned asymmetry and consequently to make sure that the
fuel meets the quality standards, Poland and other countries established authorities acting as
impartial, objective experts scrutinizing the quality of fuels placed on the market.
In Poland such an authority is the Oce of Competition and Consumer Protection (OCCP,
www.uokik.gov.pl). Fuel quality monitoring plays a signicant role in the OCCPs operations.
The Oce is responsible for enabling Poland to discharge its obligations resulting from its
European Union membership and related to monitoring the quality of liquid fuels placed on
the market, as well as drawing up reports for the European Commission presenting the results
of liquid fuels quality inspections carried out across the whole country. To this end, the system
of monitoring and scrutinizing of the quality of liquid fuels and bio-fuels was established and
implemented in Poland (according to the guidelines set forth in the applicable EU directives
and standards). The system has been in operation since 1 May 2004.
7
INTRODUCTION
Of course similar systems operate in other EU countries. Adopting the Directive 98/70/EC
in 1998, the European Parliament specied requirements concerning quality of fuels placed on
the market, whilst, the Member States, accepting the directive and the applicable standards as
the starting point, developed appropriate regulations and organized systems of fuel quality
monitoring within their territories.
One of the objectives of this study was to describe the systems in Poland and in other selected countries (Germany, Austria, Latvia, Ireland and the Czech Republic), by presenting:
!
review of the legal basis;
!
outline of the authorities involved in the monitoring and scrutinizing of fuel quality;
!
description of time and territorial scope of the inspections;
!
organization of the inspections (what parameters are analysied, what types of fuels are
inspected, how samples are selected, etc.).
The comparative analysis showed that the organization of the fuel quality monitoring and
scrutinizing system in Poland is not only not worse from the systems in more developed countries of the EU, but stands out in a positive sense, as it responds to notications sent by consumers who suspect that non-compliant fuel is in circulation.
Due to the educational and popularising role of the study, issues related to fuel quality
and scrutiny are discussed from the technical and chemical point of view (e.g. presenting
the consequences for the engine). The essence of a fuel quality inspection is checking if a
given parameter meets the requirements of a standard or not. Therefore, it is worth knowing what a given parameter means and what the consequences of exceeding or failing to
meet its acceptable values are e.g. for a car engine or the environment. That shows what a
complex product fuel is (both petrol and diesel), how important the optimum composition
of its components is and what the possible threats for fuel quality occur in the process of
fuel production and distribution. Moreover, the Reader, having acquainted him or herself
with the introduction and the theoretical background of the study, will be fully prepared to
comprehend the results of the inspections carried out in dierent countries, to interpret the
data and to draw conclusions.
Another objective of the analysis is to present and review the results of the inspections
of fuels sold in Poland against the background of the results of the inspections carried
out in selected countries of the European Union (Germany, Austria, Latvia, Ireland and
the Czech Republic). The following criteria were applied for selection of the countries for
comparison:
!
widest possible cross-section of dierent countries (old and new EU Member
States, more and less developed economies, large and small countries), without, however, blurring the transparency of the study by too many countries and making it difcult for the Reader to grasp the entire material;
!
Comparing the situation in Poland and in the countries which obtained the best results
of fuel quality inspections in the 2nd half of the 2004 (i.e. Germany, Austria and Latvia),
as well as in the countries where similar levels of irregularities were found as in Poland
in the same period (Ireland and the Czech Republic).
The data concern inspections carried out in the selected countries in 2005. This is because
Poland, the Czech Republic and Latvia were not obliged to run a system of fuel quality monitoring and scrutinizing until their accession to the European Union, i.e. the 2nd half of 2004. It
was only in 2005 that the samples of fuels were collected and tested in the course of the whole
year, taking into consideration the division into summer and winter period. As for the data for
2006, the Member States are obliged to make them known to the European Commission only
by the end of June 2007.
The table below contains an index of the sources of information used for elaboration and
analysis of the results of fuel quality inspections in 2005 and the systems of fuel quality monitoring in the dierent countries.
INTRODUCTION
DATA - COUNTRY
SOURCE
Poland
Department of Market Surveillance

Oce of Competition and Consumer Protection
Plac Powstacw Warszawy 1, 00-950 Warsaw, Poland
Germany
AEA Energy & Environment

The Gemini Building, Fermi Avenue
Harwell, Didcot, OX11 0QR, Great Britain
Umweltbundesamt
Schadstominderung und Energieeinsparung im Verkehr
Wrlitzer Platz 1, 06844 Dessau, Germany
Austria
Latvia
Verkehr, Lrm & Umweltmanagement

Umweltbundesamt GmbH
Spittelauer Lnde 5
1090 Vienna, Austria
Harwell, Didcot, OX11 0QR, Great Britain
Latvas Republikas Ekonomikas Ministra
Brivibas str. 55, Riga, LV 1519, Latvia
Ireland

Harwell, Didcot,
OX11 0QR, Great Britain
Czech Republic
Ministerstvo prmyslu a obchodu

Na Frantiku 32,
110 15 Praha 1, Czech Republic
European Commission
European Commission, DG Environment and

Harwell International Business Centre
Didcot, OX11 0QR, Great Britain
The results of the drivers opinion polls referred to at the beginning show that fuel quality
is of key importance both in the premium and the economic segment. By making this distinction we touch upon the issue of the relation of fuel quality to its price. Therefore, this study
contains also a comparison of fuel prices in the discussed co untries.
The analysis was made for the Oce of Competition and Consumer Protection. The authors are fuel market experts cooperating with the European Training and Expertise Center
(www.csee.pl) on the project: Transition Facility 2004/016-829.02.04.0 /P Part 1 Consumer Protection System Consumer studies and expertise.
The authors would like to thank all the persons who contributed to the preparation of this
analysis.
Agnieszka Jankw (ajankow@pentor.pl)
ukasz Garstecki (lgarstecki@pentor.pl)
Warsaw, 20 April 2007
ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM
1. Organization of fuel quality scrutinizing system

1.1. Introduction (Community requirements, standards)
According to Directive 98/70/EC on petrol and diesel fuels quality, all the Member States
of the European Union are committed to scrutinizing the quality of fuels sold at the lling
stations in their respective countries. This obligation has been established as a result of the
dierences in the legal and administration regulations adopted by the Member States with
regard to the specications of fuel used in vehicles with the spark ignition engines and compression-ignition engines. It has been acknowledged that the dierences in the regulations
create trade barriers in the Community and hence they may directly inuence the internal
market functioning, as well as the international competitiveness of the European car and
rening industry.
Moreover, human health and environment protection was taken into consideration
as the air pollutants i.e. nitric and sulphur oxides, unburned hydrocarbon, solid particles, carbon monoxide, benzene and other toxic substances generated in the exhaust
fumes of the engine powered vehicles pose direct and indirect risks. Due to the above,
in 2003, the European Parliament adopted Directive 2003/17/EC replacing Directive
98/70/EC, establishing new, stricter environment specifications for the fuels present on
the market.
The scrutinizing system is based on the European standards EN 14274:2003 Automotive fuels. Assessment of petrol and diesel quality. Fuel quality monitoring system (FQMS)
and EN 14275:2003 Automotive fuels. Assessment of petrol and diesel fuel quality. Sampling from retail site pumps and commercial site fuel dispensers. These standards dene
precisely the principles of selecting the samples, their minimum number, the method of
sampling at the lling stations, the rules of transportation, storage and testing. The main
premises of the system dened in the aforementioned standards are based on the following principles:
!
a Member State ought to be divided into regions, in which the samples would
be taken proportionally to the fuel sales volume. If full information on the sales
volume is missing, the region division may be based on the number of filling stations in the region or on other criteria (e.g. the number of vehicles, people). It is
also possible to make the division according to geographical and administrative
borders. In case of small countries like Luxembourg, regional division is not applied;
!
for monitoring purposes, a year is divided into two periods winter and summer,
this again results from dierent values of vapour pressure parameter in these periods,
which are included in the quality standards for motor petrol;
!
the minimum number of samples taken for inspection purposes in the countries classied as small ones (sales up to 15 mln tones per year) is 100 for each fuel type per region,
each monitoring period; in the countries where yearly sales exceed 15 mln tones, the
minimal number of samples is 200;
!
fuel distribution outlets for inspections are selected at random, and the samples are
taken at the lling stations (open access and company stations);
!
for sampling purposes unused containers of approximately 4 litres ought to be used;
these containers should have external mountings in order to enable to seal them; the
continuers may be lled with maximum 3 litres;
!
each container must have the following marking elements: the place, date and hour of
sampling, name and kind of product, sample identication code.
11
Introduction (Community requirements, standards)
Dividing the country into regions determines the choice of one of the three possible monitoring system models pursuant to the EN 14274:2003 standard A, B or C.
Model A is based on the division of the country into geographical macro regions in a way
where in every region the entire amount of the fuel being analysed and the number of distribution places are similar. Such an action mode is recommended for all the countries, as it enables
to depict eciently fuel multiplicity, and as a result lesser number of taken samples. If region
grouping in terms of geographical, administration or other division does not help to meet all
of the criteria in order to design this recommended model, then subsequently B model is taken
into account, which is based on geographical and administration country division. Instead,
C model is selected in case of a small country where the division of the territory into macro
regions or regions is impossible.
The chosen regional division format, country size, calculated on the basis of yearly sales
and the share of a given fuel type in the sales, all determine the minimum number of distribution outlets in a particular country where samples ought to be taken.
The minimum number of distribution outlets in a particular country where samples of the
fuel types with the market share of 10 % and more should be taken is shown in the Table 1,
pursuant to the provisions of EN 14274:2003.
Table 1. Minimum number of samples of each fuel type in the winter and summer periods
Model
Small country
Petrol of a given type
Diesel
Big country
Petrol of a given type
Diesel
50
50
100
100
50
50
100
100
200
200
The minimum number of samples of a particular fuel type with the market share of 10 %
is calculated in proportion to the number of samples of its corresponding native fuel type, according to the following formula:
N fuel typeX =
Market Share (fuel type X)

N native fuel type
Market Share (native type)
Conformity with the requirements provided for in the Directives with respect to the petrol
and diesel sold in the Member States is monitored on the basis of the analytic methods set forth
in the European standards EN 228 and EN 590, accordingly.
Each year, all Member States send a report to the European Commission on the quality of
fuels sold on their territory.
12
1.2. System in Poland

European Union regulations on fuel quality scrutiny (Directives 98/70/EC, 2003/17/EC and
others) were transposed to the Polish legal system by the Act of 23 January 2004 on liquid fuel
and bio-fuel quality monitoring and scrutinizing system (Journal of Laws of 2004, No 34, item
293, as amended). Currently, since 1 January 2007, these matters are governed by the Act of 25
August 2006 on fuel quality monitoring and scrutinizing system (Journal of Laws of 2006, No
169, item 1200) and by the following regulations of:
!
Minister of Economy and Labour of 17 September 2004 on liquid fuel and biofuel
quality monitoring method and scrutinizing (Journal of Laws of 2004, No 211,
item 2146);
!
Minister of Economy, Labour and Social Policy of 31 March 2004 on the sampling method (Journal of Laws of 2004, No 64, item 595);
!
Minister of Economy and Labour of 19 October 2005 on the qualitative requirements
for liquid fuel (Journal of Laws of 216, item 1825). Until 31 November 2005 the provisions on the qualitative requirements for liquid fuel, of 16 August 2004, of the Minister of Economy, Labour and Social Policy resolution were in force (Journal of Laws 2004,
No 192, item 1969);
!
Minister of Economy of 3 November 2006 on the liquid fuel quality inspection method
(Journal of Laws of 2006, No 220, item1606). Until 15 December 2006, the Resolution of
the Minister of Economy and Labour, of 16 August 2004 on the liquid fuel quality test methods
(Journal of Laws of 2004, No 192, item 1970) were in force;
!
Minister of Economy of 8 September 2006 on the qualitative requirements for liquid
biofuel (Journal of Laws of 2006, No 166, item 1182);
!
Minister of Economy of 28 February 2007 on inspection method of the liquid biofuel
quality (Journal of Laws 2007, No 44, item 281);
!
Minister of Economy of 28 December 2006 on the qualitative requirements for the liqueed gas (LPG) (Journal of Laws of 2006, No 251, item 1851);
!
Minister of Economy of 31 January 2007 on the liqueed gas sampling method (LPG)
(Journal of Laws of 2007, No 44, item 279);
!
Minister of Economy of 23 March 2007 on the liqueed gas quality inspection method
(LPG) (Journal of Laws of 2007, No 59, item 399);
!
Minister of Economy of 28 December 2006 on the compressed natural gas qualitative
requirements (CNG) (Journal of Laws of 2006, No 251, item 1850);
!
Minister of Economy of 4 January 2007 on the qualitative requirements for sulphur
content in oils and the types of installation and conditions in which heavy heating oil
will be used, (Journal of Laws of 2007, No 4, item 30);
!
Minister of Economy of 21 February 2007 on the sampling of light heating oil, heavy
heating oil and engine oil for inland shipping ships (Journal of Laws of 2007, No 41,
item 261);
!
Minister of Economy of 21 February 2007 on the quality inspection method for the light
heating oil, heavy heating oil and engine oil for inland shipping ships (Journal of Laws
of 2007, No 41, item 262);
!
Minister of Economy of 22 January 2007 on the qualitative requirements for liquid biofuel applied in the eets and produced by the agriculturist for their own use (Journal
of Laws of 2007, No 24, item 149);
!
Minister of Economy of 31 January 2007 on the liquid biofuel sampling method by the
agriculturist for their own use (Journal of Laws of 2007, No 24, item 150).
The Act of 25 August 2006 on fuel quality monitoring and scrutinizing system, which substituted the Act on the monitoring system (of 23 January 2004) along with the aforementioned
regulations and the Act of 15 December 2000 on the Trade Inspection (Journal of Laws of 2001,
13
System in Poland
No 4, item 25 as amended) and the executive acts issued on its basis, constitute the legal basis
for liquid fuel quality monitoring and scrutinizing system functioning in Poland.
THE BODIES INVOLVED IN THE MONITORING AND SCRUTINIZING OF FUEL QUALITY IN POLAND
The President of the Oce of Competition and Consumer Protection is responsible for the
operation of the system and performs his duties in cooperation with the Trade Inspection responsible for fuel scrutiny. His primary responsibilities include:
!
keeping the register of enterprises, lling stations (both open access and company stations) and warehouses trading in fuel on the basis of the data made accessible by the
General Statistical Oce, the Energy Regulatory Oce, the State Fire Service and the
Oce of Technical Inspection:
!
assigning identication numbers to the enterprises, lling stations, company stations
and warehouses, for the System purposes;
!
keeping the register of accredited laboratories authorised to carry out the fuel tests on
the basis of the data made available by the Polish Centre for Accreditation;
!
dening the minimum number of open access and company lling stations where inspections are to be carried out;
!
setting up fuel quality scrutiny programs, dening the activities of the Trade Inspection;
!
setting up the manner of sample marking in order to prevent identication of the enterprises, lling stations or plants stations, in the course of the inspections;
!
drawing up yearly common reports on the performance of the liquid fuel and biofuel quality inspections, which are submitted to the European Commission and Polish
Council of Ministers;
!
gathering and keeping the statistical data on liquid fuel and biofuel quality for the System purposes.
The above mentioned obligations are vested in the President of the Oce of Competition
and Consumer Protection under the Act of 23 January 2004. They are maintained in the Act on
fuel quality monitoring and scrutinizing, of 25 August 2006, which additionally sets forth the
following obligations:
!
to keep the register of enterprises dealing with fuel production, transport and
storage;
!
to keep the register of the owners and users of the selected eets;
!
to keep the register of the agriculturists producing liquid biofuel for their own use, on
the basis of the data made available by the Agricultural market Agency;
!
to assign identication numbers to the enterprises dealing with fuel production and
storage and to assign identication numbers to the agriculturists who produce biofuel
for their own use, for the System purposes;
!
to dene the minimum number of fuel warehouses, enterprises whose operations involve fuel production and storage as well as introducing light heating oil to the market,
who will be subject to scrutiny ;
!
to dene the minimum number of lling stations (both open access and company stations), where liqueed gas (LPG) or compressed natural gas (CNG) quality scrutiny is
to take place;
!
to draw up yearly common reports on the quality of liqueed gas (LPG) and natural
gas (CNG);
!
to draw up the yearly common reports on the content of sulphur in light heating oil,
heavy heating oil, oil for engines applied in the ships designed for inland shipping and
in the shipping fuel used in sea ships.
14
Frames of the System for Trade Inspection tasks include:

!
carrying out inspections;
!
taking and handing over the samples for testing, which are performed by the laboratories with accreditation certicates issued by the Polish Centre for Accreditation;
!
preparing quality results analyses;
!
drawing up periodic statements and yearly reports on the carried out scrutinises.
PERIODIC AND TERRITORIAL SCOPE OF THE INSPECTIONS
According to Directive 98/70/EC and the regulations of the Minister of Economy and Labour on the method of fuel quality monitoring resulting from the Directive, and above all according to the qualitative requirements for fuels, dened in the qualitative standards for petrol
- EN 228 and diesel fuel - EN 590,,respectively, the scrutiny and quality monitoring has been
divided into two periods of the year:
!
summer:
for motor petrol from 1 May to 30 September;
for diesel fuel from 16 April to 30 September;
!
winter:
for motor petrol from 1 October to 30 April;
for diesel fuel from 1 October to 15 April.
Samples are taken every month of the year. Inspections are carried out on the whole territory
of Poland. For the purposes of fuel quality monitoring, the country has been divided into areas
corresponding the voivodships, i.e. according to the administrative division of the country.
SCRUTINY ORGANISATION FROM 1 MAY 2004 TO 31 DECEMBER 2006
During the period from 2004 to the end of 2006, as it has already been mentioned, the legal
basis for the functioning of the liquid fuel and biofuel quality monitoring and scrutinizing system was provided by the Act of 23 January 2004 on liquid fuel and biofuel quality monitoring
and scrutinizing system.
The liquid fuel quality monitoring and scrutinizing system was divided into two parts:
!
the European part, the aim of which was the monitoring in terms of statistical liquid
fuel quality introduced to the trade and drawing up the report for the European Committee presenting the statistical data concerning the fuel quality on the market;
!
the national part, aimed at eliminating from the market liquid fuel which does not
meet quality requirements provided for in the Resolution of the Minister of Economy
and Labour of 16 August 2004 on the qualitative requirements for liquid fuel (Journal
of Laws of 2004, No 192, item 1969), replaced by the Resolution of 10 October 2005 on
the quality requirements for liquid fuel (Journal of Laws of 2005, No 216, item 1825)
and to draw up the report including fuel quality scrutiny results for the Council of
Ministers.
The scrutiny covered the types of fuel being traded on the whole territory of Poland, that is:
!
95 lead-free petrol;
!
!
95 universal petrol (withdrawn from circulation at the end of 2004);
!
diesel fuel.
EUROPEAN PART OF THE SYSTEM
Pursuant to the regulations, the monitoring and fuel quality inspections have been carried
out within this part of the system at the lling stations, where liquid fuels is sold (commonly
available) and at the company stations.
15
System in Poland
Liquid fuels samples taken for inspection purposes, have been inspected in terms of all the
quality parameters listed in Directive 98/70/EC of 13 October 1998 on the petrol and diesel fuel
quality (as amended by Directive 2003/17/EC of 3 March 2003), which are also listed in the
Resolution on the qualitative requirements for liquid fuel.
For each of the fuel types listed above, the minimum number of lling stations in which the
scrutiny took place in each monitoring period (summer and winter) equalled 100 for the entire
country. It was the result of fuel sales volume during the whole year on the territory of Poland
and applying the division into the regions in accordance with the administrative division. On
the basis of the fuel sold during the year (approximately 11 mln tons), in accordance with the
EN 14274:2003 standard, Poland has been classied as a small country. Samples taken for inspection purposes have been selected at random by the computer system for each monitoring
period, separately for each voivodship and within each fuel type.
The number of stations, where inspections have been carried out on the territory of a particular voivodship, has been established pursuant to the Resolution on the method of liquid
fuel and biofuel quality monitoring.
The number of stations in particular voivodships, for the purpose of selecting the stations,
in which inspections took place during the monitoring period starting in a particular calendar
year, has been accepted on the basis of the data at the end of the previous year.
Moreover, in order to test each fuel type in a particular voivodship, 10% stations has been
selected at random, in case any of the selected stations to be inspected was temporarily closed
or liquidated.
Table 2. Schedule with the number of samples (in total 600) taken in Poland within the frames
of the European part of fuel quality monitoring and scrutinizing system
95 lead-free petrol
98 lead-free petrol
diesel fuel
Summer period
100 samples (+10%)
100 samples (+10%)
100 samples (+10%)
Winter period
100 samples (+10%)
100 samples (+10%)
100 samples (+10%)
NATIONAL PART OF THE SYSTEM

This part of the monitoring and scrutinizing system, as it has already been mentioned, is
aimed at eliminating from the market fuel which does not meet the quality requirements set
forth in the Resolution on the qualitative requirements for liquid fuels, but also at checking
fuel quality improvement ratio oered at the lling stations, in which in course of previous
scrutinises abnormalities have been noticed. Carrying out an inspection was also possible in
the case when the scrutiny authorities had been informed about improper fuel quality or on
the basis of the suspicion that such a situation might have occurred. Usually, such inspections
resulted from the complaints of the drivers, information provided by the Police or the Central
Investigation Bureau.
Within the frames of this part of the system, in addition to the lling stations, the scrutiny
covered fuel warehouses as well. The enterprises whose operations involve wholesale of liquid
fuel, were selected at random from the register kept by the Oce of Competition and Consumer
Protection, pursuant to the Resolution on the monitoring of liquid fuel and biofuel quality scrutiny, in the number of 50% out of the total number of the enterprises listed in the register.
The liquid fuel samples taken for inspection purposes within the country part of the system, have been tested in terms of all or selected qualitative parameters listed in the Resolution
on the qualitative requirements for liquid fuels. This kind of solution has been accepted due to
high costs to be borne in order to inspect a fuel sample in terms of all qualitative parameters.
Inspection of only a part of the parameters enabled to scrutinize a grater number of stations
and taking more samples.
16
ORGANISATION OF THE SCRUTINY FROM 1 JANUARY 2007

The Act of 25 August 2006 has signicantly expanded and changed the fuel quality monitoring and scrutinizing system in Poland, comparing with the former Act of 23 January 2004,
which was in force to the end of December 2006. Quality scrutiny is currently carried out to a
considerably larger scale. The scrutiny encompasses the whole fuel distribution chain from
lling stations, through fuel basis and warehouses, to the fuel producers. Additionally, the
scrutiny covers all the liquid fuel types present on the market, that is:
!
!
!
diesel fuel;
!
liquid biofuels (including those applied in the selected vehicle eets and manufactured
by the agriculturists for their own use);
!
propane-butane (LPG);
!
compressed natural gas (CNG);
!
light heating oil.
In addition to inspecting the open access and company stations and the fuel warehouses,
which took place to the end of December 2006, currently the scrutiny covers as well the following enterprises:
!
fuel producers;
!
enterprises which store fuel;
!
enterprises transporting fuels (inspection at the request of the police);
!
owners and user of the selected vehicle eets;
!
open access and company lling stations, in which the liquid biofuels, liqueed gas
(LPG) and compressed natural gas (CNG) are inspected;
!
enterprises launching new light heating oil on to the market;
!
agriculturalists producing liquid biofuels for their own use.
The above results from the fact that fuel quality deterioration takes place at various stages
of its distribution, and additional places to be scrutinized, in addition to the lling stations and
warehouses, enable to eliminate possibly the greatest sales volume of fuel which does not meet
the qualitative requirements.
Since the Act of 25 August 2006 has such a great scope, the division prevailing under the
Act on 23 January 2004, that is a division into the country and European parts, was given up.
It is only to distinguish the scrutiny activities carried out in order to prepare the report for the
European Commission on the fuel quality (pursuant to Directive 98/70/EC of the European
Parliament and of the Council, of 13 October 1998, on the diesel petrol and diesel fuel replaced
with Directive 2003/17/EC of the European Parliament and of the Council, of 3 March 2003)
why the name European part of the fuel quality monitoring and scrutinizing system was
maintained, which pertains to the scrutiny :
!
of PB 98 lead-free petrol, PB 95 lead-free petrol, diesel fuel, diesel fuel with 20%
of esters, pure ester;
!
carried out exclusively at lling stations and company stations;
!
which include fuel sampling in the amount resulting from the European standard EN
14 274: 2005 Automotive fuels. Assessment of petrol and diesel fuel quality. Fuel
quality monitoring system;
!
which include taking one sample for one fuel type at the station.
Selecting the entities (warehouses, open access and company lling stations, where the
LPG liqueed gas is sold or CNG compressed natural gas, enterprises which deal with fuel
manufacturing and storing, enterprises which are involved with introducing the light heating oil into the market) to be tested in terms of fuel quality are selected at random from the
registers kept by the Oce of Competition and Consumer Protection. Except for the minimum numbers set forth by the President of the Oce of Competition and Consumer Protec17
System in Poland
tion, these entities may also be appointed to be scrutinized in case of receiving the information about improper fuel quality or if circumstances occur which indicate the possibility of
improper fuel quality.
The scrutiny at the open access and company lling stations, where the liquid fuels and
biofuels are sold (as in the previous case, that is within the period when the Act of 23 January 2004 on liquid fuel quality monitoring and scrutinizing system was in force), are carried
out upon receiving the information on improper fuel quality or if circumstances occur which
indicate the possibility of improper fuel quality. In practice, this kind of scrutinises result from
the complaints of the drivers, information acquired from the Police, including Central Bureau
of Investigation.
The same procedure of appointing the scrutinises pertains as well to the owners and users
of the selected eets and the agriculturists producing biofuels for their own use.
The samples taken in the course of the scrutiny are inspected in the laboratories having the
accreditation certicates issued by the Polish Centre for Accreditation. Petrol and diesel fuel
samples are tested with regard to all of the or some of the qualitative parameters. However,
biofuels and LPG and CG samples are subject to the detailed scrutiny in terms of all the parameters dened in the relevant resolutions on the qualitative requirements (in the Resolution of 8
September 2006 on the qualitative requirements for biofuels, in the Resolution of 28 December
2006 on the qualitative requirements for the liqueed gas (LPG) and in the Resolution of 28
December 2006 on the qualitative requirements for the natural gas (CNG)).
A signicant change in comparison with the previous Act on liquid fuel and liquid biofuels
quality monitoring and scrutinizing system is that the President of the Oce of Competition
and Consumer Protection or the Chief Inspector of the Trade Inspection immediately appoints
for scrutiny the supplier of a particular enterprise where an inadequate fuel quality has been
stated. In case, there is no stationary fuel tank, the Trade Inspection undertakes the scrutiny
activities in order to select another enterprise, from whom the fuel called into question comes
from, and who does have the stationary tank.
The Oce of Competition and Consumer Protection is responsible for drawing up the reports for:
!
The European Commission (until 30 June) on:
liquid fuel quality and liquid biofuels quality;
content of sulphur in the light heating oil, in the heavy heating oil (on the basis of the
Chief Inspectors for the Environment Protection data), in the oil for the engines in
the ships for the inland shipping (on the basis of the Chief Inspectors for the Environment Protection data), in the shipping fuels applied in the sea ships (on the basis
of the reports drawn up by the Directors of the Maritime Authorities);
!
the Council of Ministers (until 31 May) on:
the quality of liquid fuels, liquid biofuels, liqueed gas (LPG) and compressed natural gas (CNG).
18
1.3. System in Germany

LEGAL BASIS
German legal regulations on the fuel quality monitoring have been based on the European
standards (EN 14274:2003, EN 14275:2003) and the premises of EU Directives (Directive 98/70/
EC of 13 October 1998 and Directive 2003/17/EC, which replaced it). The marking and quality requirements concerning of the motor petrol, motor oils and liquid gas by establishing the
European standards as the minimum requirements which regulate the tenth resolution on the
fuel quality and fuel quality marking (Verordnung ber die Beschaenheit und die Auszeichnung
der Qualitten von Kraftstoen, 10. BImSchV, vom 21. Mrz 2002, Bundesanzeiger No 62, S. 6758).
By adopting the general administration provisions on the uniform performance, in German
lands the inspection criteria have been established, ensuring the uniformity of performance in
the entire federation.
With regard to the type and the scope of the samples taken, the reference is made to the
counterparts of the standards EN 14274:2003 and EN 14275:2003 marked as DIN-EN 14274:2003
and DIN-EN 14275:2003.
However, the inspection of all the parameters included in the European standards has not
been applied for the fuel quality monitoring purposes, but only parameters of great importance for the environment, for example content of sulphur and the parameters important for
consumer protection, e.g. octane number and density, or in accordance with the experience in
former inspections parameters indicating defectiveness of a product, e.g. ignition temperature with regard to the diesel fuel.
In addition to the premises of the European system, the entities with regard to which there
are certain suspicions of selling fuel not complying with the qualitative requirements or whose
fuel has been complained about, are subject to the scrutiny.
The aforementioned dierences in fuel quality monitoring system in Germany comparing
with the requirements of the European law are big enough, not to classify it to any of the models of the system, which are obligatory pursuant to the EN 14274:2003 standard. It is therefore
regarded as a country system.
INSTITUTIONS INVOLVED IN MONITORING AND SCRUTINIZING FUEL QUALITY
The Ministry of Environment (Bundesministerium fr Umwelt, Naturschutz und Reaktorsicherheit, www.bmu.de) is responsible for supplying the yearly report to the European Commission. This report, based on the data provided by German oces of the federal states and the
statistics of the Federal Oce of Economics and Export Control (Bundesamt fr Wirtschaft und
Ausfuhrkontrolle BAFA, www.bafa.de) is drawn up by the Federal Environment Oce (Umweltbundesamt UBA, www.umweltbundesamt.de).
The tasks of the union countries and their relevant oces (among others, state oces for
environment protection, state oces for the labour inspection) include the realisation of the
fuel quality monitoring and scrutinizing system accepted by Germany (that is a selection of
distribution places to be scrutinized, sampling for inspection purpose, conformity analyses of
the taken fuel samples with the qualitative standards).
The Federal Oce of Economics and Export Control, pursuant to the Act on the mineral oils
data gathers instead the data on the volume of fuel sold on the territory of Germany.
PERIODIC AND TERRITORIAL SCOPE OF CONTROL
In accordance with the qualitative requirements with regard to the motor petrol vapour pressure, set forth in Directive 98/70/EC, EN 228 standard and in the legal regulations (10. BImSchV),
the scrutiny and monitoring of fuel quality have been divided into three periods of the year:
19
System in Austria
a summer product must be oered within the period from 1 May to 30 September. Petrol vapour pressure must reect the values stated in the standard from 40 kilo Pascals
(kPa) to 60 kPa;
!
a winter product is sold within the period from 16 November to 15 March. Vapour
pressure equals then from 60 kPa to 90 kPa;
!
within the period from 1 October to 15 November, and from 16 March to 30 April (so
called the interim period), the pressure of vapour can not exceed the maximum value
from the winter period (90 kPa) and can not be lower than the value from the summer
period (40 kPa).
Samples are taken every month of the year.
The scrutiny is carried out on the territory of the whole country. For fuel quality scrutinizing purposes, the territory of Germany has been divided into the areas corresponding to the
16 political regions (Lnder) of Germany, without taking into consideration the method of fuel
distribution in the country.
!
INSPECTED FUEL AND PARAMETERS

As a part of the monitoring system, samples are taken usually from the lling stations in all
political regions in Germany. The inspections cover the basic fuels corresponding to the motor
petrol and diesel fuels specied in Directive 98/70/EC, that is:
!
91 lead-free petrol (Normal, pursuant to the EN 228 standard);
!
95 lead-free petrol (Super, pursuant to the EN 228 standard);
!
98 lead-free petrol (Super Plus, pursuant to the EN 228 standard);
!
diesel fuel (pursuant to the EN 590 standard).
As it has already been said, German fuel quality monitoring system is not entirely compliant with the European directives and standards with regard to the functioning of such a system in a particular Member State.
In the German system, the samples taken for inspection are not inspected with regard to the
amount of all the parameters included in the European standards. The parameters being dened
are only those, which are especially signicant to environment and consumers protection.
German law regulating fuel quality monitoring states that:
!
while testing motor petrol samples, it is recommended to measure the amount of sulphur, resilience to the pinking, that is estimating the octane number, vapour pressure,
fractional composition, content of aromatic hydrocarbon with specication for benzene and density;
!
for diesel fuels it is necessary to mark that the sulphur content, cetane number, plugging point for cold lter, fractional composition, ignition temperature (it is not required
according to the EU Directive).
Other parameters, in addition to the named, are examined in detail only in case of suspicion
of trading in bad quality fuel or in case of complaints.
1.4. System in Austria

LEGAL BASIS
The legal basis of the fuel quality monitoring and scrutinizing system on the territory of
Austria is formed by the directives, resolutions of the European Parliament and of the Council
as well as the corresponding state legislation.
European law:
!
Directive 98/70/EC (replaced by Directive 2003/17/EC) environment specication
for fuels;
20

!
!
EN 14274:2003 Standard monitoring system specication, reporting;

EN 14275:2003 Standard specication on sampling, transport, storing of the taken
samples.
State legislation:
Federal Act on motorization (Kraftfahrgesetz (KFG) Novelle, 1967, BGBl. No 267, and its subsequent amendments: Bundesgesetz BGBl. I No 175/2004, Bundesgesetz BGBl. I No 117/2005 and
Bundesgesetz BGBl. I No57/2006 of 9 May 2006).
THE INSTITUTIONS INVOLVED IN THE MONITORING AND SCRUTINIZING OF FUEL
QUALITY
The quality of motor petrol and diesel fuels sold at the lling stations in Austria is under
scrutiny of the Federal Environment Oce (Umweltbundesamt UBA, www.umweltbundesamt.at)
and submitted to the Ministry of Agriculture, Forests, Waters and Environment (Bundesministeriums fr Land- und Forstwirtschaft, Umwelt und Wasserwirtschaft, www.lebensministerium.at) in
the form of the report. Then, the Ministry submits this report to the European Commission.
The diagram presented below illustrates the institutions and their tasks within the fuel
scrutinizing system.
Diagram 1. Institutions and scope of responsibilities
Ministry of
Finance
Ministry of Agriculture and

Labour
Information on fuel
production, sales,
inventory, import/
export
Customs Service
The Ministry of Agriculture,

Forests, Waters and
Environment
An annual report for the
European Commission
Federal Environment
Office
Project
concept
Report
Sampling
Laboratory
analysis
21
System in Austria
PERIODIC AND TERRITORIAL SCOPE OF SCRUTINY

Pursuant to the qualitative requirements for fuels, dened in the qualitative standards with
regard to the petrol - EN 228 and diesel fuels - EN 590, the scrutiny and monitoring of the fuel
quality has been divided into two periods of a year:
!
summer:
for motor petrol from 1 May to 30 September;
for diesel fuels from 16 April to 30 September.
!
winter:
for motor petrol from 1 October to 30 April;
for diesel fuels from 1 October to 15 April.
The samples for inspection are taken each month of a year.
The estimated time for sampling during a particular scrutiny period takes 15 days. Meanwhile, the controllers traverse approximately 7.000 kilometres.
The scrutiny is carried out on the territory of the whole country. As Austria has only one
renery (Schwechat), the production of which covers most part of countrys demand, while
quality dierences comparing with import fuels are imperceptible, which is stated on the basis
of several years of scrutinises. Austria is regarded as a one region.
SCRUTINY ORGANISATION
Within the framework of the monitoring system, samples are taken from the lling stations
on the entire territory of Austria. Examination covers the basic fuels corresponding to the engine petrol and diesel fuels specied in Directive 98/70/EC, that is:
!
91 lead-free petrol (Normal, corresponding to EN 228 standard);
!
95 lead-free petrol (Super, corresponding to EN 228 standard);
!
diesel fuel (in accordance with EN 590 standard).
The number of samples from the basic fuels for the purposes of analysis is set on the basis of
the EN 14274:2003 standard, taking into account the volume of fuel sold per year as well as the
regional dierentiation in terms of the quality of sold fuel. As it has already been mentioned,
fuel manufactured by the only renery in Austria, is not much dierent in quality from import
fuel, that is why it has been stated that the area of Austria may be treated as a one region. Fuel
consumption per year estimated by the Ministry of Agriculture and Labour (Bundesministerium fr Wirtschaft und Arbeit - BMWA, www.bmwa.gv.at) amounts approximately 8 million ton,
for several years.
In accordance with EN 14274:2003 standard, Austria has been classied as a small country
with regard to the entire fuel consumption (a country, in which the entire fuel sales is less than
15 million ton per year). At the same time, the Federal Environment Oce acknowledged that
the lack of regional dierentiation enables to employ the C statistical model. As a result, pursuant to the European standard on the fuel quality monitoring system, the minimum number
of samples has been stated, that is 50 for each fuel type in each monitoring period for the whole
country.
In addition, in Austria 98 Super Plus fuel is also available, which is also subject to the inspection, however, the number of samples of that fuel taken for inspection is compliant with
its market share comparing to the mother fuel share, that is the petrol type with the highest
market share. It was a result of EN 14274:2003 standard, for the minimum number of distribution places from which the samples need to be taken with regard to fuel whose share in the
market is less than 10%.
The number of distribution places is calculated on the basis of the following formula:
X type fuel with the market share less than 10 %,
N the number of taken samples
22
N for X type =
Market share (for X type)

x N
Market share (for mother type)
for mother fuel
The number of scrutinized stations with regard to the 98 Super Plus fuel quality during the
whole year, for several years oscillates between 5-6 lling stations which results from:
Super Plus 98 market shareN Super Plus 98 =
oscillates between 3 and 4%

x N "Super" 95 petrol
"Super" 95 petrol market share oscillates between 68 and 70%
- N Super 95 petrol the number of stations to be scrutinized with regard to the quality of 95
Super fuel within the entire year equals 100.
The registration and the selection of lling stations to be scrutinized are performed due to
the following schedule:
Diagram 2. The registration of lling stations in Austria
The location list of filling stations drawn

up and submitted by the Association of
Austrian Petroleum Industry which include
OMV, BP, Esso, Shell, Agip, Conoco
Filling stations register of the

Federal Environment Office
(~3000 entries)
The list of independent filling stations

locations drawn up and submitted by the
Association of filling stations and
vehicle service stations
The list of independent filling

stations placed on the Internet
23
System in Latvia
Diagram 3. Facilities selection for the purposes of scrutinizing of the quality of fuels sold
Filling stations register of the

Federal Environment Office
(~3000 entries)
Random selection of petrol stations
Verification with regard to the existence

of the randomly selected stations
Subsequent random selection for the same

region and company to which the former
selected station belonged
The list of stations to be inspected
The samples for inspection purposes are taken in accordance with the EN 14275:2003 standard. In case, the station refuses to have the fuel samples taken by the representative of the Federal Environment Oce, pursuant to the Act on motorization, he is entitled to take samples
even with the help of the Police. In practice however, the representatives of the Environment
Oce make a phone call to the relevant persons in a particular concern or the owner of the
stations, if the refusal was given by the independent station.
While carrying out the analyses of both motor petrol and diesel fuels, all parameters are
examined pursuant to Directive 2003/17/EC and the EN 14274:2003 standard.
Most of the parameters are measured in the accredited laboratory of the Federal Environment Oce, in Vienna. In the external laboratories only the octane number values are dened
(for petrol) and the cetane number (for diesel fuel).
1.5. System in Latvia

LEGAL BASIS
Quality monitoring system of fuels sold on the territory of Latvia, functions in accordance with the Act on the Internal Revenue Services, of 28 October 1993 (Likums par Par Valsts
iemumu dienestu, Publicts: Latvas Vstnesis 105 11.11.1993) and with the Resolution No
332 of 26 September 2000 on the evaluation of petrol and diesel fuels quality (Noteikumi par
benzna un dzedegvielas atbilstbas novrtanu, Latvas Republikas Ministru kabineta noteikumi
No 332, Publicts: Latvas Vstnesis 341/343 (2252/2254) 29.09.2000). The Resolution No 332 is
compliant with the European requirements of Directive 98/70/EC and Directive 2003/17/EC.
THE INSTITUTIONS INVOLVED IN FUEL QUALITY MONITORING AND SCRUTINIZING
The main institution in charge of the fuel quality scrutiny in Latvia is the Excise Tax Department of the Internal Revenue Service (Valsts iemumu dienests VID, www.vid.gov.lv). With regard
24
to the system, the State Internal Revenue Service has concluded an agreement on the bilateral
cooperation with other state institutions, the most important of which is Latvian Certication
Centre (Latvas sertikcas cents - LATSERT, www.latsert.lv) and the economic Police division
by the State Police. These institutions are responsible for complaints gathering on the low fuel
quality and taking certain actions in order to prevent from such situation in the future.
In order to carry out the testing of the taken samples, the District Internal Revenue Service manages three express laboratories, which are authorised to scrutinize fuel quality on the
territory of Latvia. In case of more detailed inspections to be carried out, SRS hands over the
taken samples for the analyses to the accredited laboratories.
PERIODIC AND TERRITORIAL SCOPE OF THE SCRUTINY, INSPECTED FUEL
Fuel quality inspections are organised in a way which enables to cover all the entities trading in fuel. The entities need special licences to trade in fuel on the territory of Latvia. The
number of issued and valid licences is a basis to register/ update the list of the companies
which are subject to scrutinises. On the territory of Latvia there are approximately 600 lling
stations which operate, 216 of which were issued the licences to carry out business operations.
Wholesale is conducted on the basis of approximately 47 licences.
The samples are taken from the enterprises possessing the licence to trade in fuel (lling
stations and warehouses) and from the tax warehouses. Most of the samples (approximately
90%) are taken at the lling stations. It is also possible to take samples from the places supervised by the customs service (terminals and customs warehouses), however, it is not practiced.
The selection of places to take samples is performed in accordance with the fuel type. The
samples are taken each month of the year.
The laboratory analysis with regard to all the parameters included in the Resolution No 332
on the evaluation of petrol and diesel fuels quality, covers samples of the fuel available on the
Latvia fuel market, that is:
!
92 Lead-free petrol (corresponding to the lead-free petrol 91 included in the directives
and the European standards);
!
95 Lead-free petrol;
!
Diesel fuel.
1.6. System in Ireland

LEGAL BASIS
The legal basis of the monitoring and fuel quality scrutinizing system on the territory of
Ireland is formed by the following directives, resolutions of the European Parliament and the
Council:
!
Directive 98/70/ EC (replaced with Directive 2003/17/ EC);
!
Standard EN 14274:2003;
!
Standard EN 14275:2003.
INSTITUTIONS INVOLVED IN THE FUEL QUALITY MONITORING AND SCRUTINY
Quality of motor petrol and diesel fuels traded on the territory of this country is under the
scrutiny of Internal Revenue Services (The Irish Revenue Commissioners, www.revenue.ie). The
taken samples are analysed by The State Laboratory (www.statelab.ie).
Information on the yearly sales of fuel are gathered and supplied the Ministry of Transport (Department of Public Enterprise, changed in 2002 into the Department of Transport, www.transport.ie).
25
System in Ireland
Department of the Environment, Heritage and Local Government, (http://www.environ.ie/en/)

is the unit responsible for drawing up and sending a yearly report on the monitoring of fuel quality
in Ireland.
PERIODIC AND TERRITORIAL SCOPE OF THE SCRUTINY
In accordance with the qualitative requirements for petrol, dened by the European
Committee for Standardization, Technical Committee No 19, working group No 21 with
regard to the EN 228 standard dening the specics of lead-free petrol, summer period on
the basis of petrol vapour pressure in Ireland has been set to be a period from 1 June to 31
August. The winter period lasts from 1 September to 31 May. Samples are taken each moth
of the year.
The scrutiny is carried out on the whole territory of the country. Ireland has got only
one oil refinery in Whitegate, County Cork. All products are comprehensively tested
by the refinery operator before release and subsequently transported via inland and
sea transport to the recipients. Owing to the documentation kept for the purposes of a
quality certificate, it is possible to follow the route of any cistern or sea cargo of each
manufactured part, and therefore it has been assumed that the area of Ireland may be
regarded as a one region.
With regard to the fuel quality monitoring system operating in Ireland, for the testing purposes the following fuel types are taken:
!
95 lead-free petrol (quality as in the EN 228 standard);
!
diesel fuel (as in the EN 590 standard).
The samples are tested with regard to all of the parameters set forth in Directive
98/70/EC.
For each fuel type (95 lead-free petrol and diesel fuel) the minimum number of samples
in each monitoring month has been established on the basis of the fuel sales per year (approximately 4 million ton per year) and assuming that the entire area of Ireland may be
regarded as a one region. On this basis, in accordance with the EN 14274:2003 standard,
Ireland has been classied as a small country (less than 15 million ton of fuel consumption
per year), for which C model has been assigned (pursuant to the standard, this model is
possible to be applied upon proving that the division into macro regions and regions is
impossible).
As a result, the minimum number of samples should be 50 for each fuel, in each monitoring
period for the entire country.
Samples of the fuel products are taken in the fuel terminals by the Internal Revenue Service
once every three months:
!
Dublin;
!
Cork;
!
Garlway;
!
Limerick;
!
Waterford;
!
News Ross;
!
Rosslare;
and after each fuel lling up/ relling in a country fuel reserve bank in Bantry. In addition, the
Internal Revenue Service take samples form the lling stations, road cisterns, trucks and lorries in order to avoid failing to pay excise duty.
The monitoring system also includes inspections carried out by the Irish Association for Oil
Industry, which takes its own samples for the testing from 23 parking places and the renery
26
in Whitegate, each year in each of the periods July/ August and December. The fuel companies
association takes in total 48 samples per year, and their results are included into the yearly
report for the European Commission.
1.7. System in the Czech Republic

LEGAL BASIS
Legal regulations on the fuel quality monitoring in the Czech Republic (the Resolution of the Ministry of Industry and Trade No 229/2004 and the Resolution No 311/2006
which replaced it - ZKON ze dne 23. kvtna 2006 o pohonnch hmotch a erpacch stanicch
pohonnch hmot a o zmn nkterch souvisejcch zkon, zkon o pohonnch hmotch, Pedpis
. 311/2006 Sb., zdroj: SBRKA ZKON ronk 2006, stka 96, ze dne 22.06.2006.) are based
on the qualitative requirements pursuant to the European standards (EN 14274:2003,
EN 14275:2003). Whereas, these standards are based on the EU directives (Directive 98/70/EC
of 13 October 1998 and Directive 2003/17/EC, which replaced it).
The Resolution No 229/2004 regulates the requirements concerning quality of automotive
fuels, as well as the requirements on the monitoring procedure of their quality.
Quality of fuels is marked in accordance with the European standards EN 228 for motor
petrol and EN 590 for diesel fuel.
INSTITUTIONS INVOLVED IN FUEL QUALITY MONITORING AND SCRUTINY
The institution responsible for fuel quality monitoring and data gathering required for
drawing up the report for the European Commission, is Czech Ministry of Industry and
Trade (Ministerstvo prmyslu a obchodu, www.mpo.cz). The yearly report for the European
Commission is drawn up on the basis of the data provided by the Czech Trade Inspection
(Cesk obchodn inspekce, www.coi.cz), which is responsible for the scrutinises of fuel distribution outlets.
PERIODIC AND TERRITORIAL SCOPE OF THE SCRUTINY
In accordance with the qualitative requirements with regard to the vapour pressure of motor petrol, sset forth in Directive 98/70/EC, EN 228 standard and the national legal provisions,
the scrutiny and fuel quality monitoring has been divided into two periods of a year:
!
summer - from 1 May to 30 September;
!
winter - from 1 October to 30 April.
Samples are taken each month of a year.
The scrutiny is carried out on the whole territory of the country.
With regard to the monitoring system, samples are taken from the lling station on the entire territory of the Czech Republic. The testing covers basic fuel types, being counterparts of
the lead-free petrol and diesel fuel specied in Directive 98/70/EC, i.e.:
!
91 lead-free petrol (Normal, as in the EN 228 standard);
!
95 lead-free petrol (Super, as in the EN 228 standard);
!
diesel fuel (as in the EN 590 standard).
Pursuant to the EN 14274:2003, the Czech Republic has been classied as a small country (a
country in which the total fuel sales is less than 15 million ton per year) due to the total, yearly
27
System in the Czech Republic
fuel consumption, which is approximately 6,5 million ton per year. It has also been acknowledged that the entire territory of the country may be regarded as a one region. As a result the
entire monitoring system is based on the statistical C model described in the EN 14274:2003
standard as a model suitable for a small country without the regional dierentiation. Pursuant
to the model, Czech Trade Inspection ought to take samples at least from minimum 59 distribution outlets (lling stations) for each fuel, which accounts for more than 10% of sales for a
particular fuel type (petrol, diesel fuel), in each scrutiny period.
The number of distribution places from which samples ought to be taken for the fuel with
the market share less than 10% is calculated on the basis of the following formula:
X type fuel with market share of less than 10%,
N the number of taken samples
N for X type =
Market share (for X type)

x N
Market share (for mother type)
for mother fuel
Because of the fact, that the Czech fuel quality monitoring system has not only been
launched to inspect the parameters required under the EU Directives in order to protect the
environment, but also for the consumers protection, the state Resolution has imposed an obligation to scrutinize a greater number of samples by dening their number at the following
minimum levels:
Table 3. Minimum number of samples to be taken with regard to the particular fuel types
In accordance with
the Resolution
229/2004
In accordance with
the Resolution
311/2006 prevailing
from 1 July 2006.
Petrol
(all petrol
in total)
Diesel fuels
Summer period:
1 May 31 October
350
350
Winter period:
1 November 30 April
350
350
Summer period:
1 May 31 October
500
500
Winter period:
1 November 30 April
500
500
The Ministry of Industry and Trade keeps an electronic register of lling stations. The controllers from 13 inspectorates after the prior schedule preparation (sampling date and number
of sample) take samples from the entire area of the Czech Republic.
The samples are taken pursuant to the EN 14275:2003 standard. While carrying out the
analysis of both motor petrol and diesel fuels, all of the parameters are taken into account in
accordance with Directive 98/70/EC, as well as in accordance with the Resolution of the Ministry of Industry and Trade No 229/2004.
28
Inspected fuels
Minimum number of
samples taken each
period, for each fuel
type
Place of sampling
Size of the country

(determined according
to EN 14274:2003)
Fuel quality monitoring

system
Organizations
responsible for sales
data gathering
Organizations
responsible for the fuel
quality monitoring
system
Federal Oce for

Economy (BAFA)
Federal Environment
Oce
(Umweltbundesamt =
UBA)
Germany
92 lead-free petrol,
diesel fuel
lead-free petrol
91 Normal,
95 lead-free petrol
Super,
98 lead-free petrol
Super Plus,
diesel fuel
lead-free petrol
91 Normal,
95 lead-free petrol
Super,
98 lead-free petrol
Super Plus, diesel fuel
95 lead-free
petrol,
98 lead-free
petrol, diesel fuel
diesel fuel
50
lead-free petrol
91 Normal,
95 lead-free petrol
Super,
98 lead-free petrol
Super Plus,
diesel fuel
350
Filling stations
Whitegate Renery,
petrol terminals, state
reserves bank, road
cisterns, lling stations,
lorries and delivery
trucks.
Filling stations,
terminals and fuel
warehouses
No entry
small
Statistical C model, EN
14274:2003
Statistical C model in
accordance with EN
14274:2003 with regard
to the number, kind,
manner of sampling and
samples inspection.
small
Ministry of Industry
and Trade
Ministry of Industry
and Trade
(Ministerstvo
prmyslu a obchodu)
the Czech Republic
Department of Transport
Department of
Environment, Heritage
and Local Government
Ireland
small
50
Filling stations
small
200
Filling stations
big
National System
No entry
Ministry Of Economy
and Labour
(Bundesministerium fr
Wirtschaft und Arbeit)
Statistical C model
compliant with EN
14274:2003
Ministry of Economy
(Latvas Republikas
Ekonomikas
Ministra)
Latvia
Federal Environment
Oce
(Umweltbundesamt =
UBA)
Austria
100
Filling stations
small
Statistic B model, The national system based

in accordance
on the statistical B model
which is in accordance
with EN
with EN 14274:2003.
14274:2003 as the
The selected quality
European part of
parameters are examined.
the system.
Ministry of
Economy
Oce of
Competition
and Consumer
Protection
Poland
1.8. Comparative table January 2005
29
Summary
1.9. Summary
Undoubtedly, international regulations on fuel quality are necessary. The European Union
is rst of all a common economic area, common market. Its participants include both individual clients and companies as well as institutions. For all of them, road transport plays an
important role and concerns private and company cars, by delivery trucks, lorries or buses. It
is not easy to evaluate the benets resulting from the possibility of refuelling in any country.
It is as well a factor which stimulates motorization industry development. Let us add to it environment protection and care for the health and consumer protection against unfair practices
or producers negligence and fuel dispensers (what may have a negative impact on the engine,
but the next chapter touches on the subject).
Therefore, fuel quality scrutinizing system is necessary and useful both at the national and
international level. Hence, there is a need to create and implement such systems at a level of
government ministries or central oces having wide scrutinizing authorities.
Each system under the analysis uses the statistic principles and is based on the random selection of samples. Control of all the lling stations would be too expensive and troublesome
in terms of organization. That is why the specic and minimum number of stations is selected
at random. It is important so that the random selection rule would be observed (each station
has the same chance to be found among the scrutinized ones) most often it is assured by the
relevant computer programme, which draws at random from the lling station list in a particular country. This selection takes into account the territorial dispersion, thanks to which the
scrutiny will cover the fuels from dierent producers, from various sources. In the presented
systems, dierent periods division has been applied, which results from the multiple fuel
properties in dierent temperatures.
The general principles of system functioning are set forth by the European Union directives. Each country, however, constructs its system in a slightly dierent way. These dierences do not have practical signicance for fuel users, it means that 95 petrol, octane or diesel
fuel are more or less the same in the entire Europe. Modication in particular countries may
be based on the selection of the parameters, other than the recommended one (the example
of Germany). The Member States are obliged to run the system, which provides the data for
the EU. Some of the countries (Poland or the Czech Republic) create just by the way so called
country systems, thanks to which they achieve more promptly the fuel quality level comparing with other EU members.
30
FUEL AND ITS QUALITY
2. Fuel and its quality

2.1. Fuel types, their use and characteristics
A signicant part of the vehicles, over 800 million, are propelled with spark ignition engines (ZI), which are mainly the source of power in the passenger cars and delivery trucks
(so called petrol engines). The remaining part operates by compression ignition engines (ZS)
known as Diesel engines or high-pressure engines. The are commonly applied to operate lorries and delivery trucks, tractors, road vehicles, marine vehicles, and more often as the power
unit in the passenger cars. Diesel engines, being outstandingly economic and environment
friendly, become more and more popular. Currently, every third passenger car sold in Poland
is equipped with Diesel engines. In the Western Europe, this share approaches 50%, and if the
present trends continue, the share will grow up to 60% in 2010, the experts predict.
Engine petrol is commonly used to feed the spark ignition engines, which rst of all consists of the products derived from crude oil processing. Petrol is a mixture of light liquid hydrocarbons with the boiling point of 30 - 215 C, emitted from the crude oil during the distillation process (that is crude oil evaporation and a split into so called fractions) and which are
subject to the processing in catalytic processes, such as reforming, cracking, isomerization or
alkylation (generally speaking, their role is to process of secondary treatment which enables
the change in the chemical composition of products and achieving fuel quality which is often demanded). The composition and mutual hydrocarbon proportions vary according to the
character of the processed crude oil and to the technological processes applied while petrol
production.
Engine petrol with proper (required) properties is achieved from the composition of certain
amount of ingredients, among which the most important are [1,2]:
!
hydrocarbons (products of crude oil processing):
butane,
light petrol,
isomerise,
reformat,
cracking petrol,
alkylate,
!
other chemical compounds,
!
ennobling additives.
Other chemical compounds used while composing petrol include alcohols and ethers. These
compounds, in addition to carbon and hydrogen, include oxygen, which is helpful in the fuel
perfect combustion process.
In the Table 4, presented below, there are presented some properties of the components
taken into consideration while composing the engine petrol [1].
31
Fuel types, their use and characteristics
Table 4. Properties of particular petrol components

HYDROCARBONS
Butane
Light
petrol
0.580
0.655
0.655
0.810
0.740
0.720
97
70
88
100
92
94
Motor octane number (MON)
93
68
84
88
80
91
Pressure [kPa]
Benzene content [% of volume]
420
No
114
2
100
No
30
6
55
0.7
60
No
Properties
Density in 15 C [g/m]
Research octane number
(RON)
Isomerise Reformat
Alcohols
Properties
Density in 15 C [g/m]
Research octane number
(RON)
Motor octane number
(MON)
Pressure [kPa]
Oxygen content [% of
weight.]
Cracking
Alkyl
petrol
Ethers
Methanol
Ethanol
MTBE
ETBE
TAME
0.796
0.794
0.75
0.75
0.78
125
120
118
118
112
100
105
101
101
98
350
250
54
35
20
50
35
18.2
15.7
17.7
MTBE methyl tertiary butyl ether

ETBE ethyl tertiary butyl ether
TAME tertiary amyl methyl ether
Ennobling additives are not extorted by the qualitative standard, however, the professional
producers use them in the companies fuels. The additives are to improve the use properties of
fuel and, thanks to their activity, prolong engine operation without breakdowns. They are add
in a form of so called packages, which are selected individually for petrol characteristic for a
particular producer. Such a package may include [1]:
!
detergent (prevents from sediments to deposit in the fuel supply system on the inlet
valves and injectors),
!
corrosion inhibitor (slows down the process of corrosion in the metal engine parts,
which have contact with fuel),
!
deemulgator (prevents from forming the emulsion and at the same time it helps in
water separation),
!
antioxidant (prevents from resin creation),
!
other additives like the colouring ones, are used in order to distinguish and identify the
petrol types, aromatic additives are used where the petrol scent is an obstacle in its sales.
Applying the set of the additives concerns actually all petrol types, and it should not be
identied exclusively with so called premium fuels, like e.g. V-Power (Shell), 98 Verva (ORLEN),
98 Ultimate (BP), Suprema (Statoil). Of course, dierent additives packages are applied in
these types of petrol, but they are also dierentiated by the production process itself, which
subsequently results in a lesser content of sulphur (in accordance with standards, which will
come into force just in 2009). It is an issue for the following elaboration, which exceeds the
scope of this document.
32
According to the regulations of PN-EN228 standard on the Automotive fuels. Lead-free

petrol. Requirements and inspection modes, in Poland there are 2 types of lead-free motor
petrol, which dier in the resistance to the pinking combustion (that is in values of the octane
numbers) [2]:
!
95 lead-free petrol, with RON less than 95.0 and MON less than 85.0,
!
98 lead-free petrol, with RON less than 98.0 and MON not less than 88.0 (RON/MON
researched/motor octane number, description of these parameters included in the
chapter 2.4).
The other parameters of both motor petrol type are the same and ought to reect the same
values as in the Table 5.
Table 5. The basic normative parameters of lead-free motor petrol used in Poland pursuant
with the requirements of the PN-EN228 standard
Unit
of measurement
95 lead-free
petrol
98 lead-free
petrol
The research octane number, RON
min. 95.0
min. 98.0
The motor octane number, MON
min. 85.0
min. 88.0
Parameter
Density in 15C
kg/m
Fraction composition:
- distils up to 70C (E70)
% of capacity

- temp. of the end of distillation Tk (FBP)
- remains after distillation
% of capacity
% of capacity
C
% of capacity
min.720
max.775
min.20 max.48 for the summer period

min.20 max.50 for the interim period
min.22 max.50 for the winter period
min.46 max.71
min.75
max. 210
max. 2
kPa
min.45 max.60 for the summer period

min.45 max.90 for the interim period
min.60 max.90 for the winter period
max. 1150 only for the interim periods
Induction period
minutes
min. 360
Examination of the coordination action with

regard to the copper shims (3 h, 50C)
Pattern
Class 1
mg/l
Max. 5
mg/kg
Max. 50
Hydrocarbon content:
- olen
- aromatic
% of capacity
% of capacity
Max. 18
max. 35
Benzene content
% of capacity
Max. 1
Oxygen content
% of capacity
Max. 2,7
% of capacity
Max.
3
5
10
10
7
15
10
Vapour pressure (DVPE method)

Volatility index (VLI= 10 DVPE + 7E70)
Lead content
Sulphur content
Content of the organic oxygen compounds

- methyl alcohol (necessary stabilizer)
- ethyl alcohol (optional stabilizer)
- isopropyl alcohol
- isobutyl alcohol
- tert-butyl alcohol
- ethers (5 and more carbon atoms)
- other oxygen compounds
Appearance
pale and clear
33
The following types of motor petrol are traded in Poland:

!
95 type (Premium with RON95):
95 Eurosuper, produced by the majority of our reneries under this trade name or as
95 lead-free petrol or 95 AL lead-free petrol (LOTOS Group AL letters denote
that it includes the elements of ethanol);
!
98 type (with RON98):
98 Super Plus (PKN ORLEN),
98 lead-free petrol (LOTOS Group).
Until the end of 2004, 95 Uniwersalna lead-free petrol has been sold on our market
as well. It was designed for the feed of the engines of the older generation, which have
unhardened valve seats. It had all of the parameters the same like in 95 lead-free petrol,
however additionally it contained potassium compound with 4 2 mg/kg concentration, which prevents from excessive wear of such seats. In Poland, Polonez engines produced before 1990, and Fiat engines produced until 2 July 1992 were equipped with the
unhardened valve seats. Using lead-free petrol in such engines, even with low mileage
(5000 8000 km) [3] causes excessive consumption of the seat face of an exhaust valves.
It results in power decrease, increase in fuel consumption and greater exhaust fumes
emission, as well as the need to replace the valve seats or the whole engine head. The
withdrawal of this fuel from the market resulted from the lesser and lesser demand on
it. Currently the owners of these vehicles may feed them with 95 Eurosuper, to which a
user adds a special additive on his own in the amount of 1 ml per 1 litre of the refuelled
95 Eurosuper.
Constant improvements of the sparking ignition engines (ZI) is closely connected with the
necessity of using engine petrols with varying properties. The engine petrol currently present
on the market are modied in a way to achieve:
!
limitation of pinking combustion (in more and more compressed engines which
require fuel with higher and higher octane number) by means of introducing the
organic oxygen compounds (alcohols, ethers), including those gained from the
renewable resources. The oxygen is also helpful in the petrol perfect combustion
process;
!
reduction of toxic impact on the natural environment (decrease in aromatic and olen
hydrocarbon content, elimination of lead compounds, minimum limit on the sulphur
content).
As it has already been mentioned, in addition to petrol engines, high-pressure engines are
becoming more are more popular (aka Diesel engines). Fuel applied in the compression ignition engine is diesel fuel. It is a mixture of hydrocarbon, like in case of petrol, which are emitted from the crude oil during the distillation processes, however the distillates of the diesel
fuel has signicantly higher boiling points (180 - 350 C) than the petrol distillates. Because of
large content of sulphur, it is necessary to get rid of it by means of the hydro-treating in the
catalytic processes (hydroranation).
Diesel fuel may be composed of many components, and the most important of them
are [4]:
!
paran oil,
!
light diesel fuel (LON),
!
medium diesel fuel (SON),
!
heavy diesel fuel (CON),
!
hydroranat diesel fuel (HON),
!
hydrocracking diesel fuel (HCON),
!
catalytic cracking diesel fuel (LCO),
!
additives improving the winter properties,
!
ennobling additives.
34
The components named above are characterized by dierent physical and chemical properties and their proportions are carefully selected while composing diesel fuel, depending on
what properties do we want to achieve. The selection of proper components, like in case of
petrol, takes into account the required parameters of the nal product which meets a proper
quality and has suitable exploitation properties. The table below presents some of the properties of the potential components applied while composing diesel fuels [4].
Table 6. The components coming from the simple distillation
Properties
Paran oil
0.8
Density in 15C [g/cm]
2
1.2
Viscosity in 40C [mm /s]
Content of sulphur [% of weight]
0.1
-50
Opaqueness temperature [C]
Cetane index
43
LON
0.83
2
0.4
-30
48
SON
0.85
3
0.7
-12
54
CON
0.87
7
1.2
+12
60
HON
0.85
3.5
0.005-0.05
+12...-10
54
Table 7. The components coming from the simple cracking processes

Properties
Density in 15C [g/cm]
Viscosity in 40C [mm2/s]
Content of sulphur [% of weight]
Opaqueness temperature [C]
Cetane index
HCON
0.85
4
0
53
LCO
0.88-0.99
3.5
0.1-0.3
-10...+5
30
Just like in case of petrol, for the diesel fuels the ennobling additives have not been included
in the standard. The additives improving the usage properties of the oil are selected according
to individual needs of the producer in a form of a special package, which may include the following components [4,5]:
!
detergent most commonly used additive in modern diesel fuels which prevents from
sediments gathering in small and precise injectors, most sensitive to dirt,
!
lubricating additives present diesel fuels include less and less sulphur and aromatic
hydrocarbon. These positive tendencies have unfortunately negative impact as well,
as it deteriorates the lubricity of the entire fuel, and this may lead to injection pump
seizure,
!
additives improving the winter properties of oil prevent from precipitation of the oil
in low paran oils temperatures and their combining in larger clusters,
!
antioxidants, stabilisers are applied in order to prevent from chemical degradation of
fuel which relies on forming of large formations of polymer resin causing diculties in
the lters and injection equipments,
!
deemulgators prevent from creation of emulsion from the water,
!
corrosion inhibitors secure against the activity of the corrosion aggressive substances.
The products of corrosion may block the lters, fuel lines or other parts of the system
of fuel supply.
On the Polish market diesel fuels with various names can be met, like for example: Eurodiesel (from the LOTOS Group), Ekodiesel (from PKN ORLEN), or others. These oils dier
sometimes in the properties, as the specic character of their production is dierent, but all of
them have to meet the requirements of the PN-EN 590 standard on the Engine fuels. Diesel
fuels. Requirements and test methods, which is compliant with its European EN 590 counterpart.
35
Table 8. Basic normative parameters of the diesel fuels used in Poland pursuant
with the requirements of the PN-EN 590 standard
Parameter
Cetane number
Cetane index
Density in 15C
Viscosity in 40C
Fraction composition:
- distil up to 250C
- distil up to 350C
- 95% of capacity distils up to the temperature
Ignition temperature
Sulphur content
WWA content
Lubricity (wear-scar diameter)
Oxidation resistance
Remains after the incineration
Water content
Contaminants content
Unit measurement
kg/m3
mm2/s
PN-EN 590
min. 51.0
min. 46.0
min.820 maks.845
min.2.0 maks.4.5
% of capacity
% of capacity
C
C
mg/kg
% of the mass
m
g/m3
% of the mass
mg/kg
mg/kg
max.65
min. 85
max. 360
min. 55
max. 50
max. 11
max. 460
max. 25
max. 0.01
max. 200
max. 24
Constantly growing number of vehicles propelled by spark ignition engines, forecasts

concerning crude oil resources running out as well as the pursuit of natural environment
protection leads to a number of inspections on the usage of other fuel types which would
substitute at least partially the traditional fuels. Alternative fuels are deemed to be the fuels from the renewable resources or partially renewable, and the fuels obtained from bitumen and carbon, according to unconventional technologies. The diagrams presented below,
present the exemplary classication of these fuel types for the petrol and high-pressure engines [2,5].
Diagram 4. Division of unconventional fuels for ZI engines
Unconventional fuels to feed spark ignition engines
LIQUID
GAS
Liquid LNG
propane-butane
mixture (LPG)*
Compressed CNG
Natural gas **
Methanol
Ethanol
Ethers
hydrogen
* at the end of 2006, on Polish roads there was 1980 thousand of cars propelled by this fuel [6]
** currently, this kind of fuel is used mainly to propel the vehicles of urban transport.
36
Diagram 5. Division of unconventional fuels to propel ZS engines

Unconventional fuels to feed compression ignition engines
LIQUID
GAS
Liquid LNG
Natural gas (natural)
Methanol
Compressed CNG
Ethanol
Vegetable and mineral oils
Fermentation gas (biogas)
Coke gas
Dimethyl Ether
Urban gas (city gas)
Fatter acids methyl esters

(FAME)
Hydrogen
Propane and butane

mixture (LPG)
2.2. Factors determining fuel quality

The dierences in the construction and operation principles of the petrol and high-pressure
engines on the one hand, and dierent physical and chemical properties of petrol and diesel
fuel on the other hand, decide on dierent qualitative requirements for each of this engine
fuels.
2.2.1. The requirements concerning the fuels feeding spark ignition engines (ZI)
petrol
Each of the basic engine petrol components (presented in the chapter 2.1) has a specic
meaning in the exploitation. Correctly composed petrol ought to [2]:
!
ensure proper forming of fuel and air mixture,
!
ensure proper and eective, pinking combustion,
!
not inuence negatively on the natural environment,
!
maintain the durability in the processes of storing, distribution and in the vehicle supply system.
While describing fuel for ZI engines, it is possible to distinguish respective properties
groups connected with the above presented requirements (diagram 6), [2]
As far as in the previous motorization development periods, ZI engines construction and
the requirements posed to the feeding fuels, aimed at achieving possibly the greatest perform37
Factors determining fuel quality
ance, that is the highest power from the cubic capacity unit, as much the present requirements
are directed mainly into environment protection (minimum emission of exhaust fumes), minimization of fuel consumption (engine exploitation costs reduction), and only then into the
improvement of engine performance. These changes determine the requirements with regard
to the engine petrol as well [2].
Diagram 6. The basic requirements posed to the engine petrol
Requirements and properties of the engine petrol
Fuel and air mixture

composing
Optimal combustion
density
Chemical composition
Chemical composition
Chemical stability
Fraction composition
Fraction Composition
Susceptibility of corrosion
Vapor pressure
Content of pollution
Evaporation
warmth
Resilience to
pinking
combustion (octane
number)
Low temperature
parameters
Leaning
properties
Susceptibility of
electrification
Density
Storing, distribution and

engine supply
Fire threat
Influence on the
environment
Toxic
components
emission
during the
combustion
Susceptibility of
biodegradation
Heating value
Viscosity
2.2.2. Requirements concerning fuels which feed compression ignition engines (ZI)
diesel fuel
Fuel for compression ignition engine ought to have the following properties [5]:
to ensure proper functioning of the entire supply system, especially of the injector
system,
!
to ensure proper and eective combustion,
!
to produce the least number of harmful components u the combustion process,
!
not to cause a risk to the natural environment.
!
38
Due to the above, while describing the fuel for ZS engines, it is possible to distinguish the
groups of its properties (most of them was included in the qualitative PN-EN 590 standard),
combined with the presented requirements (diagram 7) [5].
Diagram 7. The basic requirements for the diesel fuels
Requirements and properties of diesel fuel
Storing, distribution and

engine supply system
Proper pulverization,
evaporation and
combustion in the engine
Ensuring proper
supply system
operation
Density
viscosity
density
Chemical stability
Surface tension
viscosity
Low temperature
parameters
Fraction composition
Low temperature
properties
Susceptibility of corrosion
Immunity to
microorganism
infection
Waciwoci
samozaponowe
Calorific value
Cleaning value
Impact on the
environment
Toxic
components
forming
during the
combustion
Susceptibility of
biodegradation
lubricity
Inclusion of
pollutants and
water
Susceptibility of
electrification
Susceptibility of foam
formation
Fire risk
2.2.3. Change in the quality of engine fuels

While storing, transporting and pouring in the system which supplies engine fuels, there
is an inuence of physical and chemical forces, which cause a change in their values. Hence,
fuel in a vehicle tank may have dierent properties than fuel during the production process in
a renery [diagram 8].
39
Factors determining fuel quality
Diagram 8. Possibility of a change in fuel quality in dierent outlets within the supply system [2]
Distributor
PRODUCER
RAILWAY
Tank
CISTERN
Railway
front
TRUCK
CISTERN
Road tanker
refilling point
Tank
Road tanker
Technological
pipeline
Vehicles
tank
In the fuel bases, fuel is stored in the tanks from several months up to even several years (as
the state reserves). Fuels designed for long storage (up to 4 - 5 years) are produced in a special
manner they do not have chemically unstable hydrocarbon components and they do have
antioxidant additives. Additionally, petrol designed for the state reserves can not include alcohols and ethers as these compounds (mainly methyl and ethyl alcohol) may absorb water from
the warehouses tanks. As a result stratication of petrol into two phases may occur: alcohol
and water, and hydrocarbon. Lack of these compounds and water in the tank prevents petrol
from ageing and makes it possible to store it for a period even as long as 5 years. However, petrol which does not include alcohols is kept no longer than 1.5 year in the underground tanks
and up to 1 year in the surface tanks.
A possibility to prolong fuel storage in the underground tanks results from the small
changes in the temperature within twenty-four-hours time. In the gas space of each
tank, both warehouse tank and of a vehicle, there is a mixture of petrol vapours, air and
steam.
While lowering the temperature (e.g. at night) the volume of a gas space is changing and
new air portion gets into it along with the steam. In case of a lower temperature of tanks walls,
on their inside, a water is excreted which accumulates at the walls and ow down to the bottom of the tank. A part of the water dissolves in fuel (more precisely speaking forms an
emulsion), and another part deposits on the form of separate phase.
Polluting fuel with water during the fuel storage, transport or pouring operations is only
one of the large number of factors causing a change in fuel quality, on the way from the producer to the user.
Fuel may also change its properties as a result of [2,5]:
!
disposal of light fractions if the pouring and storing activities with regard to fuel are
not hermetic;
!
air oxygen inuence, as a result, the oxidation occurs as well as the polymerization of
the reactive fuel components;
!
constant polluters elements entering into the fuel (e.g. particles of the dust from the air,
products of the tanks corrosion, pipelines corrosion, etc.)
40
The below diagram presents the sources and ways of pollutants entering to the fuel, at the
example of petrol.
Diagram 9. The sources and types of engine petrol pollutants [8]
ENGINE PETROL POLLUTION
EXTERNAL
PRODUCTIONAL
Derivatives of the raw
material (oil) e.g.
sulphur and its
compounds, which
were not disposed
while the production
process
Derivatives from
the technological
installations e.g.
catalyst particles
DISTRIBUTIONAL
From the atmosphere
(environment) e.g.
dust particles
Form the outer

surfaces of the
warehouses
tanks
From the inner
surfaces of the
railway tanks
and truck
cisterns,
pipelines
INTERNAL
EXPLOITATIONAL
Getting into the
vehicle tanks
from the
atmosphere and
the environment
along with the air
while emptying
the tanks and
refuelling
Oxidation and
petrol
components
polymerizatio
n products
tarmac and
resin
substances
Products of
tanks as well as
the fuel supply
system wear and
corrosion
2.3. Fuel quality testing

The results from the above analyses indicate that in the supply system on the way: producer
vehicles tank, fuel quality deterioration may occur as a result of [2,5]:
!
natural ageing processes, the intensity of which depends on the time and storage conditions of fuel as well as its properties;
!
the external pollutants entering to fuel by the leaky or dirty storing and distribution
equipment;
!
the remains or water entering to the fresh fuel portion, or other fuel which previously
used to be stored, transported or pumped;
!
adding other fuel type, other hydrocarbon substances e.g. solvents or additives, on
purpose or accidentally;
!
lack of periodic cleaning, dehydration of storage tanks, mainly at the lling stations;
Not to deteriorate fuel quality, certain procedures with regard to fuel acceptance, storage
and giving out, ought to be observed.
Fuel quality is subject to the scrutiny at all of the levels of the producer user supply system. Quality scrutiny includes checking all of the normative parameters or the selected ones,
which are contained in the obligatory standards, state or companies regulations.
The following analyses of fuel samples are carried out [2,5]:
41
Fuel quality testing
The total analysis, covers the complex inspections in terms of conformity with the requirements of the subject standard (PN-EN 228 for the petrol, or PN-EN 590 for diesel
fuels) for all of the parameters of a given fuel type. This analysis is carried out in:
the renery for the produced fuel portion;
upon the acceptance of fuel to the storage tank in the fuel basis or periodically during
the storage period in the fuel basis (every half-year)
after the fuel was handed out from the receivers fuel base tank (e.g. at the lling station).
Upon each total analysis, laboratory statement is drawn up, which includes the values of
all the inspected normative parameters.
!
Control analysis, includes the testing of the selected parameters, especially such as:
density, fraction composition, water content and the cold lter blocking temperature
with regard to diesel fuel. The analysis is carried out periodically on the samples taken
from the tanks at the fuel storage bases.
!
Abbreviated analysis, includes dening the density, fraction composition, water content and amount of pollutants with regard to the diesel fuels as well as appearance and
colour of petrol. It is performed for the fuel samples taken upon the preliminary receipt
of the fuel portion in order to conrm the declared quality by the supplier (e.g. prior the
unloading of the cisterns, tankers, before pumping through the pipeline is nished).
Each supplied fuel portion ought to be accompanied by the statement on the total analysis results.
Upon the acceptance of fuel at the lling station, the samples from the portion are taken,
which are stored for a period of at leas three following supplies. The amount of the suspension,
sediment or water in such a sample is a basis not to accept the fuel to the lling station tanks.
The scrutiny of fuel quality at the lling stations is carried out by the Trade Inspection. The
authorised inspectors take samples, and the fuel quality scrutiny is inspected by the accredited
laboratories. The most renowned laboratories in Poland are the following:
!
Institute for Fuels and Renewable Energy
!
ORLEN LABORATORIUM Sp. z o.o.
!
OBR Pock
!
SGS Polska Sp. z o.o.
!
International Inspection Services Euroservice Sp. z o.o.
!
Polcargo International Sp. z o.o.
!
J.S. Hamilton Poland Ltd. Sp. z o.o.
!
LOTOS Lab Sp. z o.o.
In addition to standard inspections of fuel quality at all of distribution levels, some of the
stations networks, carry out their own extra fuel quality scrutinises in order to ensure proper,
high fuel quality at their stations.
The biggest and most renowned programs dedicated to fuel quality are:
!
Quality of an Eagle (Jako Ora) a program implemented by PKN ORLEN since
2003;
!
No risk ll up (Tankowanie bez ryzyka) an agreement signed by the member
companies of the Polish Organisation of Oil Industry and Trade: BP, Statoil, Shell,
ConoccoPhilips JET, Neste A-24;
!
Golden Drop (Zota kropla) a symbol of participation in the Quality Mark program, which aimed at promoting lling stations of the Polish Chamber of Liquid Fuels
Members, by selling high quality fuel and services.
!
42
All of these programs are carried out on the basis of the internal inspection system, which
among others covers:
!
concluding contracts with reliable suppliers, who have their own, internal quality scrutinizing system;
!
having scrutiny procedures of the distribution process, starting from fuel loading, ending on
the sales at the station. The cisterns in which fuel is transported meet sticts requirements;
!
each fuel delivery has a quality certicate;
!
there are constant monitoring of the tanks at the lling stations the tanks are quipped
with the measurement system, which monitors the level of fuel in the tank, and detects
possible occurrence of water;
!
there are systematic fuel quality inspections carried out by the independent laboratories, e.g. fuel quality scrutiny at the BP stations is carried out by J.S.Hamilton Poland,
at Statoil SGS Polska;
!
systematic servicing of the fuel pipes installation at the stations by the specialized companies.
2.4. The parameters scrutinized for the petrol

Engine fuel shall not meet the requirements imposed on it, unless its appropriate properties will be maintained, which are described in the set of parameters. Such a stet of parameters
and their values are stated in the relevant normalization acts. These standards are the basis for
production, collection and usage of petrol in ZI engines.
BASIC NORMATIVE PARAMETERS FOR ENGINE PETROL [2]
!
Octane number (researched and monitor) or octane index,
!
Volatility:
Vapour pressure,
Fraction composition,
Volatility index,
!
Density in the temperature of 15C,
!
Induction period (oxidation stability),
!
Corrosion on the copper shims,
!
Sulphur content,
!
Oxygen content,
!
Hydrocarbon content:
Aromatic (an in addition benzene),
Olen,
!
Lead content
OCTANE NUMBER (LO) [1,2] is one of the main functional parameters of engine petrol
as it determines the process of its pinking combustion, toxic fumes emission, fuel consumption
by the engine, optimal engine performance, as well as its working life. Octane number denes
the resilience of engine petrol to the pinking combustion, detonation combustion.
For the optimal engine operation, it is necessary to feed it with petrol of a proper octane
number, for which the minimum value is set by the engine constructor depending on: its compression ratio. The fuel which is used ought to always have the recommended octane number,
as petrol consumption with lower LO than the required one, may cause the detonation combustion [2]. In such case, the combustion process is not smooth, as outside the combustion
medium caused by the spark, an additional combustion medium is formed as a result of the
self ignition in another part of the combustion chamber. It causes the interruption to the u43
The parameters scrutinized for the petrol
ent combustion process as the ame front of both ignition mediums is directed in otherwise
direction. Sound eect of this phenomenon is engine ringing [1]. The occurrence of such a
combustion causes deterioration of engine performance and may lead to its damage.
Engine supplied with petrol of LO higher that the required one, will not cause the improvement in the engine performance and will not reduce fuel consumption, unless its regulatory
parameters will be changed.
Octane number is determined by comparing the combustion of the inspected fuel and the
reference fuel, which is a mixture of isooctane (the agreed value of LO for isooctane is 100) and
n-heptan (with the agreed value of zero), in the reference engine. For the fuels with LO up to 100,
octane number equals the percentage isooctane content in the n-heptan mixture, which in the
normalized conditions has the same resistance as the inspected fuel. The single cylinder engine,
overhead-valve engine, with variable compression ratio is given as a reference engine. The measurement of fuels octane number consists in starting up and powering by means of inspected fuel.
Upon the achievement of the measurement normalized conditions, the compression engine ratio
is changed for so long as pinking combustion is achieved with the demanded intensity. Then,
maintaining compression ratio, the supply is switched into the supply with reference fuel of a
variable composition, up to the point when the same pinking combustion intensity as for the
inspected fuel, is achieved. Isooctane content (% of capacity) in the reference fuel, which is consumed just as the inspected fuel, equals the octane number of the inspected fuel [2].
While inspecting the octane number, various measurement activities are undertaken. Most
often, the researched octane number (LOB, RON) and octane number are determined by the
use of motor method (LOM, MON). Both dier only in the rotational speed of the reference
engine during the measurement:
!
while RON measurement it equals 600 rotations/min,
!
while MON measurement it equals 900 rotations /min.
RESEARCHED OCTANE NUMBER is marked in less strenuous work conditions of the
reference engine, which are similar to the conditions of engine exploitation in medium and
low speed and with partial load (for example while driving in the city).
MOTOR OCTANE NUMBER characterizes engine working conditions at the stated and high
load by high rotation speed, which corresponds to the car drive at the long out-of-town routes.
FUEL VOLATILITY characterizes the ability of a particular substance to evaporate. Because during the engine operation, the time for combustion is very short (1 2ms), quick and
total fuel evaporation is the main determinant of the combustion process.
Fraction composition and vapour pressure are mainly responsible for the ability to evaporate.
FRACTION COMPOSITION [1,2]. The less temperature of a liquid boiling point, the more
volatile it is. Petrol is a mixture of a large number of hydrocarbons (over a hundred) and other
compounds. There is no one, strictly determined boiling point temperature, which would be a
chemical feature of a homogenous liquid. Hence, the boiling point of particular components is
framed into certain temperature range. In order to achieve information on petrol volatility, it is
necessary to establish common percentage ratio of the components with dierent boiling point
temperature. It is determined in the distillation process in which petrol is subdivided into fractions, which dier from each other with regard to the boiling point temperature.
Usually the entire distillation process is not given, but the abbreviated notation. Most often
petrol capacity is presented, which distilled o:
up to 70C (E70),
up to 100C (E100),
up to 150C (E150),
up to 180C (E180).
44
The number of fraction which distils o up to 70C (E70), that is the number of light hydrocarbons, is assumed as a criteria of the engine start up values so called cold start, especially in
low ambient temperature. The standard sets forth the minimum number (15%) which is necessary to improve the engine start up, but the maximum number of this light fraction (45-50%)
is provided as well, in order to prevent the production of undesirable fuel stoppers in the fuel
supply system.
Establishing the number of fraction which distils up to 100C (E100), that is approximately
a half of our fuel (4070%), is also very important, as it inuences on the speed of heating and
regularity of engine operations. It denes the uency of engine operations in the unsettled
conditions (e.g. while speeding up) as well as the ability of the heated engine to achieve the
maximum power by pressing rapidly the accelerator pedal.
The percentage of distilling o to the temperature of 150C (E150) or 180C (E180) denes
the content of the heavier petrol substances, which evaporate more hardly. Limitation of petrol distillation end results from the fact that the occurrence of heavy fractions in fuel causes
irregular engine operation, which again results from possible forming of inhomogeneous mixtures. The possibility of incomplete evaporation and potential possibility of contact with lubricating oil, and that means reduction in oil viscosity and worse working conditions of some
of the engine parts, and hence, their wear and tear. Moreover, during incomplete combustion,
fuel consumption is increasing, reducing engine power, exhaust fumes emission increases and
susceptibility to carbon deposit forming at the elements of combustion chamber.
VAPOUR PRESSURE [2] it is a pressure caused by the vapours of liquids above their
surface. It is a signicant parameter inuencing the fuel ability to evaporate in the engine,
its power supply system as well as in the storage, transport and distribution processes. The
higher vapour pressure, the better ability of fuel to evaporates and the better start up properties it has. However, fuel with too high vapour pressure transforms partially into the volatile
state yet in the power supply system. By doing so it forms fuel clogs which interrupts engine
operations more dicult start up of a hot engine, mixture impoverishment and power
decrease.
That is why vapour pressure is normatively limited, among others with regard to the ambient
temperature. During the summer period, petrol with vapour pressure of 45 - 65 kPa ought to be
used, and during the winter period of 55 - 105 kPa with a tendency to reduce these values.
DENSITY IN THE TEMPERATURE OF 15C [1] it decides on the petrol mass, which is
dosed (in terms of capacity) into the combustion chamber, and at the same time on the engine
performance and fuel consumption. All of the power supply systems dose engine petrol by
measuring its dened capacity.
The amount of the energy, however, emitted during the combustion process, depends on
the mass of the consumed fuel, which is unchangeable. As the density of fuel decreases along
with the growth in the temperature with regard to the same capacity of petrol dose with higher temperature (as a result of heating in the tank, carburettor, bunker of the injector system),
the dosed mass will be smaller, and the formed mixture will be poorer.
Moreover, it is necessary to know it in order to calculate the petrol sales during all of the
distribution operations and scal fees calculation. Value of the density in the temperature of
15C equals 715 - 780kg/m3.
INDUCTION PERIOD [1] expressed in minutes (minimum 360 minutes). It is an indicator of chemical petrol fastness evaluation. During the test, fuel placed in a special, locked
vessel, is subject to a inuence of oxygen in the temperature of 100C. When petrol starts to
interact with oxygen, oxygen loses its pressure. Such a moment is marked, and the time, when
it happened is translated into the induction period read from the special tables. The longer the
induction period is, the higher resilience of fuel to ageing and the longer storage period is.
45
The parameters scrutinized for the petrol
CORROSION [1] it is quite common phenomenon, which occurs there where fuel contacts with the metal parts. The hydrocarbons themselves do not cause corrosion but some of
the sulphur particles, as well as the elementary sulphur dissolved in the oil products, strongly attacks elements made of copper and iron. During the storage and transport often slight
damp occurs, what also inuence the corrosion processes, and the products of corrosion being
formed as the sediment, may cause the exploitation interruption in the power supply system.
In the petrol standard, the indicator of corrosion ratio is the one, in which the copper shim is
subject to the petrol interaction in the temperature of 50C for 3 hours and the corrosion ratio
is evaluated visually (comparing with the reference points). The colour of the copper shim
shouldnt be higher than the reference one No1.
SULPHUR CONTENT [1,2] sulphur content scrutiny in petrol is crucial due to the necessary decrease in emission of sulphoxide and solid particles to the atmosphere. Sulphoxides
with water form sulphuric acid which while being ejected with the exhaust fumes to the atmosphere pose a risk in a form of acid rain.
Sulphur contained in fuel, and then its compounds contained in the exhaust fumes cause a
decrease in catalysts performance. Sulphur accelerates the degeneration process of the catalyst by depositing on the surface of the precious metal, and hence it decrease the active surface
of the catalyst and its capability of conversion of toxic compounds. Moreover, sulphur is also
a cause of corrosion processes in fuel supply system, Therefore, currently binding standards
limit its maximum content up to 50 with a tendency to further decreasing uo to maximum 30
ppm (part per million) (0.003%) of the mass, and with a perspective to eliminate it totally from
petrol (5 - 10 ppm). Pursuant to the European Union regulations, in 2009 sulphur content in
petrol will come to maximum 10 mg/kg.
CONTENT OF OXYGEN COMPOUNDS [2] with regard to the limitation of aromatic
and olen hydrocarbons content and elimination of tetraethyl lead in order to provide the required octane number, petrol is supplemented with oxygen compounds (as described in chapter 2.1). The oxygen compound improve the formation of combustible mixture and the course
of the combustion process. As a result, the emission of carbon monoxide and hydrocarbons
is decreased, without an increase in the emission of nitric oxide. However, during the petrol
combustion process along with their content, in the exhaust fumes the aldehyde concentration
increases (these compounds have toxic properties).
CONTENT OF HYDROCARBONS [1,2] in present lead free petrol, certain groups and
types of hydrocarbons are limited, mainly due to the limitation of negative impact of petrol
On natural environment.
Most frequently the content of the following is limited:
!
aromatic hydrocarbons (WA) up to 35% of volume in case of higher content of aromatic hydrocarbons the emission of carbon monoxide in increased and the nitric oxygen decreases. Heavy WA in petrol contribute to the increase in the sediments in the
power supply system and in the combustion chamber. During the WA combustion
process cancerogenous benzene (carcinogenic). The decrease in WA content, signicantly decreases emission of benzene in exhaust fumes;
!
olen hydrocarbons up to 10 18% of volume as the chemically unstable, form the
sediments and resins in the engines inlet system, and this again contributes to the increase in the toxicity of exhaust fumes. They inuence as well the ratio of nitric oxides
emission. However much serious risk is posed by olen hydrocarbons which permeate
directly to the atmosphere they are conducive to form ozone and carbon monoxide;
!
benzene up to 1 2.5% volume benzene is one of the aroma which signicantly inuences on the high octane number of petrol. It is however toxic and carcinogenic and
hence the aim is to limit its content in fuel.
46
LEAD CONTENT [1,2] with regard to environment protection and lead unquestionable
harmfulness, once used leaded petrol (so called ethyl petrol) were ousted from the market
by lead-free petrol. Once added tetra-ethyl lead (so called tetraethyl lead) to improve the antiknock properties, was substituted, among others, with high-octane oxygen compounds. In
lead-free petrol the acceptable level of lead content is established at the level not exceeding
0.013 g/l (in accordance with the American ASTM D4814 standard, the European requirements
EN 228 dene the maximum at the level of 0.005 g/l), which secures the catalysts against the
poisoning and its irreparable damage, and the environment against harmful eects.
2.5. The parameters scrutinized for diesel fuel

It is the same as for petrol, the diesel fuel (ON) was described by a number of parameters
which are responsible for setting the requirements within the scope of proper function of the
whole power supply system, right and ecient combustion process as well as the least harmful impact on the natural environment.
Most frequently, functional properties of diesel fuels are described by the following set of
parameters:
!
Cetane number,
!
Density in the temperature of 15C,
!
Kinematic viscosity in the temperature of 40C,
!
Fraction composition,
!
Low temperature parameters:
turbidity temperature,
plugging point for cold lter,
ow temperature,
!
Sulphur content,
!
Water content,
!
Oxidation immunity,
!
Corrosion properties,
!
Content of aromatic cyclic hydrocarbons,
!
Ignition temperature.
CETANE NUMBER (LC) [4,5] is one of the main functional ON parameters, as it determines the combustion process, emission of toxic exhaust fumes, fuel consumption and the
impact on the engine start-up. For feeding present diesel ZS engines, diesel fuels with a minimum value of LC 51 units (PN-EN 590 standard) are applied, because exploitation inspections
of the Diesel engine proved that the fuels with lower number signicantly lower the cost eectiveness of driving. However, the increase in the cetane number over 50, eciently improves
fuel exploitation properties, makes the engine start-up easier, hinders polluting of fuel injection nozzles, limits black fumes from the engine and lowers its noisiness.
Dening octane number takes place in a special exemplary engine thanks to which a capability of a given fuel to spontaneous combustion is compared with the exemplary fuels with
known cetane numbers. The name of the cetane number drives from the exemplary hydrocarbon named cetane, with cetane number of 100.
DENSITY IN THE TEMPERATURE OF 15C [5] is a characteristic feature of each fuel group,
including diesel fuels. An amount of fuel injected into the combustion chamber is tested in terms of
volume or time in the fuel injection nozzles scrutinized in an electric way. Decreasing fuel density
(and its viscosity) results in weakening of engine performance, an increase in the unit fuel consumption as well as change in amount of the exhaust fumes toxic compounds emission.
47
The parameters scrutinized for diesel fuel
In order to receive an optimal engine characteristics and minimum amount of emission,

fuel density value ought to t the narrow range. Currently this range oscillates between 0.820
and 0.860 kg/dm3 (in 15C), with a downward value tendency, especially for winter and arctic
ON. Density is also a crucial issue during the storage and distribution processes.
KINEMATIC VISCOSITY IN THE TEMPERATURE OF 40C [4,5] is a parameter inuencing on the quality of engine oil spraying. The standard establishes the range between the
upper and lower viscosity border (2.0 - 4.5 mm2/s), because while both too high and too low
viscosity, improper combustion is achieved. While too high viscosity, big drops of fuel are
formed which results in slower and incomplete combustion. While too low viscosity, small
drops of fuel are formed which evaporate very quickly immediately upon leaving the injection nozzle causing local dierential in the fuel concentration in the combustion chamber and
incomplete combustion as well. Additionally, too low fuel viscosity causes the loss of lubricity
properties and problems with injection pumps seizing up.
Diesel fuel plays a role of the only lubricating factor of some of the movable injection pomp
elements: coupling of piston cylinder in the in-line pump as well as the forcing elements in
the rotation and distributor injection pumps. Due to the above, oil viscosity ought to be as high
as possible.
FRACTIONAL COMPOSITION (distillation) [4]- it is very important as the properly
matched proportions of dierent distillates will determine the functional value of fuel under
combustion.
As it has already been said, the distillation borders of typical diesel fuel amounts from
180 to 350C, which means that the increased number of hydrocarbons from the beginning of
distillation will improve fuel volatility and it will improve engine start-up in winter. Unfortunately, too high number of light hydrocarbons lowers the value of cetane number and at the
same it lowers the spontaneous ignition properties of diesel fuel.
The number of fractions up to 250C, that is light hydrocarbons, is set as the criterion of the
engine start-up properties. The standard denes this value at the level of 65% in terms of volume, which is a reasonable compromise between the sucient fuel volatility and satisfactory
cetane number.
The number of distil fraction from 350C and 360C set forth in the standard aims at limiting the application of heavy diesel components. Pursuant to the standard, diesel fuel with
the boiling point over 350C can not exceed 15%, and above 360C not more than 5%. This
restriction results from the fact that the heavy fraction have a negative impact on the formation of uniform fuel mixture, which again may result in incomplete combustion process. It my
hence result in formation of carbon deposits at the fuel injection nozzles and in the combustion
chamber and visible smoke of exhaust gases.
LOW TEMPERATURE PARAMETERS [4,5] decide on the ON functional utility. Low
temperature properties are diverse depending on the season and climate sphere, in which ON
is used.
Its parameters depend on its group composition and are the better the less inclusion of
paran hydrocarbons.
Paran hydrocarbons release in the supply system is a source of many exploitation problems, that is why low temperature properties of diesel fuels are set forth in all of the standards.
Most frequently, the low temperature properties are specied by giving the value of temperature of:
!
plugging point for cold lter (CFPP) is one of the diesel fuels parameters which is responsible for fuel reactions in low ambient temperatures. It is the highest temperature,
in which paran crystals plug the fuel lter and block the ow. To mark this temperature means to pass ON through the normalized lter and to lower systematically the
48
temperature (the standard denes how dense the lter ought to be). Along with the
lowered temperature more and more paran is precipitated up to the total plug of fuel
ow.
In Poland, in accordance with the standard, in the summer period (from 16 April to 30
September), in the interim period (from 1 March to 15 April and from 1 October to 15 November) and in the winter period (from 16 November to the end of February), three types of
oil are obligatory: B, D, F, with the plugging point for cold lter respectively 0C, -10C and
-20C;
!
turbidity it is a temperature in which the rst crystals of paran are appearing. The
turbidity temperature is a supportive parameter and is given normally for the arctic
ON.
SULPHUR CONTENT [4,5] it is recently most often limited parameter because of the
ecological reasons it is a source of the carbon dioxide emission to the air. Decreasing sulphur content is also a result of the inspections carried out on the Diesel engines in which a
signicant participation of sulphur compounds in forming very hard carbon deposits causing damage to the engine. Current standards on the diesel fuels dene their maximum content up to 50 mg/kg (0.005% of mass) with a downward tendency, and with a perspective its
almost total elimination (in the amounts of 8...10 ppm). In accordance with the Union law,
from 1 January 2009, all the diesel fuels for the diesel engines introduced for sales on the
territory of the Member State, will be allowed to have the sulphur content of 10 mg/kg at
maximum.
WATER CONTENT [5] water in diesel fuel in suspension (in a form of a separate phase)
causes:
!
the corrosion of precise elements of the equipment,
!
an increased consumption of sprayers due to the electromechanical corrosion,
!
worsening of ON ability to spray,
!
soaking of the porous materials of the fuel lters and decreasing their durability,
!
microorganisms development at the phase border: water-fuel.
In the temperature below 0C, water solidies and take forms of ice crystals which because of their too small size may stay for a long time in suspension in ON. These crystals
may plug the lters and fuel pipes. Moreover, while continuous fall of temperature of ON,
little ice crystals and solid contaminants particles form the nucleus of crystallization for the
releasing paran crystals and intensify their combination, which lead to the increase in the
temperature of the ON plugging pint for cold lter. Due to the above, diesel fuel should not
contain water and solid pollutants. Most of the standards allows the content of water up to
200 ppm.
IGNITION TEMPERATURE [4] it is a temperature, for which the diesel fuel has to be
heated in order to receive the combustible mixture on the surface. This property is present in
the standard due to the safety of fuel storage and trading during the transport and sales. This
parameter does not inuence directly the engine work.
CONTENT OF AROMATIC HYDROCARBONS (WA) [5, 7] in has a negative impact on
the fumes clarity. A higher number of WA in fuel results in an increase in the temperature in
the combustion chamber, and hence increased emission of nitric oxide. According to [7], decreasing WA content in ON from 30% to 10% causes a decrease in the nitric oxides emission by
app. 5.3% in truck engines. Multicyclic aromatic hydrocarbons contained in the oil inuence
the content of solid particles in the exhaust fumes while lowering the WA content form 9%
to 1%, the concentration of carbon black solid particles falls by app. 6.3% in automobile engine
and by app. 4.2 in truck engines.
49
Summary
2.6. Summary
The progress made over the last years in the construction of spontaneous ignition engines
(Diesel) lead to the point, where it is an equal competitor of the petrol motor for the automobiles in terms of performance, while it even surpasses the petrol engine in terms of cost effectiveness. Diesel fuel and petrol become similarly important on the market, and both types
together are main fuels available on the market.
As compression-ignition and spark ignition engines dier from each other, the same is with
the composition and properties of petrol and diesel fuels, though they do derive from the same
material. That it is why it is proper to test them separately, dierent parameters ought to be
analysed in order to state the conformity with the qualitative standards.
In general, fuel is very complicated product which requires top precision and care not only
during the production process, but also during transport, storage and distribution. It is impossible to achieve it in the garage conditions. To meet the requirements with regard to so
many parameters requires qualications, proper equipment and the entire process scrutinizing systems. It has been proved above, how many fuel parameters may have impact on the
work and durability of an engine. This gentle balance and optimal components composition
is impossible to be maintained by adding chemical compounds of similar properties (but
of course cheaper, as a lower, if any, excise is imposed on them) to fuel. The situation looks
the same while using the fuel produced for heating purposes as fuel for vehicles. The heating
stoves have dierent construction and functions than the combustion engines, that is why fuel
has dierent parameters.
Care for the tanks and installation has also a large importance for fuel quality. Hence, to
shape the image of high quality product with regard to fuels, is not just to care about marketing eorts behind it there lies real processes, qualications and costs.
So, fuel quality perception comes down to clients trust, that all of the aforementioned conditions will be met. It may be guaranteed by the producer and distribution network reputation. This, however, is not enough, what is required is an independent, unbiased fuel quality
scrutinizing system which is a motivator for the producers and dispensers, due to the fact that
their fuel may be tested and possible negligence may be made public. Being aware that they
are subject to the scrutiny, the consumers may trust in the fuel quality which are oered by the
famous and renowned producers and distribution networks.
Literature:
[1] Lewandowski J.: May poradnik uytkownika i operatora paliw pynnych i olejw silnikowych. Benzyny silnikowe.
Fascicle 1. Top Oil Sp. Z o.o., Gdask, 1999.
[2] Baczewski K., Kadoski T.: Paliwa do silnikw o zaponie iskrowym, WK Warszawa 2005.
[3] Kumierek J.: Jeszcze o benzynie uniwersalnej U95 .Paliwa, oleje i smary w eksploatacji No 84/2001.
[4] Lewandowski J.: May poradnik uytkownika i operatora paliw pynnych i olejw silnikowych. Oleje napdowe. Fascicle 2. Top Oil Sp. Z o.o., Gdask, 1999.
[5] Baczewski K., Kadoski T.: Paliwa do silnikw o zaponie samoczynnym, WK Warszawa 2004.
[6] Polska Organizacja Gazu Pynnego: Polski rynek gazu pynnego w roku 2006, Warszawa 12 April 2007, materials
from the press conference.
[7] Word-wide Fuel Charter, December 2002.
[8] Baczewski K.: Zanieczyszczenia pynw eksploatacyjnych. Paliwa, oleje i smary w eksploatacji No 33/1997.
50
FUEL QUALITY SCRUTINY RESULTS
3. Fuel quality scrutiny results

Product quality may be dened as a degree of conformity degree of the product with the
pattern of specied requirements. This denition particularly applies to fuels in the context
of the inspections carried out at the lling stations. Its aim is to ensure proper quality that is
a set of properties which are signicant in terms of functionality, environment protection and
engine durability. On one hand, these elements inuence the ability to satisfy the needs and
ensure clients satisfaction. On the other hand, these are important elements of common policy
of the European Union countries, which aims at limiting contaminant substances emissions to
the atmosphere, including the greenhouse gasses.
This chapter present the results of the fuel quality scrutiny in 2005 in the EU states covered
by the study.
3.1. The scrutiny results in Poland

Fuel quality scrutiny in 2005 included the following fuel types sold on the territory of the
country, that is 95 lead-free petrol, 98 lead-free petrol and diesel fuel. In accordance with the
system functioning assumptions, the samples were taken each moth from the lling stations.
In total, during the period from December 2005, 596 lling stations were scrutinized, and 596
samples were taken. For each of the taken samples, all of the qualitative parameters set forth
in Directive 98/70/EC were examined.
The table below presents the number of the inspected entities selling fuel in 2005 with regard to all types of fuel by particular regions.
95 Lead-free
petrol
Dolnolskie
19
Kujawsko - Pomorskie
15
Lubelskie
13
Lubuskie
7
dzkie
12
Maopolskie
20
Mazowieckie
25
Opolskie
6
Podkarpackie
14
Podlaskie
10
Pomorskie
14
lskie
27
witokrzyskie
6
Warmisko - Mazurskie
10
Wielkopolskie
25
Zachodnio - pomorskie
12
TOTAL
235
Region
98 Lead-free
petrol
14
8
8
6
6
9
20
5
8
7
8
18
4
6
18
12
157
Diesel
fuel
12
14
12
8
10
17
24
6
10
8
11
22
6
8
24
12
204
The number of
stations (in total)
45
37
33
21
28
46
69
17
32
25
33
67
16
24
67
36
596
51
The scrutiny results in Poland
Taking the European legislation requirements into account, the number of samples taken in 2005 in Poland is consistent with, or even higher then, the number required in the EN
14274:2003 standard.
Number of samples
Fuel type
95 lead-free petrol
98 lead-free petrol
Diesel fuel
Sales share
in %
Summer
period
Winter
period
Total
92.6%
7.4%
100%
110
100
100
135
57
104
245
157
204
Number of samples to be
taken in accordance with
EN 14274:2003 standard
200
15
200
A number/ share of samples inconsistent with the standards

Number of samples not
Number of
taken samples compliant with the standard
95 lead-free petrol
245
13
98 lead-free petrol
157
3
Diesel fuel
204
15
Fuel type
% share of the samples not

compliant with the standard
5.3%
1.9%
7.4%
95 lead-free petrol quality scrutiny proved that 13 out of 245 taken samples of this fuel type
did not meet one or several qualitative parameters. Most frequently exceeded parameter was
sulphur content and the researched octane number RON.
The maximum sulphur content which in accordance with the standard should be not more
than 50 mg/kg, was exceeded in 6 taken samples. The highest noted value of this parameter
was 276 mg/kg. It is more than a quintuple excess of the standard.
Inconsistency of the researched octane number RON was discovered in 6 samples of all
the taken samples as well. The lowest value was 87.8 while the acceptable standard is minimum 95.
Other parameters, the results of which turned out to be inconsistent with the acceptable
values, were:
!
motor octane number (MON), inconsistency of this parameter with the standard has
been found in 4 samples. The lowest result was 80.20 units, while the minimum standard 85;
!
maximum content of the aromatic type hydrocarbons (dened in the standard at the
level of 35% V/V) was exceeded in 2 samples. The highest result for this parameter was
38.6 % of volume;
!
in two samples, benzene content was exceeded as well (max 1% V/V). The worst sample exceeded the standard nearly threefold (2.6 % of volume);
!
ether content (with 5 or more carbon atoms in a particle) was exceeded in 2 taken samples. The highest spotted result was 20.5 while the standard is 15 % of volume;
!
moreover, the isolated examples of inconsistency with the standard were noted for the
vapour pressure and distillation for 100 and 150 C.
52
The number and share of samples of 95 lead-free petrol in which a particular parameter was exceeded
Inspected parameter
Researched octane number, RON
Motor octane number, MON
Vapour pressure, DVPE
Distillation in the temp. of 100C
Distillation in the temp. of 150C
Content of aromatic hydrocarbons
Content of benzene
Ether content
Sulphur content
Number of samples
% samples share
Number of
in which a particular in which a particular
inspected
parameter was
parameter was
samples
exceeded
exceeded
245
6
2.45%
245
4
1.63%
245
1
0.41%
245
1
0.41%
245
1
0.41%
245
2
0.82%
245
2
0.82%
245
2
0.82%
245
6
2.45%
98 lead-free petrol quality scrutiny proved that the normative values of the researched octane number RON and the maximum content of aromatic type hydrocarbons were exceeded
in 3 and 1 sample, respectively. Overall, 3 out of 157 taken samples of this fuel did not meet the
qualitative standards.
98 lead-free petrol number and share of samples in which a particular parameter was exceeded
Inspected parameter
Number of
inspected
samples

157
157
The number of
samples in which a
particular parameter
was beached
3
1
% samples share in
which a particular
parameter was
exceeded
1.91%
0.63%
The scrutiny of taken samples of the diesel fuel with regard to the 5 inspected parameters
proved that only of them (inclusion of cyclic aromatic hydrocarbons) met all of the analysed
samples. Most frequently exceeded parameter (in 14 out of 204 inspected samples) was the one
of sulphur content. The highest noted value was 2734 mg/kg (while the acceptable standard is
50 mg/kg), which exceeded the standard fty times.
The remaining parameters, the results of which exceeded the acceptable values, were: the
cetane number, density in the temperature of 15C and the temperature of distilling of 95% of
fuel volume (the highest spotted result was 400C while the standard denes the maximum at
the level of 360C).
The number and share of samples of diesel fuel in which a particular parameter was exceeded
Number of samples % samples share in
Number of
in which a particular which a particular
Inspected parameter
inspected
parameter was
parameter was
samples
exceeded
exceeded
Cetane number
204
1
0.49%
Density in the temp. of 15C
204
1
0.49%
Distilling o temperature 95% of volume
204
4
1.96%
Sulphur content
204
14
6.86%
53
The scrutiny results in Germany
3.2. The scrutiny results in Germany

In 2005, at the German lling stations 783 fuel samples were taken for inspection. The samples were taken virtually every month. Taken fuel was inspected with regard to the selected
qualitative parameters.
Number of samples
Fuel type
91 lead-free petrol
95 lead-free petrol
98 lead-free petrol
Diesel fuel
IN TOTAL
Sales share Summer

%
period
28.0%
68.9%
3.1%
100%
-
74
108
108
120
410
Winter
period
Total
83
85
85
120
373
157
193
193
240
783
Number of samples to
be taken pursuant to EN
14274:2003
400
400
18
400
1218
Only for 98 lead-free petrol, a sucient number of samples was taken which is consistent
with EN 14274:2003.
The scrutiny results of taken samples of certain fuels proved that in Germany fuels of good
quality are sold. Infringements are rare.
Among 157 taken samples of 91 lead-free petrol, only one sample shown the vapour pressure exceeding parameter during the summer period. Inconsistency of this parameter was also
discovered in 1 (out of 193) sample of 95 lead-free petrol.
In case of 98 lead-free petrol, the scrutiny proved that one of the taken samples was inconsistent with the normative values for the vapour pressure during the summer period, content
of aromatic hydrocarbons and content of other oxygen compounds than specied in the standard.
The scrutiny of diesel fuel provided information on just one infringement of the inspected
parameters. A parameter which was not consistent with the assumed value was distilling o
temperature 95% V/V.
The number and share of the inspected fuel samples in which a particular parameter was exceeded
Fuel type
Inspected parameter
Number of
inspected
samples
Number of
% samples
samples in which share in which
a particular
a particular
parameter was parameter was
exceeded
exceeded
91 lead-free petrol
157
0.64%
95 lead-free petrol
190
0.53%

Aromatic hydrocarbons
content
Content of other oxygen
compounds
Distillation o 95% of
volume
96
1.04%
81
1.23%
42
2.38%
240
0.42%
98 lead-free petrol
Diesel fuel
54
3.3. The scrutiny results in Austria

In 2005, in Austria, a scrutiny was carried out in accordance with the adopted European
system for a small country, without a possibility of dividing it into regions.
The fuel samples were taken virtually each month from the lling stations and they were
examined in term of all of the parameters, pursuant to the 98/70/EC directive. The number of
taken samples was consistent with the EN 14274:2003 standard.
Number of samples
Fuel type
91 lead-free petrol
95 lead-free petrol
98 lead-free petrol
Diesel fuel
TOTAL
Summer
Trade share %
period
26.3%
70.8%
2.9%
100%
-
50
50
0
50
150
Winter
period
Total
50
50
5
50
155
100
100
5
100
305
Number of samples to
be taken in accordance
with the EN 14274:2003
100
100
3
100
303
The results of the scrutiny proved that in Austria, good quality fuel is sold. The infringements of the inspected parameters values, revealed from time to time, which are obligatory
under the present standards, are slight.
During the course of scrutiny it was discovered that:
!
for the 91 lead-free petrol there was one violation of the minimum value of the motor
octane number MON (the noted result is 80.9 units while the standard is minimum 81)
and two for vapour pressure during the summer period;
!
for the 95 lead-free petrol - 1 violation for motor octane number (the examined value
is 82.8 units while the normative minimum is set to be 85) and maximum content of
aromatic hydrocarbon (the noted result 36.5% of volume, while the standard sets the
level of 35% of volume);
!
for diesel fuel there was one violation of maximum temperature of distilling o 95% of
volume which was higher by 17C than the value set in the standard at the maximum
level of 360C, and two violations of sulphur content (the highest noted value was 87.5
mg/kg while the acceptable standard is 50 mg/kg).
Quality scrutiny of 98 lead-free petrol samples did not prove violations of normative parameters.
55
The scrutiny results in Latvia
Fuel type
The inspected
parameter
The number of
% samples share in
The number of
samples in which a which a particular
the inspected
parameter was
samples
was exceeded
exceeded
Motor octane
91 lead-free number
petrol
Vapour pressure,
DVPE
Motor octane
95 lead-free number
petrol
Aromatic hydrocarbons content
Distilling o temperDiesel fuel ature 95% of volume.
Sulphur content
100
1%
100
2%
100
1%
100
1%
100
1%
100
2%
3.4. The scrutiny results in Latvia

According to the Latvian fuel quality monitoring system, 689 fuel samples were taken in
2005 (251 for all of the petrol types and 438 of the diesel fuel) at the lling stations and from
the terminals and fuel warehouses. Samples were taken each month of the year in dierent
regions of the country.
Number of samples
Fuel type
% trade share
Summer
period
Winter
period
Total
92 lead-free petrol
95 lead-free petrol
98 lead-free petrol
Diesel fuel
TOTAL
5.1%
83.7%
11.1%
100%
-
12
40
18
101
171
23
117
41
337
518
35
157
59
438
689
The number of samples to

14274:2003
x
x
x
x
x
All of the samples were examined with regard to all of the parameters dened in Directive
98/70/EC.
The inspection of the taken samples proved:
!
1 violation of fractional distillation number up to 100C with regard to the 95 lead-free
petrol;
!
with regard to the diesel fuel the inconsistency of cetane number was revealed as well
as with regard to sulphur content, respectively for 1 and 8 samples. The measured value of cetane number amounted 41.7 units while the directive sets the minimum limit at
51. Sulphur content in the samples inconsistent with the normative values, uctuated
between 78 and 1560 mg/kg while the maximum standard is 50 mg/kg.
56
Fuel type
95 lead-free
petrol
Diesel fuel
The number of
The number
% samples share in
samples in which
of the
which a particular
a particular
inspected
parameter was
parameter was
samples
exceeded
exceeded
Inspected parameter
Distillation in the
temperature of 100C
Cetane number
Sulphur inclusion
157
0.64%
337
337
1
8
0.30%
2.37%
3.5. The scrutiny results in Ireland

Fuel quality scrutiny in 2005 covered all of the fuel types traded on the territory of Ireland,
that is 95 lead-free petrol and diesel fuel. Fuel samples, in accordance with the operation assumptions of the accepted system, were taken from the fuel terminals, at lling stations, from
the cisterns and truck and delivery lorries. The samples were taken each month. Overall, during the period from January to December 2005, as a apart of the scrutinizing system, 118 samples of 95 lead-free petrol and 95 diesel fuel were taken.
Number of samples
Fuel type
95 lead-free petrol
Diesel fuel
TOTAL
Summer
period
Winter
period
Total
41
36
77
77
59
136
118
95
213
The number of samples to

14274:2003
100
100
200
For each of the taken samples of 95 lead-free petrol, 11 out of 18 parameters were measured,
which were pointed by Directive 98/70/EC. The samples were not examined with regard to the
lead content and particular oxygen compounds.
The samples of diesel fuel were examined in accordance with the premises of the Directive,
all of the required parameters were measured, which is 5.
Among the petrol samples, three of them proved a slight excess of parameters: the researched octane number, the aromatic hydrocarbons and benzene content. The researched
octane number in the inspected sample had 94 units, while the standard is minimum 95. Comparing with the standard (30% of volume), aroma content was exceeded by 5.3% of volume.
Benzene content, instead, was 1.2% of volume, comparing with the standard which denes the
maximum benzene content at 1.0% of volume.
With regard to the taken samples of diesel fuel, no excess of parameters was noted.
57
The scrutiny results in the Czech Republic
Fuel type
95 lead-free
petrol
The number of
The number
% samples share in
samples in which
of the
which a particular
The inspected parameter
a particular
inspected
parameter was
parameter was
samples
exceeded
exceeded
The researched octane
118
1
0.85%
number RON
Aromatic hydrocarbons
118
1
0.85%
content
Benzene content
118
1
0.85%
3.6. The scrutiny results in the Czech Republic

In accordance with the premises of the Czech Republic fuel quality monitoring system
which is based on the Directives and European standards as well as the equivalent Resolution of the Ministry of Industry and Trade No229/2004 on the fuel quality, in 2005 - 3034 fuel
samples were taken from the lling stations (1381 petrol samples and 1653 samples of diesel
fuel). Resolution No229/2004 designates a minimum number of taken samples at the level of
350 for each fuel type petrol and diesel fuel. It means that the number of samples taken in
2005 signicantly exceeded the premises of the Czech legislation.
Taking Czech legislation requirements into consideration, the number of samples taken in
2005 is much higher than the one stated pursuant to the requirements of EN 14274:2003 standard. It results from the premises of the Czech legislation which has in advance envisaged a
higher number of outlets to be scrutinized with regard to the consumers protection.
Number of samples
Fuel type
91 lead-free petrol
95 lead-free petrol
98 lead-free petrol
Diesel fuel
Total
Summer
period
154
569
7
876
1606
Winter
period
143
503
5
777
1428
Total
297
1072
12
1653
3034
Number of samples to be taken

pursuant to the EN 14274:2003
10
100
1
100
211
For all of the taken samples, the inspection of all the qualitative parameters dened in Directive 98/70/EC was performed.
The quality scrutiny of 91 lead-free petrol proved that the most frequently exceeded parameter was content of sulphur. The maximum content of sulphur, which pursuant to the standard
should be not more than 50 mg/kg was exceeded in 6 samples.
Other parameters, the results of which were inconsistent with the acceptable values, were
the following:
!
researched octane number (RON), the inconsistency with the standard of this parameter was reviled in 1 sample;
!
value of vapour pressure during summer period was inconsistent with the standard in
2 samples;
!
the maximum content of oxygen was inconsistent in 1 sample;
!
in two samples the maximum content of ethanol was also exceeded.
58
The number and share of 91 lead-free samples in which a particular parameter was exceeded

Oxygen content
Ethanol content
Sulphur content
The number of
The number
samples in which a
of inspected
samples
was exceeded
297
297
297
297
297
% samples share in
which a particular
parameter was
exceeded
1
2
1
2
6
0.34%
0.67%
0.34%
0.67%
2.02%
The quality scrutiny of 95 lead-free petrol proved that in some of the 1072 taken samples,
the normative values of researched octane number (RON), monitor octane number and vapour
pressure were exceeded during summer period, distillation up to 100 and 150C, content of
aromatic hydrocarbons, benzene, oxygen, ethanol and sulphur.
The parameters which were exceeded most frequently were the researched and monitor
octane number. The abnormalities were discovered in 22 and 19 taken samples.
The number and share of 95 lead-free samples in which a particular parameter was exceeded

Motor octane number, MON
Distillation in the temperature of 100C
Distillation in the temperature of 150C
Aromatic hydrocarbons content
Benzene content
Oxygen content
Ethanol content
Sulphur content
The number of
The number samples in which
of inspected
a particular
samples
parameter was
exceeded
1072
1072
1072
1072
1072
1072
1072
1072
1072
1072
22
19
1
4
1
4
4
7
8
2
% samples
share in which
a particular
parameter was
exceeded
2.05%
1.77%
0.09%
0.37%
0.09%
0.37%
0.37%
0.65%
0.75%
0.19%
All of the samples of 98 lead-free petrol were consistent with the all of the researched normative parameters.
During the course of diesel fuel samples scrutiny it was discovered that there were:
!
63 cases of exceeding maximum sulphur content;
!
42 cases of exceeding distillation temperature 95% V/V;
!
and 3 cases of exceeding density in 15C and 1 with regard to the cetane number.
59
The scrutiny results in the Czech Republic
Number and share of diesel fuel samples in which a particular parameter was exceeded

Cetane number
Density in the temperature of 15C
Distilling o temperature 95% of volume
Sulphur content
60
The number of
% samples
The number samples in which share in which
of inspected
a particular
a particular
samples
parameter was
parameter was
exceeded
exceeded
1653
1653
1653
1653
1
3
42
63
0.00%
0.18%
2.54%
3.81%
N
Researched octane number RON
245
Motor octane number MON
245
245
Distillation up to 100C
245
245
Content of olen hydrocarbons
245
Content of aromatic hydrocarbons 245
Content of benzene
245
Content of oxygen
245
Content of methanol
245
Content of ethanol
245
Content of isopropyl alcohol
245
Content of tert butyl alcohol
245
Content of isobutyl alcohol
245
Content of ethers
245
Content of other compound with
245
oxygen
Content of sulphur
245
Content of lead
245
Parameter
6
-
84
-
Germany
N
A
B
62
155 190 1 0.53
164 164 193 193 193 155 106 96
66
66
67
161 -
2.45 193
24
-
Poland
A
B
6 2.45
4 1.63
1 0.41
1 0.41
1 0.41
2 0.82
2 0.82
2 0.82
100
100
100
Austria
N
A
100 100 1
100 100 100 100 100 1
100 100 100 100 100 100 100 100 -
B
1
1
157
157
157
N
157
157
157
157
157
157
157
157
157
157
157
157
157
157
157
-
Latvia
A
B
1 0.64
118
-
N
118
118
118
118
118
118
118
118
118
118
-
Ireland
A
B
1 0.85
1 0.85
1 0.85
-
The results of 95 lead-free petrol scrutiny in the countries subject to the analysis
N number of taken/inspected samples

A number of samples in which a normative value of a particular parameter was exceeded
B share of samples in which a normative value of a particular parameter was exceeded (in %)
the worst result
1072
1072
1072
2
-
0.19
-
Czech Republic
N
A
B
1072 22 2.05
1072 19 1.77
1072 1
0.09
1072 4
0.37
1072 1
0.09
1072 1072 4
0.37
0.37
1072 4
1072 7
0.65
1072 1072 8
0.75
1072 1072 1072 1072 -
3.7. Comparative analysis
61
62
Researched octane number RON

Motor octane number MON
Content of olen hydrocarbons
Content of benzene
Content of oxygen
Content of methanol
Content of ethanol
Content of isopropyl alcohol
Content of tert butyl alcohol
Content of isobutyl alcohol
Content of ethers
Content of other compound with oxygen
Content of sulphur
Content of lead
Parameter
Poland
N
A
B
157 3 1.91
157 157 157 157 157 157 1 0.63
157 157 157 157 157 157 157 157 157 157 157 -
Germany
N
A
B
39
77
96
1 1.04
85
85
50
81
1 1.23
81
77
57
34
23
37
37
70
42
1 2.38
96
20
-
Austria
N
A
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
5
B
-
N
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
59
Latvia
A
B
-
Ireland
N A
-
The results of 98 lead-free petrol scrutiny in the countries subject to the analysis

B
-
Czech Republic
N
A
B
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
12
-
Comparative analysis
204
204
204
204
204
Distilling o temperature 95% V/V
Content of aromatic multi-cyclic

hydrocarbons
Sulphur content
Cetane number
Density in the temperature of 15C
Parameter
14
1
1
6.86
1.96
0.49
0.49
Poland
240
191
240
240
240
0.42
Germany
100
100
100
Austria
100
100
337
337
337
337
337
1
-
Latvia
2.37
0.30
-
The results of diesel fuel scrutiny in the countries subject to the scrutiny

the worst result
94
95
92
60
94
Ireland
1653
1653
1653
1653
1653
63
42
1
3
3.81
2.54
0
0.18
Czech Republic
63
Summary of the results
3.8. Summary of the results

The results of carried out fuel scrutiny show that in Germany the occurrence of inconsistency with the standard is very occasional (below 1% of inconsistency). Slightly worse result
is noted in Ireland, Latvia and Austria. A bit worse results were noted for the Czech Republic
and Poland. The above hierarchy is just an illustration and is not based on statistical data. In
order to fully and measurably determine statistical relevance of the abnormalities in the samples, it is necessary to know the number of samples which does not meet the norm, and not
the number of noted abnormalities in taken samples. Due to the multiplicity of the inspected
parameters, a part of them is closely correlated with each other (e.g. octane number RON and
MON). As a result, very often it happens that in one sample there were more than one excess
of the standard. Unfortunately not all of the delivered report make it possible to dene the
number of faulty samples. In case of the Czech Republic it is impossible to dene the number
of samples which does not meet the requirements of the standard, and in case of Latvia, in one
case it was assumed that the number of noted abnormalities equals the number of samples
inconsistent with the standard (diesel fuel: in eight cases the content of sulphur was exceeded,
and in 1 case the cetane number was too low).
In the table presented below there is a comparison of the inspected fuel quality in Poland
with the results from the rest of the countries:
91 petrol
95 petrol
The number of
taken samples
98 petrol
Diesel fuel
91 petrol
The number
95 petrol
of revealed
98 petrol
abnormalities
Diesel fuel
91 petrol
The number
95 petrol
of samples
inconsistent with 98 petrol
the standard
Diesel fuel
91 petrol
The percentage
95 petrol
of the samples
inconsistent with 98 petrol
the standard
Diesel fuel
Poland Austria Czech Republic Ireland

0
100
297
0
235
100
1072
118
157
5
12
0
204
100
1653
95
3
12
18
2
72
3
4
0
0
0
20
3
109
0
3
no entry
13
2
no entry
3
3
0
no entry
15
3
no entry
0
3.0%
no entry
5.5%
2.0%
no entry
2.5%
1.9%
0.0%
no entry
7.4%
3.0%
no entry
0.0%
Latvia Germany
35
157
157
193
59
193
438
240
1
1
1
0
3
9
1
1
1
1
0
1
9
1
0.6%
0.6%
0.5%
0.0%
0.5%
2.1%
0.4%
In the above table, the eld marked with red denotes the countries for which the results in
Poland were strategically worse (more samples inconsistent with the standard). In case of the
Czech Republic there it was not possible to dene the number of faulty samples, however, on
the basis of the number of noted inconsistencies with the standard, in a proportion with the
number of taken samples, there is no basis to acknowledge the results achieved in the Czech
Republic to be worse than these achieved in Poland.
To sum up the results of fuel quality scrutiny in Poland and 5 states of European Union, it
ma be stated that the inconsistencies with the standard, in Poland occur more often than in other
countries (excluding the Czech Republic). Comparison with Austria does not provide statistically relevant results, however, it may be assumed that in case of a larger number of samples, in
Austria the dierence could turn out to be statistically relevant to Polands disadvantage.
64
COMPARISON OF PRICES IN THE COUNTRIES UNDER THE STUDY
4. Comparison of prices in the countries under the study

With regard to many markets, goods and services, one of the main factors determining the
price is quality. Similar situation may occur in case of engine fuel market.
Fuel prices in all the European Union countries are determined by three major factors:
!
crude oil prices at the world markets,
!
the level of scal charges stated on the territory of the European Union,
!
the level of national income, renery industry infrastructure, regulations on the fuel
trade dierent for particular countries.
In fact, global prices of crude oil are the exogenous factor which can not be inuenced by
any of the European Union countries. Even the entire European Union accounting for 17.7% of
the world crude oil consumption [source: CIA] can not signicantly inuence crude oil prices.
These are mainly determined, over the recent years, by the political and military events in the
area of Persian Gulf.
The main tax instrument determining the fuel price is the excise. Pursuant to the Directive
of the European Parliament and the Council 2003/96/EC, the minimum rate of the excise tax
was introduced for the energy products and electricity. In accordance with this Directive, the
following minimum rates of the excise tax are currently in force:
!
302 Euro for 1000 litres of diesel fuel used for propulsion purposes;
!
359 Euro for 1000 litres of lead-free petrol.
Directive 2003/96/EC anticipates the growth of the excise minimum rate for 2010 up to 330
Euro for 1000 litres of diesel fuel.
As a result of legislative actions carried out by the European Union, what is observed is
the convergence of tax burden of fuel trade in all of the EU states at the same constant level of
variation of fuel net prices (without tax) in the space of 2000-2005 years. At the same time the
growth in scal burden in fuel trade is observed (especially since 2002). Still at the beginning
of 2002, 1000 litres of 95 lead-free petrol was charged with the tax at the average amount of
642 Euro. In the end of 2005, this level amounted to 725 Euro among 15 old members of the
Union. Among 10 new European Union members, the amount of taxes is lower by more than
220 Euro for 1000 litres of 95 lead-free petrol.
65
Average net prices of the scrutinized fuels and sum total of the tax charges for 1000 litres
by the dispenser at the lling station in both half-years of 2005 in the countries subject to the
inspection
I half-year 2005
95 lead-free
Diesel fuel
petrol
No tax No tax No tax
Tax
The Czech Republic 289.21 519.89 356.78 458.52
Latvia
357.43 359.22 382.61 319.67
Poland
314.26 560.87 389.27 441.00
Austria
333.63 576.37 386.53 449.47
Germany
303.50 807.80 365.40 604.10
Ireland
335.01 605.99 416.24 532.76
II half-year 2005
95 lead-free
Diesel fuel
petrol
No tax
Tax
No tax
Tax
433.40 549.20 490.46 485.52
431.50 403.15 472.95 363.14
435.27 585.08 475.77 458.21
467.36 603.64 514.01 475.99
432.40 828.40 485.90 623.40
428.39 625.61 501.36 550.64
Source: Eurostat,
without tax net price for 1000 litres of fuel, that is without VAT, excise or fuel fee,
tax VAT, excise, fuel fee.
The dierences in the fuel tax burdens value between the examined countries are signicantly greater than the dierences in the net prices of fuel. Tax burdens indicate the dependence on the region (in EU-15 the burdens are higher than in the newly joined countries), these
are net fuel prices which do not show such a dependence. Incidentally, net price of 95 lead-free
petrol (Pb95) in Latvia, was the highest one out of the 6 examined countries in the I half of
2005. Quite average, the lowest fuel prices (both Pb95 and diesel fuel) in 2005 (a mean from the
two half-years) were noted in the Czech Republic, the highest Pb95 price was however noted
in Austria, and the highest price for diesel fuel was noted in Ireland.
The evidence of the progressive tax burden convergence with regard to the fuel trade, are
the dierences in the tax burdens between II half-year of 2004 and II half-year of 2005.
An increase in the rate of taxes imposed on the sold fuel (95 lead-free petrol and ON) in the
examined countries during the period of II half-year of 2004 - II half-year of 2005
Pb95
ON
The Czech Republic
7%
10%
Latvia
9%
13%
Poland
17%
23%
Austria
3%
8%
Germany
1%
4%
Ireland
2%
5%
Source: Eurostat
The data included in the above table show signicant dierences in the growth pace of tax
burdens among newly joined members of the European Union, which is signicantly higher
than the ratio of the old members (for which the burdens are higher). It ought to be stressed
that Poland is an unquestionable leader in this area. From among all of the members of the
European Union, tax burdens for Pb95 lead-free petrol trade, increased only in Denmark (by
22%), but with regard to diesel fuel, Poland overtakes only Lithuania where the taxation increased approximately by 32% during the II half of 2004 to the II half of 2005.
66
With respect to fuel quality, the attention ought to be drawn not only to the level of tax
burdens with regard to fuel trade, but also to the relative value of these burdens. There is need
for awareness of the fact that fuel spoiling is not something accidental and is not a result of
the dierences in the technological processes of fuel production in particular countries, but
it may be connected with the protability resulting from fuel dilution with the substances,
the prices of which are lower, or what is even more important are not subject to the taxation
(especially to excise) in the same manner as the engine fuels. It is conventional proverb that
says that the opportunity makes the thief, and relatively higher benets resulting from taxation frauds with regard to fuel trade take place in Poland, the Czech Republic and in Latvia
rather than in Austria, Germany and Ireland. In this elaboration, there is not place to establish
particular ways to avoid the taxation law, but there is no need for thorough insight in order to
spot such possibilities and their relations with the potential benets of their application.
Having in the above in mind, it is worth paying attention to the relation of tax burdens with
regard to fuels with the rate of an average remuneration in particular countries. This particular
statement may to some extent constitute a measure of a temptation to mix the forbidden substances with fuel at various distribution stages.
Tax burdens included in fuel price as a percentage of an average monthly gross income
in the examined countries
Monthly
income*
The Czech Republic
Latvia
Poland
Austria
Germany
Ireland
600.83
301.67
589.17
2 702.50
2 885.00
2 742.50
Tax included in 1000 litres

of Pb95 as a % of an average
monthly remuneration
I half-year
II half-year
2005
2005
70%
91%
85%
134%
83%
99%
19%
22%
31%
29%
21%
23%
Tax included in 1000 litres

of ON as a % of an average
monthly remuneration
I half-year
II half-year
2005
2005
76%
81%
106%
120%
75%
78%
17%
18%
21%
22%
19%
20%
Source: Eurostat
* An average monthly gross remuneration in the production and service enterprises employing 10 and more employees in
2002.
The above table proves that despite signicantly higher fuel tax burdens in the countries of
the old EU, these kind of burdens are much more noticeable in Poland, the Czech Republic
and especially in Latvia. From the economic point of view it may be assumed that each potential criminal who may commit a tax fraud will consider both the benets from avoiding paying
taxes which are imposed on fuel, and the possible risk. To make it simple let us assume that in
all of the 6 examined countries, the risk is identical (the eciency of tax bodies and the police
is at the same level), then in case of the countries belonging to the old fteen countries of the
EU, a relative benet resulting from avoiding paying due taxes for 1000 litres of fuel amounts
to approximately 20% of average monthly remuneration, and in case of Poland, the Czech
Republic and Latvia they are not lower than 70%. Hence the temptation to fuel fake and to
avoid paying excise tax is visibly higher in Poland, the Czech Republic and Latvia rather than
in Germany, Austria or Ireland.
Due the fact, that the analysis concerns only 6 countries, while in 3 countries (Germany,
Austria and Latvia) the cases of exceeding the standard are incidental, it is hard to speak about
the correlation dependence between the average earnings, rate of taxes imposed on fuel trade
and a number of deviations from the fuel standards. The rates of tax burdens with relation
67
the rate of remunerations in a particular country may be regarded as an additional risk factor
which may adversely inuence the fuel quality in the taken samples.
According to the scal policy carried out by the European Union, what we observe is the
graduate equalization of fuel taxation rate. However, the dierences in the tax burdens rates
between the 6 markets under the analysis, exceed Euro 220 for 1000 litres of fuel. In the countries belonging to the old fteen countries of European Union, tax burden is higher that
in the newly joined countries, though the dierence are visible decreasing by more prompt
increase of burden in Poland, the Czech Republic and Latvia. Fuel net prices (without tax burdens) are clearly less diversied between the countries subject to the inspection, rather than
the scal burdens. An average price of PB95 without tax burden in the II half of 2005 oscillated
between 43150 Euro (in Latvia) and 467.36 Euro (in Austria).
In the context of fuel, the benets resulting form the quality frauds need to be taken into
consideration. It is easy to guess that a bad intention and a will to gain material benets is a
main trigger for the reviled fuel faults. Taking this hypothesis as a right one, it is justiable
to assume that a trigger factor to fake fuel may be not just a fuel price or tax burdens, but it is
more about a relative benets achieved in a particular country. Hence it is not about the rate
of tax burdens, but it is about their relation to the remuneration level in a particular country.
Avoiding paying taxes on 1000 litres of Pb95 in Poland, makes it possible to gain a income at
the amount of approximately of the average monthly remuneration. Though the benets resulting from committing such a fraud in Ireland, Germany and Austria is much higher (higher
taxation rate), the relative protability of an underhand tricks with regard to the risk is signicantly lower (approximately 20% of an average monthly remuneration).
68
SUMMARY - POLAND AGAINST THE BACKGROUND OF OTHER COUNTRIES
5. Summary - Poland against the background of other countries

The system of monitoring and scrutinizing of the quality of liquid fuels and bio-fuels has
been in operation in Poland since 1 May 2004. The system was created mainly to enable Poland to meet the obligations resulting from its membership in the European Union (specied
in Directive 98/70/EC of the European Parliament and the Council of 13 October 1998 relating
to the quality of petrol and diesel fuels and amended by Directive 2003/17/EC of the European
Parliament and of the Council of 3 March 2003).
The obligations consist in monitoring the quality of liquid fuels placed on the market and drawing up reports for the European Commission concerning the quality of fuel
placed on the market. The system was created taking into account the specicity of the
Polish fuel market, therefore, it makes it possible for the relevant authorities to perform inspections not only on the basis of statistical factors but also on the basis of any information
on bad quality of fuel. The system has also another objective, i.e. to stop fuels which do
not meet quality requirements from being placed on the market or eliminate those which
are already in circulation.
Fuel quality monitoring and scrutinizing system

The Polish fuel quality scrutinizing system and systems of other countries have the following objectives:
!
meeting the EU requirements resulting from membership in the common economic
area;
!
human health and environmental protection;
!
protection of drivers as consumers against unfair practices of producers and distributors of fuels;
!
meeting the quality benchmarks of other European countries.
The organization of the fuel quality monitoring system in Poland, against the background
of other countries, is very good due to:
!
full compliance with the EU recommendations regarding the number of inspected
parameters, the method of the samples selection, the registration of entities operating on the fuel market, etc., which cannot be said about the other systems. The
analysis of the system organization carried out on the basis of the data obtained
from the competent authorities in the dierent countries showed that except for
Poland only Austria has introduced the scrutinizing system which is fully compatible with the EU requirements. This cannot be said about the German (only some
of the parameters specied in the EU directives are scrutinized), Irish or Latvian
systems. Under the fuel quality scrutiny in Ireland the samples are colleted at fuel
terminals, from fuel tanks, on lling stations, from lorries and delivery vans and
not as it is specied in the EU standard EN 14274:2003 Automotive fuels - Assessment of petrol and diesel quality - Fuel Quality Monitoring System only at lling
stations. The same concerns Latvia, which collects samples at lling stations, in
wholesale outlets and tax warehouses (however around 90% of samples are taken
at lling stations);
!
introduction, alongside of the obligatory European part, of a national system, which
exceeds the reporting functions and plays an intervention role (reaction to consumer
notications) and complements the entire system (inspections are carried out not only
at the stations but also at the wholesale outlets). Additionally, the Polish fuel quality
scrutinizing system was extended on 1 January 2007. At present the entire chain of fuel
69
Fuels
distribution is inspected - from lling stations to wholesale outlets, fuel depots and fuel
producers, and all types of fuels available on the market are subject to scrutiny.
Fuels
Contrary to the popular opinion, both petrol and diesel are technologically advanced
products. Their production requires a great professional technical base. From the chemical
point of view, the quality of fuel can be described using many parameters, each of them inuencing the work of the engine, its life-span and the toxicity of fumes. Consumers in any country are not able to assess that by themselves. In order to make the assessment it is necessary
to carry out laboratory analyses of the samples taken at the lling stations. Therefore, some
traders may be tempted, for example, to add various chemical compounds (cheaper from the
fuel) to the fuels they sell or to understate certain parameters (meeting of which increases the
production costs) since the average consumer is not able to tell the dierence. In particular
because one-time tanking up of a fuel slightly non-compliant with the standard, e.g. in respect
of the octane number, has no signicant negative eects. However, they do occur when such
fuel is tanked up regularly.
The risk of unfair practices exists in each country, and the scale of such behaviour is linked
i.a. with the eectiveness of the measures undertaken by the authorities responsible for market surveillance. On the basis of the results of fuel quality inspections, which improve every
year, it can be assumed that the measures implemented in Poland are as eective as in other
countries.
Inspection results
The results of the fuel quality inspections carried out between 1 January and 31 December 2005 in Poland and in 5 other countries show that the level of incompliance of the
tested parameters with the standard in Germany is negligible (below 1%). Therefore, as
it might have been expected, the fuel sold in Germany is without any fault. In respect of
the detected irregularities, Ireland, Latvia and Austria have only insignificantly worse
results. Slightly worse results were noted in the Czech Republic and Poland. However,
these are only small differences. The number of the samples, is, from the statistical point
of view, not large, therefore, there are no explicit statistical reasons for stating that the
fuel in Poland is of worse quality than in the other countries. From the point of view
of the average driver it is insignificant that the probability of tanking bad quality fuel
in Germany is less than 1% and in Poland 5%. In both cases the situation when the fuel
does not meet the standards is very rare. As mentioned before, one-time tanking of a
fuel which is slightly non-compliant with the standard has no significant negative consequences for the engine.
In the case of the Polish market, it also should be emphasized that the system of fuel quality monitoring and scrutinizing introduced in 2004 is eective, which can be proved by the
inspection results from 2006: out of 712 samples tested (taken from 712 randomly drawn lling
stations), only 17 did not meet the requirements, which constitutes only 2.39%. The following
comparison of the data for 2005 and 2006 speaks for itself:
Percentage of fuel samples incompliant with the standard
Diesel
Petrol
70
Results for 2005

7.4%
5.3%
Results for 2006

1.4%
2.8%
SUMMARY - POLAND AGAINST THE BACKGROUND OF OTHER COUNTRIES
As shown above, consistent implementation of the fuel quality scrutiny programme is an

eective tool of eliminating non-compliant fuel from the market and, therefore, it is an eective tool of consumer protection.
The above comparison of the inspection results between 2005 and 2006 for dierent countries can be the subject of a further study. Each country is obliged to communicate the inspection results for 2006 to the European Commission by the end of June 2007. Only after this
deadline it will be possible to start collecting the data for a new study.
The scale of the problem of non-compliant fuel can be also analysed from the consumer
point of view. The data presented above in the statistical form, where the incompliance concerns only few percent of the samples, would be more appealing to the average driver if
they were given in absolute terms. The fact that the locations where samples are taken are
selected at random makes it possible to translate the results to the entire population of lling stations in Poland (around 7 thousand, excl. LPG stations). By way of simple estimation,
2.39% (the result of the 2006 inspections) of 7 thousand makes 167 stations in Poland which
sold non-compliant fuel in 2006. Other results if the inspections can also be presented in
absolute terms, for example:
!
as a result of the inspections carried out between 1 January and 31 December 2006, 139
notications of suspected crime were submitted (as of 31 December 2006);
!
during the same time period, the President of the Energy Regulatory Oce, having
carried out relevant proceedings, withdrew the license of 26 businesses to trading in
liquid fuels, imposed nes amounting to PLN 3.5 million on 74 businesses and refused
to grant license to liquid fuels trading to 17 businesses.
Overall, the common knowledge on the fact that the fuel quality scrutinizing system exists
and operates eectively and diligently (5% of incompliance in 2005 and 2.39% in 2006) constitutes a safeguard against unfair practices of fuel producers. On the other hand, it is a base on
which the drivers can build their trust both in other market participants (producers, distributors) and market regulators. It is important and true both from the national and the European
Union perspective.
Prices and quality

The fuel price calculated excluding taxes is similar in the 6 countries subject to the study.
The dierences occur in the level of tax burdens: in Germany, Austria or Ireland they are
higher than in Poland, the Czech Republic and Latvia. However, the gap is quickly closing and
Poland is leading the way to reaching the level of more developed countries of the EU with
respect to tax burdens levied on fuel. This adaptation proceeds faster than the economic
growth and the rise of incomes.
For example, the tax levied on 1000 litres of diesel constituted around 20% of the average
remuneration in Germany and 75% of the average remuneration in Poland. This shows how
strongly unfair producers and distributors of fuels are tempted to take over these tax burdens for themselves. When we think of a single tanking or even a single lling station, these
are not large sums, but when it comes to wholesale trade the possible loss of the State Treasury
per one transaction can amount to millions of zlotys. Therefore, it is, so to speak, more important for the fuel quality scrutiny system to work properly in Poland than e.g. in Germany.
On the other hand, one can ask if a decrease of the tax burdens would make the role of the
scrutinizing system less important? Rather not, since there are still the ecological issues, the
negligence issues (e.g. regular cleaning of tanks which is rather expensive), etc. This cannot
be left for the market mechanisms to handle because it would take to much time before the
mechanisms would actually start to work and before the consumers would realize which producer is fair and which is not.
71
Prices and quality
Surely, this study does not exhaust the topic of fuel quality and its scrutiny. However, it
shows that since Polands accession to the EU, a great improvement took place on the liquid
fuels market with respect to quality parameters and the gap between the Polish market and
the more developed markets of the Western Europe has been reduced. Undoubtedly, all credit
goes to the eective system of fuel quality monitoring and scrutinizing.
72
SUMMARY OF THE STUDY
II. Summary of the study

Introduction
Fuel quality is one of the most signicant reasons why drivers choose a particular lling
station. Trust in good fuel quality inuences client satisfaction and loyalty. This is conrmed
by the marketing researches which the authors of this study have been carrying out for years
inter alia at the request of fuel companies. Practically, in each project concerning drivers behaviour and their satisfaction with the services of the given networks of lling stations, the
respondents are asked the same question: Why do you use the services of these lling stations?. The three most popular answers are (usually given in the following order) are: station
location, condence in fuel quality and the price of fuel.
Results of one of the marketing researches (carried out in autumn 2005) are available
e.g. on the website of Roland Berger Strategy Consultants Sp. z o.o. (www.rolandberger.pl),
which also contains a description of the introduction of the new lling station brand BLISKA due to the PKN ORLEN lling station network being divided into the premium and
the economic segment. The starting point was the segmentation of clients of the lling stations. It was found out that the most signicant criterion is the condence in the quality
oered by the lling station (mostly the quality of fuels but also the quality of services)
in relation to the prices of fuel. It was found that most of the clients of lling stations aim
at reaching a compromise between the price and quality. Two groups of clients were identied:
!
quality purchasers for whom high quality (of fuel and services) is the most important and who are ready to pay more for that;
!
value seekers i.e. drivers expecting quality but at a reasonable price.
In the case of both of the groups quality of fuel is of key importance. The former expect
the highest quality, the latter satisfying quality at lowest possible price, but the minimum
level of condence that the fuel tanked up does not harm the engine is always the necessary
condition.
The price and location are easy for the consumers to verify. However, the perception of the
quality of fuel is usually based on the skill of the branding experts and not on the observations,
experience and knowledge of the clients. The quality of fuel can be objectively assessed only
by testing the samples according to applicable standards and procedures in a professional
laboratory.
This asymmetry of knowledge between the buyer of fuel and its seller, requires a great deal
of trust on the part of the clients and at the same time constitutes a great temptation for the
sellers to abuse their favourable position. Therefore, Poland and other countries have established authorities acting as impartial, objective experts, whose tasks include i.a. closing the
abovementioned gap of knowledge. Monitoring of fuel quality is one of the most important
tasks of the Oce of Competition and Consumer Protection, which is responsible for facilitating the eective operation of the fuel quality monitoring and scrutinizing system in Poland. It
was also the Oce which commissioned this analysis.
The objective of the analysis is to present and review the results of the inspections of fuels
sold in Poland against the background of the results of inspections carried out in other selected
countries of the European Union: Germany, Austria, Latvia, Ireland and the Czech Republic.
The data concern inspections carried out in these countries in 2005 by the authorities responsible fuel quality scrutinizing.
73
Organisation of the fuel quality scrutinizing system
1. Organisation of the fuel quality scrutinizing system

All Member States of the European Union are committed to scrutinizing the quality of motor fuels sold at the lling stations in their countries. This obligation was established as a result
of the dierences in the legislative and administrative regulations adopted in the respective
Member States with regard to the requirements for fuels for vehicles with spark ignition engines and compression-ignition engines. It was acknowledged that the dierences in the regulations create trade barriers in the Community and hence they may directly hamper the functioning of the internal market, as well as the international competitiveness of the European car
and rening industries.
Moreover, human health and environment protection were taken into consideration
when establishing the fuel quality scrutinizing system, as air pollutants, i.e. nitric and sulphur oxides, unburned hydrocarbon, solid particles, carbon monoxide, benzene and other
toxic substances generated in the exhaust fumes of engine powered vehicles pose direct
and indirect risks to humans and the environment. Due to the above, in 2003, the European Parliament and the Council passed Directive 2003/17/EC replacing Directive 98/70/EC,
establishing new, stricter, environment requirements for the fuels present on the market
in the EU.
The scrutinizing system is based on the European standards EN 14274:2003 Automotive
fuels Assessment of petrol and diesel quality Fuel quality monitoring system and EN
14275:2003 Automotive fuels - Assessment of petrol and diesel quality - Taking samples from
the retail and company distributors. These standards precisely dene the principles of selecting the samples, their minimum number, the method of taking samples at the lling stations,
the way the samples should be transported, stored and tested.
Every year, each Member State sends a report to the European Commission on the quality
of fuels sold on its territory.
The countries covered by this study arranged their quality scrutinizing systems on the basis
of EU guidelines, yet each of them has its own characteristics dierentiating it from the others
(ranging from the legal basis to the institutions involved and the system organisation).
The system in Poland:

Since 1 January 2007, the Act of 25 August 2006 on fuel quality monitoring and scrutinizing system constitutes the legal basis for the functioning of the system. Compared
to the previous Act of 23 January 2004, the new regulation provides for a signicant
expansion and modication of the system;
!
The authority responsible for the functioning of the system is the President of the Ofce of Competition and Consumer Protection, who carries out his duties in cooperation with the Trade Inspection, which is directly responsible for fuel scrutiny;
!
Fuel quality scrutiny and monitoring is divided into two periods of the year summer
and winter, and the samples are taken each month of the year.
Since 1 January 2007, fuel quality scrutiny has been carried out within two scopes:
!
within the framework of the part of the European system, the aim of which was to
perform statistical monitoring in terms of fuel liquid quality launched on to the market
as well as to draw up a report for the European Commission presenting the statistical
data concerning fuel quality on the market. The scrutiny covered: 95 lead-free petrol,
98 lead-free petrol and diesel oil; minimum 100 samples were taken per each fuel in
the summer period and the same number was taken in the winter period that gave a
total number of minimum 600 samples. The samples were taken at the petrol stations
with the division into the regions. The stations were drawn for each type of fuel, proportionately to sales share of a particular voivodship in the sales volume of the entire
country;
!
74
within the frame of the country part, the task of which was not only to disclose the cases
of trade in fuel which does not meet the quality standards, but also to check the quality
improvement degree of fuels oered at the stations where the abnormalities were discovered during the previous inspections; it covered as well the inspection at the petrol
stations registers due to the complain of the drivers, information acquired from the police and CB (Central Bureau of Investigation). Fuel warehouses were inspected as well.
Since 1 January 2007, the scrutiny has extended to a considerably larger scale. It covers the
entire fuel distribution chain starting from the petrol stations through the petrol bases and
warehouses, ending on the fuel producer. Moreover, the scrutiny encompasses all kinds of
liquid fuels in the market, i.e.:
!
!
!
diesel oil;
!
liquid biofuels (including the ones applied with the selected vehicle eet as well as the
ones produced by the farmers for their own use);
!
propane-butane (LPG);
!
compressed natural gas (CNG);
!
light heating oil.
In addition to inspecting the public and factory stations as well as the fuel warehouses,
which took place until the end of December 2006, the inspection also covers the following
entrepreneurs:
!
fuel producers;
!
enterprises who store fuel;
!
enterprises running the fuel transport business (scrutiny at the request of police);
!
owners and users of the selected vehicle eets;
!
the public and factory stations, in which the liquid biofuels, liqueed petroleum gas
(LPG) and compressed natural gas (CNG) are inspected;
!
enterprises launching new light diesel oil on to the market;
!
agriculturists producing liquid biofuels for their own use.
!
The system in Germany:

!
The Tenth Resolution to the Federal Act on the protection against emissions (Resolution on the quality and labelling of fuel quality 10. BImSchVo BundesImmissionsVerOrdnung of 22 December 1999) provides for adopting the European standards as
the minimum requirements for the labelling and the quality of engine petrol, engine
oils and liquid petroleum gas in Germany;
However, not all of the parameters included in the standards are used to monitor fuel
quality the system envisages measuring only the ones which are particularly signicant from the point of view of the environment, important for the protection of
consumers, or those which the previous inspections proved to be indicative of the defectiveness of the product. The above mentioned specics are distinctive enough to
consider the German fuel quality monitoring system as a national system falling outside the models prescribed by the EN 14274:2003 standard;
The Ministry of the Environment is responsible for the delivery of the yearly report
to the European Commission. The report is drawn up by the Federal Environment
Agency on the basis of the data supplied by the German federal authorities and the
statistics of the Federal Oce of Economics and Export Control (BAFA).
The system in Austria:

!
The quality of the motor petrol and diesel fuels sold at the lling stations is inspected
by the Federal Environment Agency and the ndings are passed on in the form of a
75
Organisation of the fuel quality scrutinizing system
report to the Ministry of Agriculture, Ministry of Forest, Ministry of the Environment

and Ministry of Aquaculture;
Inspections are carried out on the whole territory of the country. As Austria has just
one renery (Schwechat), the production of which covers the major share of the countrys demand, and because the dierences in the quality of imports and the domestic
production are imperceptible (as repeatedly shown by the results of inspections in the
course of the past several years) the entire area of Austria is treated as a single region;
During the analysis of both motor petrol and diesel fuel, all of the parameters are measured in accordance with EN 14274 standard. Most of the parameters are tested in the
accredited laboratory of the Federal Environment Agency in Wien.
The system in Latvia:

!
The main institution responsible for fuel quality monitoring in Latvia is the Excise Duty
Division of the Internal Revenue Service (IRS), which cooperates with other state institutions, the most important of which are the Latvian Centre of Certication (LATSERT)
and the economic police department of the State Police. In order to test the samples,
the Internal Revenue Service uses three express laboratories, which are authorised to
scrutinize fuel quality on the territory of Latvia;
Approximately 600 lling stations operate on the territory of Latvia under app. 216
issued licences; wholesale trade is being carried out on the basis of approximately 47
licences; the samples are taken at the lling stations and at the terminals as well as at
petrol warehouses;
Samples are taken at least once a month; in practice, sampling takes place everyday at
dierent sites and locations cross Latvia.
System in Ireland:
!
The quality of the motor petrol and diesel fuel being traded on the territory of the country is subject to the inspection of the Internal Revenue Services, and the taken samples
are analysed by the State Laboratory; information on yearly fuel sale are collected and
provided by the Ministry of Transport; the Ministry of Environment, National Heritage
and Local Governments, responsible for drawing up and sending out the yearly report
on fuel quality monitoring in Ireland;
The scrutiny is conducted on the whole territory of the country. Ireland has just one
petroleum renery in Whitegate, County Cork. The entire production, upon the overall
fuel quality inspection by the renery operator prior to the shipment is transported via
land and sea route to recipients;
Samples of the fuel products are taken by the Internal Revenue Service once every
three months in fuel terminals and upon each lling up of fuel in the state fuel reserve
bank in Bantry. Additionally, Internal Revenue Service take samples from the lling
stations, cisterns and lorries and vans in order to avoid failure to pay the excise;
The monitoring system also includes inspections carried out by the Irish Petroleum
Industry Association, which takes its own samples in order to carry out tests from
23 parking places, and in the Whitegate renery in July/August and in December
each year.
The system in the Czech Republic:

!
76
The institution responsible for fuel quality monitoring and sales data collection required to draw up a report for European Commission is Czech Ministry of Industry
and Transport; an yearly report for the European Commission is drawn up on the basis
of the data provided by Czech Trade Inspection, which is responsible for scrutinizing
the fuel distribution outlets;

!
The entire territory of the country may be treated as a one region. As a result, the whole
monitoring system is based on the statistical C model, described in EN 14274:2003
standard as the model suitable for a small country without regional dierentiations.
According to this model, the Czech Trade Inspection should take samples from at
least 50 distribution sites (lling stations) for each petrol type, which accounts for
more than 10% of sales for a given petrol type (petrol, diesel fuel) in each scrutiny
period;
However, the Czech fuel quality monitoring system has been launched not only to
measure the parameters required under the European Union directives for the purposes of environmental protection, but also to protect customers; a national resolution
creates the obligation to test signicantly greater number of samples as much as 2000
in total.
2. Fuel types, their use and characteristics

A considerable number of vehicles used around the world is propelled by spark ignition
engines (ZI). These engines are mainly the source of the propulsion in cars and delivery
vans (commonly known as petrol engines). The rest of the vehicles is propelled by selfacting ignition engines (ZS) known as the Diesel engines or high-performance engines.
They are commonly used in lorries, delivery vans, tractors, road vehicles, army vehicles,
and more often as the propulsion unit in cars. Diesel engines become more and more
popular due to their exceptional cost eectiveness and because they are environmentally
friendly.
Engines with spark ignition are most commonly fuelled with motor petrol, mainly composed of products of crude oil processing. Petrol is a medley of light liquid hydrocarbon, emitted from crude oil. Motor petrol with appropriate (required) properties is received by mixing
together proper amounts of various components.
According to the PN-EN228 standard on Automotive fuels. Lead-free petrol. Exchange
and inspection methods, there are two types of lead-free motor petrol in Poland, diering as
regards the immunity against the pinking (that is values of octane numbers):
!
95 lead-free petrol, with Research Octane Number (RON) not less than 95.0 and Motor
Octane Number (MON) not less than 85.0,
!
98 lead-free petrol, with RON not less than 98.0 and MON not less than 88.0.
As it has already been mentioned, high-performance engines (also know as the Diesel
engines), along petrol engines, are becoming more and more popular. In these engines
diesel fuel is used. Similarly to petrol, it is a medley of hydrocarbon emitted from the
crude oil in distillation processes, however, diesel fuel distillates have much higher boiling points than petrol distillates. Because of high contents of sulphur, it is necessary to
remove it.
Dierences in the construction and principles of petrol and high-performance engines on
the one hand, and dierent physicochemical properties of petrol and diesel fuel, on the other
hand, are responsible for the fact that there are dierent quality requirements for each of the
fuels.
While storing, transporting and transferring within the motor fuels supply system there is
an inuence of physical and chemical constraints, which result in the change of their quality.
Hence fuel in the tank of a vehicle may have dierent characteristics than at the moment of
production in the renery.
The possibility of contaminating fuel by water during the storing, transportation or decanting processes is only one of many factors causing a change in the quality on the way from the
producer to the end-user.
77
Results of the fuel quality scrutiny
Fuel may change its characteristics also due to:

!
evaporation of light fractions, if the decanting and storage activities are not performed
in air-tight conditions;
!
oxygen inuence from the air, due to which oxidation and polymerization of the reactivated fuel particles takes place;
!
constant pollution substances (e.g. particles of dust from the air, products of the corrosion of the tanks and pipelines, etc.).
The motor petrol will meet its requirements under the condition that its adequate properties will be maintained which are described by the set of parameters. Such set of parameters
and their values are given in appropriate normalization acts. These standards are the basis to
produce, collect and use the petrol in ZI engines.
Octane numeral (LO) is one of the main functional motor petrol parameters, as it determines the process of its pinking less combustion, toxic exhaust fumes emission, engine fuel
consumption, optimal engine performance, as well as its working life. Octane numeral denes
the resistance of motor petrol to pinking, detonative.
For the engine to work optimally it is necessary to fuel it with the petrol with proper octane
numbers, for which the minimum value is dened by the engine instructor depending on its
compression ratio. Fuel with dened octane number should always be used as the usage of
fuel with lower LO than the required one would cause the detonative combustion.
In such a case, the combustion is uninterrupted as outside the combustion point which is
caused by the spark an additional point of combustion is created in the other part of the combustion chamber due to self-ignition. This causes an interruption in the combustion process
as the ame front of the both ignition points are adversely directed. Sound eect during such
a phenomenon is engine ringing. Occurrence of such a combustion process deteriorates engine performance and may lead to its damage.
As in the case of petrol, diesel fuel (ON) was also described with the number of parameters
which are responsible for setting the requirements within the scope of proper functionality of
the entire power supply system, proper and ecient combustion as well as the least harmful
inuence on the natural environment.
Cetane number (LC) is one of the main ON function parameters, as it determines the combustion process, toxic fumes emission, fuel consumption and inuences the engine start. The
modern high-speed ZS engines are fuelled with diesel of minimum LC 51 units (PN-EN 590
standard), as the exploitation Diesel engine inspections proved that petrol with lower number
signicantly reduces cost eectiveness of driving. Increase in the cetane number over 50, however, eciently improves fuel exploitation characteristics, makes the engine start easier, delays
the pollution of nozzles of the injector, limits emission of black fumes from the engine and
lowers its noisiness.
Marking of the cetane number takes place in a special model engine thanks to which the
ability of self-ignition is compared to the exemplary petrol with known cetane numbers. The
name of the cetane number derives from the exemplary hydrocarbon called cetane, with a
cetane number of 100.
3. Results of the fuel quality scrutiny

Fuel quality scrutiny in 2005 covered all of the petrol types being on the market on the territory of Poland, that is: 95 lead-free petrol, 98 lead-free petrol and diesel fuel. Fuel samples
were taken, according to the adopted principles, every month at the lling stations. In total, in
the period from January to December 2005, 596 lling stations were inspected and 596 samples
taken. For each sample taken, all of the quality parameters set forth in Directive 98/70/EC were
measured.
78
Quality scrutiny of 95 lead-free petrol proved that 13 out of 245 taken fuel samples of this
type did not meet one or several quality parameters. The most often deviated parameter was the
degree of sulphur and octane number RON. Maximum contents of sulphur, which with regard
to the standard ought to amount to 50mg/kg have been exceeded in 6 samples being taken. The
highest noted value of this parameter was 276 mg/kg. It is quintuple excess of the standard. Noncompliance of the inspected RON octane number was also discovered in 6 out of all the samples
being taken. The lowest value was 87,8 units while the minimum acceptable value is 95.
Quality scrutiny of 98 lead-free petrol proved that the normative values have been deviated
from the inspected RON octane number and maximum contents of the hydrocarbon of the
aromatic type, correspondingly in 3rd and 1st sample. All in all 3 out of 157 taken samples of
this petrol did not meet the quality standards.
The scrutiny of diesel fuel samples taken in Poland within 5 parameters being tested proved
that only one of them (contents of the aromatic annular hydrocarbon) was met by all of the
scrutinized samples. The most often exceeded parameter (in 14 out of 204 inspected samples)
was sulphur contents. The highest noted value was 2734 mg/kg (while the acceptable standard
is 50 mg/kg), that is over quintuple excess of the standard. The other parameters, results of
which also exceeded acceptable values were the following: cetane number, density in the temperature of 15C and the distil o temperature 95% of fuel capacity (the highest result is 400C
while the standard establishes the maximum at the level of 360C).
The fuel quality scrutiny results indicate that occurrence of non-compliance of the inspected
parameters in Germany comparing to the standard are minor (lower than 1% of non-compliance). Ireland, Latvia and Austria have marginally worse results. Still slightly worse is the situation in the Czech Republic and Poland. This, however, is only a demonstrative ranking and is
not based on statistical results. To measure the statistical signicance of the non-compliances
found in the samples, it is necessary to know the number of samples that are non-compliant
with the standard, not the number of non-compliances in the tested samples. Some of the
many parameters that are measured are correlated (e.g. RON and MON). Consequently, often
more than one non-compliance in a sample was found. Unfortunately, not all of the reports
make it possible to nd out the number of non-compliant samples. In the case of the Czech
Republic it is not possible at all and in the case of Latvia at one point it was assumed that the
number of non-compliances equals the number of non-compliant samples (diesel fuel: 8 cases
of sulphur contents exceeding the norm and one case of too low cetane number).
Comparing the results of fuel quality inspections in Poland and 5 other EU Member States,
it may be said that in Poland non-compliances occur more often than in other countries (except
for the Czech Republic). The comparison with Austria does not provide statistically signicant
results, however, it may be presumed that had more samples been taken in Austria, the results
might have shown statistically signicant dierences less favourable for Poland.
In case of a Polish market it needs to be additionally stated that the fuel quality monitoring
and scrutiny system implemented in 2004 is ecient, which is proved by the scrutiny results
for 2006; among 712 samples (taken from the 712 chosen stations), 17 samples did not meet
the requirements, that account for 2,39%. The comparison presented below for the year 2005
speaks for itself:
Share of fuel samples not complying with the standard
for diesel oil

for petrol
Results for 2005

7,4%
5,3%
Results for 2006

1,4%
2,8%
As it is presented, consistent fuel quality scrutiny system implementation is an ecient tool

to eliminate from the market the fuel which does not meet the quality standards, and at the
same time, it is an ecient way to protect the consumers.
79
Results of the fuel quality scrutiny
The comparison of the scrutiny results between 2005 and 2006 for particular countries presented before may be a subject of the subsequent paper. Particular countries are obliged to
submit the scrutiny results for 2006 to the European Commission by the end of June 2007. Data
gathering will be possible only after this date.
80

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FUEL QUALITY

comparative analysis of the quality of fuels available

OFFICE OF COMPETITION AND CONSUMER PROTECTION

An analysis carried out on the basis of the data obtained

Oce of Competition and Consumer Protection

Skad, druk i oprawa:

2. Fuel and its quality . . . . . . . . . . . . . .

3. Fuel quality scrutiny results . . . . . . . . .

4. Comparison of prices in the countries under the study . . . . . . . . . . . . . . . . . . . 65

II. Summary of the study

Department of Market Surveillance

AEA Energy & Environment

Verkehr, Lrm & Umweltmanagement

AEA Energy & Environment

Ministerstvo prmyslu a obchodu

European Commission, DG Environment and

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

1. Organization of fuel quality scrutinizing system

Introduction (Community requirements, standards)

Market Share (fuel type X)

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

1.2. System in Poland

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

Frames of the System for Trade Inspection tasks include:

NATIONAL PART OF THE SYSTEM

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

ORGANISATION OF THE SCRUTINY FROM 1 JANUARY 2007

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

1.3. System in Germany

INSPECTED FUEL AND PARAMETERS

1.4. System in Austria

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

EN 14274:2003 Standard monitoring system specication, reporting;

Ministry of Agriculture and

The Ministry of Agriculture,

PERIODIC AND TERRITORIAL SCOPE OF SCRUTINY

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

Market share (for X type)

for mother fuel

oscillates between 3 and 4%

The location list of filling stations drawn

Filling stations register of the

The list of independent filling stations

The list of independent filling

Filling stations register of the

Random selection of petrol stations

Verification with regard to the existence

Subsequent random selection for the same

The list of stations to be inspected

1.5. System in Latvia

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

1.6. System in Ireland

Department of the Environment, Heritage and Local Government, (http://www.environ.ie/en/)

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM

1.7. System in the Czech Republic

System in the Czech Republic

Market share (for X type)

for mother fuel

Size of the country

Fuel quality monitoring

Federal Oce for

the Czech Republic

Statistic B model, The national system based

ORGANIZATION OF FUEL QUALITY SCRUTINIZING SYSTEM