Russia’s CNG and LNG Vehicle Fuel Network: Current State and Prospects
The central challenge in advancing methane-powered road transport in Russia is the underdeveloped network of gas filling stations. Gas station owners note that automakers produce relatively few methane-powered vehicles, which keeps CNG fueling stations from growing quickly. It is a classic chicken-and-egg scenario: without more stations, there are few methane vehicles; without more vehicles, stations stay sparse. Consequently, the growth of both filling stations and methane-powered vehicles remains closely linked and gradual.
Further discussion and context can be found in Reis magazine
How many CNG stations exist in Russia?
Long-haul transport in Russia often relies on routing through gas corridors, with routes stretching thousands of kilometers to ensure fuel reserves. In practice, drivers move from one gas column to the next. Today, about 540 methane fueling stations operate across the country, with coverage spanning nearly all regional centers and most major regional cities. This creates a somewhat favorable environment for vehicles equipped with gas systems that service shorter, localized routes. Trucks with various utility bodies that work on construction sites, delivery fleets for shopping centers, and city buses benefit most from this distribution.
Though the number of methane CNG stations is modest for Russia, the situation is even tighter for LNG/LNG-compatible fueling infrastructure, which remains scarce at around sixteen stations. In Moscow, there are facilities in Kolomna and the Moscow region, two in the Leningrad region (Kingisepp and Peterhof), and a recently opened LNG station in Sushary. A cryogenic CNG station exists in Kaliningrad. LNG-compatible fueling points have been established in the Tver and Konakovo areas, the Tula region, and Venevsky district. In the east, stations appear in Naberezhnye Chelny, Ufa, Chelyabinsk, Satka, Kopeysk in the Chelyabinsk region, as well as in the Kaslinsky district, Pervouralsk, and Sukhoi Log in the Sverdlovsk region.
Is it profitable to continue using gas as fuel?
Two major advantages drive methane use. First, natural gas remains significantly cheaper than gasoline or diesel, typically ranging from 14 to 16 rubles per cubic meter for compressed methane, compared with gasoline prices around 45 rubles per liter. Second, methane systems are less prone to theft in urban areas. A third consideration is environmental friendliness, with government subsidies supporting the purchase of gas-powered vehicles. For buses built with LNG/LNG systems, subsidies reach about 2.8 million rubles; for CNG buses, around 960 thousand rubles. At the same time, passenger ticket prices tend to stay aligned with diesel-powered bus fares.
Yaroslavl gas engine production
Two Russian bus manufacturers, Likinsky and Pavlovsky, are actively developing gas-powered bus chassis. This progress is enabled by YaMZ-530 family engines, converted to run on natural gas, installed in buses starting in late 2016. The YaMZ-534 CNG and YaMZ-536 CNG lines come in various configurations to fit different vehicles. The main buyers include GAZ, PAZ, LIAZ, AZ Ural, and Kurgan Bus Plant. Engine power ranges from 150 to 312 hp. The four-cylinder variants YaMZ-53414 provide 170 hp with 590 Nm torque, while YaMZ-53424 and YaMZ-53444 offer 150 hp and about 493 Nm at 1200–1600 rpm. The six-cylinder versions YaMZ-53604, YaMZ-53624, and YaMZ-53644 deliver up to 312 hp and 1220 Nm, with the second and third variants offering 285 hp and 1130 Nm, and 258 hp and 1080 Nm respectively. Torque levels remain similar to diesel equivalents, which means no major transmission or drive-shaft adjustments are required.
The YaMZ-536 diesel engine is rated from 240 to 330 hp, whereas the gas version extends with its own set of characteristics. A highlighted example is the YaMZ-536 gas engine rated at 285 kW with torque of 1130 Nm. These gas variants of YaMZ-530 engines have shifted entirely to the Otto cycle, featuring spark plugs and ignition coils, along with throttle control. The compression ratio has been lowered to around 12, rather than the 16–17 typical of turbo diesels, achieved by redesigned combustion chambers in the pistons. Methane and propane-butane boast octane values above 100, supporting higher compression in engines dedicated to gas fuel. Copper-nickel alloy pistons with copper-nickel alloys and heat-resistant materials enhance durability, while oil-cooling channels in the pistons aid reliability. This approach has been advanced by the Kostroma Motordetal facility with licenses from Kolbenschmidt.
Compared with diesel variants, YaMZ-530 gas engines achieve about 85 percent parts unification, simplifying spare parts availability. Diesel four-cylinder engines offer a service life of at least 700,000 kilometers and more than 900,000 kilometers for the six-cylinder. Gas engines aim for a similar service life before overhaul. Oil changes for gas engines occur every 15,000 kilometers, with low-ash oils (less than 1 percent) and an API grade of CI4 being preferred.
On the left is the diesel LIAZ engine compartment; on the right, the LNG/LNG bus configuration. The most notable changes appear on the right where gas reducers and evaporators are installed, with the cryotank located behind a protective wall.
The YaMZ-536 diesel range covers 240–330 hp, while the gas option demonstrates a notable capacity at 285 hp with 1130 Nm of torque.
This gas adaptation uses YaMZ-530 engines that have transitioned to the Otto cycle, including spark plugs, ignition coils, and throttling controls. The compression ratio and piston design have been optimized to utilize high-octane methane. Piston alloys and cooling channels support heat resistance and reliability. The result is a high degree of component commonality with diesel variants, easing maintenance and spare parts logistics. The gas engines maintain strong torque parity with diesel engines, so gear ratios and drive-train behavior require minimal changes.
In select setups, the gas engine family can share a large portion of the engine hardware with its diesel counterparts, reducing total life-cycle costs and boosting the practicality of a broader fleet modernization strategy.
Where fuel cylinders are placed and how they’re mounted is essential for vehicle design. Flatbed trailers or vans typically carry cylinders along the sides of the frame or in the rear overhang. For tractor units, space behind the cab may host cylinders. Buses generally have two placement choices: under the vehicle’s body skirt or on the roof. In models like the LIAZ-5292.67 CNG and PAZ Vector Next 8.8 CNG, roof-mounted cylinders are visible, positioned ahead of the body. Some configurations appear with a compact, rounded silhouette. Type 3 metal-composite cylinders with aluminum cores and basalt fiber reinforcement are used for higher pressure 200–250 bar tanks, offering ranges of roughly 400–600 kilometers per fill. Each cylinder typically has a dedicated flow valve, while a shared main valve serves as the day’s starting and ending point for the driver’s routine.