Instituto de Estudios Políticos y Derecho Público "Dr. Humberto J. La Roche"
de la Facultad de Ciencias Jurídicas y Políticas de la Universidad del Zulia
Maracaibo, Venezuela
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Vol. 39, Nº 71 (2021), 884-902
IEPDP-Facultad de Ciencias Jurídicas y Políticas - LUZ
Recibido el 14/08/2021 Aceptado el 02/11/2021
State policy for the development of
multimodal transportation by clean and
energy ecient motor transport
DOI: https://doi.org/10.46398/cuestpol.3971.54
Oleksandr Datsii *
Nataliia Levchenko **
Gannа Shyshkanova ***
Oleg Platonov ****
Viktoriia Zalizniuk *****
Abstract
The article substantiates the need for the Government of
Ukraine to form a state policy for the development of multimodal
transportation by clean and energy ecient vehicles, which
will accelerate Ukraine’s integration into the European and
world space. The main strategic priorities for the development
of multimodal transport, provided by the National Transport Strategy of
Ukraine until 2030, are studied and its gaps are emphasized. The state
policies of the developed countries concerning popularization of multimodal
freight transportations by electric cars are considered and their comparative
analysis is carried out. During the study, the following methods were used:
comparative analysis, strategic analysis, - GAP-analysis, abstract-logical.
It is substantiated that the formation of the balanced state policy for the
development of clean and energy ecient multimodal transportation
should be carried out with a presize denition of the stage and sequence
of actions, ie in accordance with a guide for the state policy formation. The
present paper is dedicated to the development of the guide. The author’s
guide is aimed at protecting the environment and ensuring the interests
of present and future generations in a favorable environmentally friendly
living conditions.
Keywords: public policies; multimodal transport; clean vehicles; energy
eciency; sustainable development.
* Interregional Academy of Personnel Management, Kyiv, Ukraine. ORCID ID: https://orcid.org/0000-
0002-7436-3264
** National University "Zaporizhzhia Polytechnic", Ukraine. ORCID ID: https://orcid.org/0000-0002-
3283-6924
*** National University "Zaporizhzhia Polytechnic", Ukraine. ORCID ID: https://orcid.org/0000-0002-
0336-2803
**** Interregional Academy of Personnel Management, Kyiv, Ukraine. ORCID ID: https://orcid.org/0000-
0002-3059-5389
***** Kyiv national trade and economy university, Ukraine. ORCID ID: https://orcid.org//0000-0002-
7014-0207
885
CUESTIONES POLÍTICAS
Vol. 39 Nº 71 (2021): 884-902
Política estatal para el desarrollo del transporte
multimodal mediante transporte de motor limpio y
eciente energéticamente
Resumen
El artículo estudia la necesidad de que el Gobierno de Ucrania forme una
política para el desarrollo del transporte multimodal mediante vehículos
limpios y energéticamente ecientes, que acelerará la integración de Ucrania
en el espacio europeo y mundial. Se estudian las principales prioridades
estratégicas para el desarrollo del transporte multimodal, previstas por la
Estrategia Nacional de Transporte de Ucrania hasta 2030 y se enfatizan
sus lagunas. Se consideran las políticas estatales de los países desarrollados
en cuanto a la popularización de los transportes multimodales de carga
por carros eléctricos y se realiza un análisis comparativo. En el curso del
estudio, se utilizaron los siguientes métodos: análisis comparativo, análisis
estratégico, análisis GAP, abstracto-lógico. Se concluye que la formación
de la política estatal equilibrada para el desarrollo de un transporte
multimodal limpio y energéticamente eciente debe realizarse con una
denición preestablecida de la etapa y secuencia de acciones, es decir, de
acuerdo con una guía para la formación de la política estatal. El presente
trabajo está dedicado al desarrollo de la guía. Esta guia tiene como objetivo
proteger el medio ambiente y velar por los intereses de las generaciones
presentes y futuras en unas condiciones de vida favorables con el medio
ambiente.
Palabras clave: políticas públicas; transporte multimodal; vehículos
limpios; eciencia energética; desarrollo sostenible.
Introduction
Ensuring Ukraine’s integration into the European and world economic
systems is to some extent marked by the development of multimodal
transport, the pace of which is determined by Ukrainian carriers’
compliance with the European Climate Law (European Commission, in:
https://ec.europa.eu/clima/policies/eu-climate- action / law_en, 2021),
the new transport strategy of the European Commission and the Action
Plan for the transformation by 2050 of the European transport system to a
smart, competitive, sustainable and safe transport system with a reduction
of carbon emissions by cars up to 90% compared to 1990 levels., in order
to accelerate the development of multimodal transport and, consequently,
Ukraine’s integration into the European and world space, the Government
of Ukraine urgently needs to take a number of measures, including the
886
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
development of a state policy for the development of multimodal transport
by clean and energy ecient vehicles. etc. terraces of present and future
generations in a favorable environment. Instead, this is possible only
with a clear understanding of the challenges facing Ukrainian carriers,
their critical understanding and understanding of the possibilities of their
prevention or minimization.
Consequently, there is an urgent need to develop a guide (guide - plan,
guide) for the formation of state policy for the development of multimodal
transportation by clean and energy ecient vehicles.
1. Objectives
The aim of the article is to develop a guide to the formation of state policy
for the development of multimodal transportation on the principles of
equality of generations to the well-being and safe environment, partnership
of generations and their responsibility for the environment.
2. Materials and methods
In the course of the research the following methods were used:
comparative analysis - in studying the state policies of developed countries
with a guide to the formation of state policy for the development of
multimodal transportation by clean and energy ecient vehicles; strategic
analysis - in assessing the realism of the nationally determined contribution
in terms of transport; GAP-analysis - in nding ways to achieve the
ambitious goals for the development of multimodal transportation by
electric vehicles; abstract-logical - in generalizing the results of the study
and formulating conclusions.
3. Results and discussion
1. Modern processes of globalization transform the market of transport
and logistics services and encourage its players to develop new forms and
types of transport, in particular, multimodal transport. Therefore, in order
to accelerate their development and ensure full and eective use of the
country’s transit potential by the National Transport Strategy of Ukraine
until 2030, approved by the order of the Cabinet of Ministers of 30.05.2018
for № 430-r (Verkhovna Rada: 30-05-2018, 2018) (hereinafter - the
National Transport Strategy) identied the following strategic priorities for
the development of multimodal transport, in particular:
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• Improvement of the regulatory framework for the development of
multimodal transportation and transport logistics.
• Creation of a network of «dry ports», terminals, specialized
transshipment complexes, etc.
• Ensuring unied technological compatibility in the main areas of
transportation, etc. (Verkhovna Rada, 2018).
On the other hand, the issue of developing multimodal transport by
clean and energy-ecient transport has practically gone unnoticed by
government ocials. Ukrainian road hauliers for the transportation of
goods through the territory of the EU is becoming more dicult every day.
Standards for CO2 emissions from cars are also rising, tax rates on gasoline
and diesel are rising, and so on. It is worth remembering the conclusion
of the Association Agreement between Ukraine and the European Union,
under which Ukraine has committed itself to adapt regulations to EU law,
in particular, in terms of «greening» of motor vehicles (Chernyshova et al.,
2020).
Understanding the omissions in the National Transport Strategy, to
remedy the situation by the Law of Ukraine «On Basic Principles (Strategy)
of State Environmental Policy of Ukraine until 2030» of 28.02.2019 for
№2697-VIII (Verkhovna Rada: 28-02-2019) in the context of «landscaping»
of vehicles provides:
• Reduction in 2030 of emissions of pollutants into the atmosphere
from mobile sources, compared to the base 2015 by 30%.
• Increase in the share of electric vehicles in the total number of newly
purchased vehicles in 2030 to 10% (Verkhovna Rada, 2019).
However, to reduce by 30% emissions of pollutants into the atmosphere
from mobile sources, it is necessary that the share of electric vehicles in
the structure of vehicles was at least 20-25% (Chernyshova et al., 2020).
Therefore, in order to correctly determine the vectors of the state policy
for the development of multimodal transport by clean road transport,
we consider it necessary to rst of all consider the European policy of
multimodal freight transport.
According to the new transport strategy of the European Commission
and the Action Plan for the transformation by 2050 of the European
transport system to a smart, competitive, sustainable and safe transport
system, the European policy of multimodal freight transport is based on
the principles of:
• Balancing the interests of stakeholders.
• Commodities.
888
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
• Seamless door-to-door service.
• «Green» cars.
• «Green» transport corridors.
• Locality of «dirty» restrictions.
• «Electronic freight».
• «Electronic transport document».
• «Intelligence of transport systems» etc. (Melnyk, 2020).
In particular, the principle of balancing the interests of stakeholders
outlines the interests of present and future generations in a favorable
environment. The modality of European policy is to ensure the eciency
of freight through the compatibility of dierent modes of transport (rail,
water, air, road) and the eciency of transport infrastructure, which
combine to create seamless transport corridors with door-to-door service.
The principle of «green cars» (promotion of electric vehicles and scaling
of freight with reduced impact of vehicles on the human and natural
environment), as well as the principle of «green corridors» (i.e. the creation
of integrated routes by combining vehicles with low-carbon two-way
transport in seamless service doors ”, using, where appropriate, specialized
terminals) indicate the intentions of EU countries to make freight more
sustainable and environmentally friendly, safe and friendly to consumers
and the environment.
Dierent levels of car congestion and pollution in some areas, encourages
more and more EU cities to introduce local regulatory policies, ie to be
guided by the principle of locality «dirty» restrictions, which provides or
payment for infrastructure depending on direct or indirect environmental
standards (eg toll roads) , or the arrangement of low emission zones or
even a complete ban on the use of cars on diesel and / or gasoline fuel
(Chernyshova et al., 2020).
Digitalization of the same multimodal freight involves the use of:
• «Electronic freight», which allows you to track the cargo during its
transportation by dierent modes of transport.
• «Single transport document», which prevents the emergence of
regulatory, technical, organizational, nancial and other barriers in
the movement of goods.
• «Intelligent transport systems» (hereinafter - ITS), which provides
the ability to obtain additional data on trac and predict network
eciency (Melnyk, 2020).
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• Thus, these principles clearly dene the purpose of the new transport
strategy of the EU - to support global trends in «greening» of freight,
and above all, trucking. Currently, many countries around the
world have formed state policies for the development of multimodal
transportation by «green» cars, as evidenced by Table 1.
•
Table 1: Comparative analysis of state policies for the
development of freight transportation by clean and energy
ecient vehicles (International Energy Agency, IEA, 2021).
Country The content of measures provided by
public policy Ambitious goals
EU
- Directive 2009/33 / EC of the European
Parliament and of the Council of 23 April
2009 (European Parliament in: https://eur-
lex.europa.eu/legal-content/EN/TXT/?
uri=CELEX%3A32009L0033, 2009) was
revised;
- at the request of the participating countries
(Austria, Belgium, Denmark, Greece,
Ireland, Lithuania, Luxembourg, Malta and
the Netherlands) set a date for the phasing
out of the sale of new cars with gasoline and
diesel engines in the EU;
- a ban from 2030 on the registration of new
cars with internal combustion engines
- reduction of
CO2 emissions in
the eld of road
freight transport
by 20-10% by
2030 compared
to the level of
emissions in 2017.
Finland state support and incentives for the
production of NDV electric vehicles
production by
2030 of 4600
NDV electric cars
France
- ambitious plans for the production of
electric trucks and ways to implement them
have been identied
annual issue
before:
2023 - 200 FCEV
electric trucks;
2028 - 800-2000
FCEV electric
trucks.
Germany
introduced:
- from November 5, 2019 to December 31,
2025, the Umweltbonus support program -
an environmental bonus for electric cars;
- by the end of 2021, economic incentives to
overcome the eects of COVID-19;
- charging infrastructure program (EUR 300
million), etc.
ensuring the
registration of
7-10 million
electric vehicles by
2030 in order to
reduce emissions
from the transport
sector by almost
42%
Canada - agreed the Standard of CO2 emissions from
transport with HBV2 USA
reduction of
CO2 emissions
in the eld of
freight transport
by road by 2027
(depending on
the category and
weight of the
car) by 5-25%
compared to 2017.
890
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
China
introduced:
- Fuel economy standard (GB 17691-2018.
URL: https://www.transportpolicy.net/
standard/china-light-duty-emissions/);
- when buying electric cars of national and
local incentives;
- exemption of buyers of electric vehicles
from paying consumer tax;
- exemption of buyers of electric vehicles
from 01.09.2014 to 31.12.2017 from the
purchase tax;
- reduced registration fee by 50%, etc.
reduction of fuel
consumption by
14-16% compared
to 2015.
South
Korea
introduced:
- measures to stimulate and simplify the
system of taxation of electric car production
production by
2040 up to 30,000
electric trucks
Norway
introduction of measures to stimulate and
simplify the system of taxation of electric car
production:
- zero VAT rate on electric cars;
- exemption from purchase tax;
- exemption from road insurance;
- 50% of the toll;
- - 50% of the parking fee
increase by 2030
the share of
electric trucks (up
to 50%) in the
total volume of
truck production
USA
introduced:
- 10 million dollars. for research,
development and demonstration of
innovative technologies and designs;
- $ 20 million to accelerate the introduction
of aordable electric vehicles (plug-in electric
vehicles - PEV)
creation by 2030
of a national
network of 500
thousand chargers
for electric
vehicles
Japan
introduced:
- Fuel economy standard: 6.52-7.63 km / l
for heavy commercial vehicles (depending on
the class and weight of the vehicle)
reduction of fuel
consumption
by 13.4-14.3%
compared to 2015
Subject to the implementation by the EU countries of the multimodal
transport policies listed in Table 1, Ukrainian carriers will be gradually
displaced from the European market. Therefore, the Government of
Ukraine should immediately decide on the state policy for the development
of multimodal transportation by clean vehicles, its priority vectors and
ways of implementation.
At present, the Ministry of Infrastructure of Ukraine, in close cooperation
with other ministries, has taken the rst steps towards the promotion of
electric vehicles and whether they are eective and truly ecient remains
an open question. So, let’s take a brief look at some of them.
Thus, the Law of Ukraine №3476 «On Amendments to the Tax Code
of Ukraine and Certain Legislative Acts of Ukraine on Stimulating the
Development of the Electric Transport Sector in Ukraine» of 14.05.2020
under №3476 (Verkhovna Rada, 2020) (hereinafter - the Law of Ukraine
№3476) and the Law of Ukraine “On Amendments to the Customs Code of
891
CUESTIONES POLÍTICAS
Vol. 39 Nº 71 (2021): 884-902
Ukraine to stimulate the development of the electric transport industry in
Ukraine” dated 14.05.2020 by 773477 (Verkhovna Rada, 2020) (hereinafter
- the Law of Ukraine №3477) provides for amendments to the Tax Code
of Ukraine (Verkhovna Rada, 2010) and Of the Customs Code of Ukraine
(Verkhovna Rada, 2012) to create favorable conditions for attracting
investment in the production of electric vehicles, chargers, accessories
products to them, as well as stimulating the demand for cars and trucks
equipped exclusively with electric motors (Verkhovna Rada, 2020).
According to the mentioned legislative acts, a temporary exemption
from VAT and income tax on transactions is provided, the list of which is
given in Fig.1.
Fig.1. Measures to stimulate the promotion of clean and energy
ecient transport in Ukraine, dened by the Law of Ukraine
№3476 (Verkhovna Rada, 2020).
Instead, funds were released (as a result of tax exemption) according to
paragraph 2 of Article 1 of the Law of Ukraine №3476 (Verkhovna Rada,
2020) is recognized as targeted funding and therefore they can be used by
taxpayers (eligible for tax exemption) only for research and development
892
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
work in the eld of electric transport, creation or re-equipment of material
and technical base, increase volume of production and introduction of new
technologies (Verkhovna Rada, 2020).
The Draft Law of Ukraine “On Amendments to the Law of Ukraine“ On
Road Transport ”dated 05.04.2001 under №2344-ІІІ (Verkhovna Rada,
2001) to stimulate the use of vehicles equipped with electric motors «, is
also designed to stimulate the promotion of vehicles equipped with electric
motors.
The Concept of implementation of the state policy in the eld of
development of infrastructure of charging stations for electric vehicles
(further - the Concept) is not deprived of measures of stimulation (BRDO,
2018), developed by the Directorate of State Policy in the Field of Digital
Infrastructure for Transport and Postal Services of the Ministry of
Infrastructure of Ukraine in close cooperation with the Better Regulation
Delivery Oce, Of course we already have some results. Thus, if according
to the marketing agency IRS Group, in September 2020 in Ukraine there
were 8529 points of charging stations, during the year their number
increased by more than half (Eu4business, 2021). Instead, to achieve this
goal - to increase the share of electric vehicles in the structure of vehicles,
such a pace of development of charging stations is signicantly insucient.
The list of steps taken by the government to develop multimodal clean
road transport can be continued, but each is fragmentary and focused only
on stimulating the promotion of electric vehicles. With such a regulatory
policy to achieve in the near future the goal of «greening» vehicles and
dened in the Law of Ukraine №2697-VIII (Verkhovna Rada, 2019)
reducing emissions of pollutants from mobile sources is quite dicult.
Therefore, we have every reason to say that Ukraine still lacks a balanced
state policy for the development of multimodal transportation by clean and
energy ecient vehicles. We consider it expedient to start its formation
with the development of a guide, ie a guide with a clear denition of the
etapology and sequence of actions.
And its development should begin with the denition of strategic
imperatives - mandatory framework goals of strategies, which are
determined by the current state of the national transport system, current
risks and challenges, needs and expectations of stakeholders. Therefore,
the initial stage of developing a policy of multimodal freight transport by
clean vehicles should be a stakeholder analysis, which will include collecting
information on stakeholders, prioritizing them, studying the interests of
«greening» transportation and the possibility of balancing them.
The next step should be to study the transit potential of the country
and prospects for its development. It should be noted that according to
the decision of the II Pan-European Conference of Ministers of Transport
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CUESTIONES POLÍTICAS
Vol. 39 Nº 71 (2021): 884-902
of European countries, the network of international transport corridors
(hereinafter - ITC) includes the following transport corridors passing
through the territory of Ukraine (Table 2).
Table 2: International Road transport corridors passing
through the territory of Ukraine (Ministry of Infrastructure of
Ukraine, 2021)
Name of the
international
transport corridor Itinerary Countries-
members
The length of
the main course
by road, km
Pan-European
Transport Corridor
№3 (Cretan №3)
Berlin (Dresden) -
Wroclaw-Lviv-Kyiv)
Germany,
Poland,
Ukraine 611,7
Pan-European
Transport Corridor
№5 (Cretan №5)
Trieste-Ljubljana-
Budapest-Bratislava-
Uzhhorod-Lviv
Italy,
Slovenia,
Hungary,
Slovakia,
Ukraine
338,7
Pan-European
Transport Corridor
№9 (Cretan №9)
Helsinki – St.
Petersburg – Vitebsk
– Kyiv – Odessa –
Plovdiv – Bucharest –
Alexandropolis (with
four branches)
Finland,
Ukraine,
Belarus,
Moldova,
Romania,
Greece
996,1
Europe - Caucasus
- Asia (TRACECA)
Europe-Asia
Krakivets-Lviv-Rivne-
Zhytomyr-Kyiv-
Poltava-Kharkiv-
Debaltsovo-Izvaryne
Europe,
Georgia,
Ukraine 712,3
Gdansk-Odessa
(Baltic Sea-Black Sea)
Yahodyn-Kovel-
Lutsk-Ternopil-
Khmelnytskyi-
Vinnytsia-Uman-
Odessa / Ilchivsk
Poland,
Ukraine 1208,4
Therefore, the Ministry of Infrastructure of Ukraine, realizing the transit
potential of the country, sees an ambitious goal in the near future - its
full implementation and thus transforming Ukraine into the main transit
country of the Eurasian continent with the most comfortable conditions for
transportation in Europe-Asia and reliable international partner. logistics
services on the continent (Ministry of Infrastructure of Ukraine, 2018).
With information on the country’s transit potential and opportunities to
increase the volume of multimodal road transport, it is impossible to avoid
the study of the car eet. Therefore, the next stage in the formation of a
policy for the development of multimodal transportation should be a study
of vehicles by age and technical condition, the need for renewal, the type of
fuel used, compliance with environmental norms and standards, and so on.
894
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
In particular, according to IAG AUTO Consulting, the car eet of Ukraine,
as of January 1, 2019, amounted to more than 10 million cars. At the same
time, the average age of cars in Ukraine is about 21.5 years. For comparison,
the average age of cars in the EU is 10.5 years, in Germany - 9.3, in Poland -
13.6 years. More than 50% of Ukraine’s car eet was produced before 1991,
when Europe rst introduced the EURO-0 environmental standards and
from which the regulation of vehicle emissions began. In the future, almost
every 5 years, the requirements for environmental standards of vehicles
were strengthened until in 2014, the adoption of EURO-6 (Chernyshova et
al., 2020) (Table 3).
Table 3. EURO environmental standards for regulating
the level of emissions of hazardous substances from cars
(Chernyshova et al., 2020).
Introduction date Gasoline Diesel Gasoline
and diesel
Euro
standard
New
certications
All new
registrations
Nоx
(g/km)
Particle
mass
(g/km)
Nоx
(г/
км)
Particle
mass
(g/km)
The number
of ne
particles per
km
EURO-1 01.06.1992 31.12.1992 0,97 (1) - 0,97(1) 0,14 -
EURO-2 01.01.1996 01.01.1997 0,5 (1) - 0,9(1) 0,1 -
EURO-3 01.01.2000 01.01.2001 0,15 - 0,5 0,05 -
EURO-4 01.01.2005 01.01.2006 0,08 - 0,25 0,025 -
EURO-5 01.09.2009 01.01.2011 0,06 0,0045(2) 0,18 0,0045 6 х 1011 (3)
EURO-6 01.09.2014 01.09.2015 0,06 0,0045(2) 0,08 0,0045 6 х 1011 (4) (5)
(1) Expressed as HC + NOx
(2) Applies to gasoline direct injection engines
(3) Applies to diesel engines only
(4) Within 6 x 1011 in the case of direct injection petrol engines
(5) General limits 6 x 1011 for gasoline direct injection engines and diesel engines
starting from September 2017 / September 2018 (Chernyshova et al., 2020).
On the other hand, the share of cars that meet the EURO-5 and EURO-6
standards in Ukraine so far uctuates only within 5-6% (Chernyshova et al.,
2020). Thus, while Europe is actively working to update the requirements
and technological solutions for «greening» cars, Ukraine continues to be
lled with old vehicles from EU countries. Regarding the distribution by type
of fuel, it should be noted that among the 496.5 thousand cars registered in
2019, more than 50% are equipped with diesel engines (of which more than
88% - second-hand), gasoline cars accounted for 38% of registered and 8%
- cars with gas cylinder equipment. Hybrid cars accounted for almost 2% of
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those registered, and electric-powered cars accounted for barely 1% of the
primary market (Chernyshova et al., 2020).
The unregulated standardization of motor transport and the lack of
a state policy for the development of freight transport by clean motor
transport have caused Ukraine to constantly become a reserve for used
environmentally friendly cars from abroad (Chernyshova et al., 2020),
which leads to environmental pollution due to signicant gases. Therefore,
the next stage in the development of state policy for the development of
multimodal transport by clean vehicles should be to study the dynamics of
greenhouse gas emissions by vehicles, study forecasts of their changes with
increasing freight and conduct a comparative analysis with indicators of the
Second National Contribution of Ukraine to the Paris Agreement. .
Thus, according to the Annual National Inventory Report for Submission
under the United Nations Framework Convention on Climate Change and
the Kyoto Protocol «UKRAINE’S GREENHOUSE GAS INVENTORY 1990-
2019» (Ministry of Environmental Protection and Natural Resources of
Ukraine, in: https: // unfccc .int / documents / 273676, 2020), prepared
by the Ministry of Environmental Protection and Natural Resources of
Ukraine, the volume of greenhouse gas emissions by vehicles during 1990-
2020 is characterized by the data presented in table. 4.
Table 4: Volumes of greenhouse gas emissions by vehicles of
Ukraine during 1990-2019, mln tons of CO2-eq. (Ministry of
Environmental Protection and Natural Resources of Ukraine,
2020).
Emission
category
CO2
emissions
in Ukraine
as a whole
Among them Transport
1.A.3
Transport
total,
including:
Including
1.A.3.a
Civil
Aviation
1.A.3.b
Road
Transport
1.A.3.c
Railways
1.A.3.d
Water-way
Transport
1.A.3.e
Other
types of
transport
1990 705.8 111.79 0.68 61.37 3.83 3.27 42.64
1995 389.9 49.22 0.11 20.73 1.32 0.43 26.63
2000 285.3 34.55 0.07 15.78 1.39 0.20 17.12
2005 313,1 39.19 0.20 22.16 0.88 0.20 15.75
2010 294.1 40.20 0.17 28.89 0.55 0.10 10.49
2011 308.0 40.29 0.18 28.38 0.53 0.08 11.12
2012 304.0 39.36 0,20 29.10 0.38 0.08 9.60
2013 297.2 39.51 0,17 28.86 0.44 0.05 10.00
2014 257.5 35.89 0,09 26.73 0.45 0.06 8.55
2015 223.8 31.10 0,08 22.81 0.45 0.08 7.68
2016 234,0 32.89 0,13 23.96 0.47 0.08 8.24
2017 223.1 34.94 0,17 24.68 0.56 0.08 9.45
2018 232.0 34.96 0,17 24,72 0,57 0.08 9,41
2019 222.6 37.73 0,18 26,65 0,59 0.08 10,23
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Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
Greenhouse gas emissions in 2019 amounted to 26.65 million tons of
CO2-eq., Increasing compared to the base year 2015 (as dened by the Law
of Ukraine №2697-VIII), by 16.8%, which we can clearly see in Fig. 2.
Fig. 2: GHG emissions in category 1.A.3.b “Road Transport” by
fuels, for 1990-2019, kt of CO2-eq. (Ministry of Environmental
Protection and Natural Resources of Ukraine, 2020)
We emphasize that according to the indicators of HBV2, Ukraine has
committed to reduce emissions of pollutants into the atmosphere from
mobile sources by 2030, compared to the base 2015 by 30%. Therefore,
based on the expected reduction of greenhouse gas emissions by vehicles, a
model for achieving this goal should be clearly dened: accelerated import
of electric vehicles (import-dependent), establishment of own production
of electric vehicles (own production) or mixed model, which provides .
Regarding the import-dependent model of implementation of the state
policy of development of multimodal transport by clean motor transport, it
should be noted that the Laws of Ukraine №3476 and №3477 provide for
measures to stimulate demand for cars equipped exclusively with electric
motors. However, we note that despite the steady increase in the number
of electric cars in Ukraine, their share is growing steadily due to the growth
of imports of used cars. Thus, in 2019, 7,542 units of vehicles operating
exclusively on electric traction were registered in Ukraine.
However, among them continue to dominate electric cars (namely 93%)
with mileage. At the same time, the average age of an electric second-hand
car registered in Ukraine in 2019 is four years. Since most manufacturers
guarantee battery life for up to 8 years, we have reason to believe that almost
half of electric vehicles are already on the verge of battery use (Chernyshova
et al., 2020). The purchase of new electric cars is signicantly complicated
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CUESTIONES POLÍTICAS
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by high prices and low solvency of Ukrainian buyers. Thus, we come to the
conclusion that the choice of «import-dependent» model is impractical.
The choice of the «own production» model should be determined by the
technological capability and readiness of the machine-building industry of
Ukraine for the production of electric vehicles. Thus, when choosing the
model of «own production» the next step in the formation of state policy
for the development of multimodal transport by clean vehicles should be
to study the state of the machine building industry and its readiness for
technological change, determine the potential volume, type and sources of
funding - whether national and / or international.
According to the latest research, the engineering industry in Ukraine is
in decline, so its recovery and modernization requires some time, the loss
of which Ukraine can not aord. Therefore, with the establishment of its
own production of clean and energy ecient transport, measures should
be taken simultaneously to update the eet, namely the modernization of
vehicles, replacement of the traction source and so on. An example of this
is the programs of renewal (replacement) of obsolete vehicles, which have
become widespread in world practice (Table 5).
Table 5: Programs for renewal (replacement) of obsolete
vehicles that have become widespread in world practice
(Chernyshova et al., 2020)
Program Vehicles covered Approximate size
of the average
subsidy
Additional programs
that were used for
amplication
USA: Carl
Moyer
Program
(California)
various vehicle
types, including
non-road
infrastructure
$28 000 on
vehicle
mandatory
modernization of
vehicles with a high
level of pollution
USA: National
Clean Diesel
Campaign
(CARS)
trucks $9 400 on vehicle no
China:
National
Vehicle
Recycling
Program
cars and trucks
depends on the
type of vehicle:
from $ 980 to $
2940
mandatory limit on
the maximum age of
the car
China: local
vehicle
recycling
program
cars and trucks
depends on the
type of vehicle:
cars $ 410 - $
2410; trucks: $
1330 - $ 2100
mandatory limit on
the maximum age of
the car
898
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
Mexico:
Federal Land
Transport
Modernization
Program
trucks on federal
highways
up to 15% of the
cost of vehicle
replacement no
Chile:
Exchange your
truck trucks
from $ 8,000 to $
24,000 depending
on the category of
vehicle
partially: a
decree on the
implementation of a
low-emission zone.
It should be noted that the procedure for updating vehicles should
be both voluntary (for cars with low levels of environmental pollution)
and compulsory (for cars with medium and high levels of environmental
pollution). This, in turn, requires the full implementation in domestic
practice of European standards for emissions of pollutants by cars and,
accordingly, the organization of control over their emissions.
Of course, the model of «own production» is the most desirable, but
its introduction in the disastrous state of the engineering industry requires
signicant investment. Investors today prefer ESG-investing. Instead, most
machine-building enterprises of Ukraine do not meet the ESG criteria.
Therefore, it is quite risky to expect the desired amount of investment.
Lending by international development banks also requires compliance with
certain requirements: the creation of an appropriate legal, institutional
and favorable investment environment; state guarantee of repayment of
international loans, etc. The measures taken by the Government of Ukraine
to comply with these requirements are currently insucient. Consequently,
the introduction of the «own production» model is complicated by the lack
of adequate nancial support.
Therefore, the most optimistic for the introduction in Ukraine at the
present stage we consider a «mixed» model, which provides for the
establishment of its own production with the simultaneous import of electric
vehicles. The implementation of such a policy will provide a comprehensive
approach to accelerating the transition to mass use of clean and energy
ecient vehicles (BRDO, 2018).
Instead, the validity of the choice of a model for the implementation
of state policy for the development of multimodal transportation by clean
vehicles requires the calculation of not only the amount of investment but
also the eectiveness of public policy. Since Ukraine has implemented the
Sustainable Development Goals, when assessing the eectiveness of the
state policy for the development of multimodal transportation by clean
vehicles, the expected environmental, social and economic eects should
be assessed. It is also important to keep in mind the need to study possible
risks and threats, as well as to identify ways to prevent or minimize them.
Therefore, only if you are condent in achieving these eects and successful
899
CUESTIONES POLÍTICAS
Vol. 39 Nº 71 (2021): 884-902
implementation, the state policy for the development of multimodal
transportation by clean vehicles should be implemented.
Thus, the author’s guide to the formation of state policy for the
development of multimodal transportation by clean vehicles acquires the
following schematic image, presented in Fig. 3.
Fig. 3: Guide to the formation of state policy for the
development of multimodal transportation by clean vehicles
(author’s development)
900
Oleksandr Datsii, Nataliia Levchenko, Gannа Shyshkanova, Oleg Platonov y Viktoriia Zalizniuk
State policy for the development of multimodal transportation by clean and energy ecient motor transport
The state policy of developing multimodal transportation by clean and
energy-ecient transport formed in this way will ensure environmental
protection, fulllment of Ukraine’s commitments on HBV2 and balancing
the interests of present and future generations in a favorable environment.
Conclusion
The above proves that with the intensication of Ukraine’s integration
into the European and world space, the development of multimodal
transportation is gaining momentum. Instead, in order to maintain such
trends in the future, many urgent issues need to be addressed, and rst of
all, the issue of forming a state policy for the development of multimodal
transportation by clean and energy-ecient vehicles.
It is proved that the formation of a balanced state policy for the
development of multimodal transportation by clean and energy ecient
vehicles is possible only with a clear understanding of the challenges facing
Ukrainian carriers, their critical understanding and understanding of the
possibilities of their prevention or minimization. It is substantiated that the
formation of state policy for the development of multimodal transportation
by clean and energy ecient vehicles should be carried out with a clear
denition of the stage and sequence of actions, ie in accordance with the
guide for the formation of state policy. The author’s guide on the formation
of state policy for the development of multimodal transportation by clean
and energy ecient vehicles, aimed at protecting the environment and
ensuring the interests of present and future generations in a favorable
environment.
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Esta revista fue editada en formato digital y publicada
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Universidad del Zulia. Maracaibo-Venezuela
Vol.39 Nº 71
