Bharat Stage Emission Standards

Bharat Stage emission standards
From Wikipedia, the free encyclopedia

Bharat Stage emissions standards are emissions standards instituted by the Government of the Republic
of India (Bharat) that regulate the output of air pollutants (such as nitrogen oxides (NO
x
), carbon
monoxide (CO), hydrocarbons (HC), particulate matter (PM), soot, and, where applicable, sulfur oxides
(SO
x
)) by internal combustion engine powered equipment, including motor vehicles, or other air
polluting facilities or equipment. In many cases they are similar to European emissions standards.
Contents
1 Motor vehicles
1.1 Background
1.2 Trucks and buses
1.3 Light duty diesel vehicles
1.4 Light duty gasoline vehicles
1.4.1 4-wheel vehicles
1.4.2 3- and 2-wheel vehicles
1.5 Overview of the emission norms in India
1.6 CO
2
emission
1.6.1 Obligatory labeling
2 Non-road diesel engines
2.1 Construction machinery
2.2 Agricultural tractors
3 Electricity generation
3.1 Generator sets
3.2 Power plants
4 Fuels
5 Criticism and commentary
5.1 Ineffectiveness of present pollution control system
5.2 Comparison between Bharat Stage and Euro norms
5.3 Non-existence of CO
2
limits
5.4 Lag behind Euro standards
5.5 Cycle beating
6 Regulatory framework
6.1 CMVR- Technical Standing Committee (CMVR-TSC)
6.2 Standing Committee on Implementation of Emission Legislation (SCOE)
7 References
Motor vehicles
Bharat Stage emission standards - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Bharat_Stage_emission_standards
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Comparison between European, US,
and Bharat Stage (Indian) emission
standards for gasoline passenger cars.
Comparison between European, US,
and Bharat Stage (Indian) emission
standards for diesel passenger cars. The
sizes of the green circles represent the
limits for particulate matter.
Background
The first Indian emission regulations were idle emission limits
which became effective in 1989. These idle emission regulations
were soon replaced by mass emission limits for both petrol
(1991) and diesel (1992) vehicles, which were gradually
tightened during the 1990s. Since the year 2000, India started
adopting European emission and fuel regulations for
four-wheeled light-duty and for heavy-dc. Indian own emission
regulations still apply to two- and three-wheeled vehicles.
Current requirement is that all transport vehicles carry a fitness
certificate that is renewed each year after the first two years of
new vehicle registration.
On October 6, 2003, the National Auto Fuel Policy has been
announced, which envisages a phased program for introducing
Euro 2 - 4 emission and fuel regulations by 2010. The
implementation schedule of EU emission standards in India is
summarized in Table 1.
[1]
Table 1: Indian Emission Standards (4-Wheel Vehicles)
Standard Reference Date Region
India 2000 Euro 1 2000 Nationwide
Bharat Stage
II
Euro 2
2001
NCR*, Mumbai,
Kolkata, Chennai
2003.04 NCR*, 13 Cities
2005.04 Nationwide
Bharat Stage
III
Euro 3
2005.04 NCR*, 13 Cities
2010.04 Nationwide
Bharat Stage
IV
Euro 4 2010.04 NCR*, 13 Cities
* National Capital Region (Delhi)
Mumbai, Kolkata, Chennai, Bengaluru, Hyderabad,
Ahmedabad, Pune, Surat, Kanpur, Lucknow, Sholapur,
Jamshedpur and Agra
The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In
addition, the National Auto Fuel Policy introduces certain emission requirements for interstate buses
with routes originating or terminating in Delhi or the other 10 cities.
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Exhaust gases from vehicles form a
significant portion of air pollution
which is harmful to human health and
the environment
For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro
3) standards would come in force from April 1, 2010.
[2]
Trucks and buses
Emission standards for new heavy-duty diesel engines
applicable to vehicles of GVW > 3,500 kgare listed in Table
2.
Table 2 Emission Standards for Diesel Truck and Bus
Engines, g/kWh
Year Reference Test CO HC NO
x
PM
1992 -
ECE
R49
17.3-32.6 2.7-3.7 - -
1996 -
ECE
R49
11.20 2.40 14.4 -
2000 Euro I
ECE
R49
4.5 1.1 8.0 0.36*
2005 Euro II
ECE
R49
4.0 1.1 7.0 0.15
2010 Euro III
ESC 2.1 0.66 5.0 0.10
ETC 5.45 0.78 5.0 0.16
2010 Euro IV
ESC 1.5 0.46 3.5 0.02
ETC 4.0 0.55 3.5 0.03
* 0.612 for engines below 85 kW
earlier introduction in selected regions, see Table 1 only in
selected regions, see Table 1
More details on Euro I-III regulations can be found in the EU heavy-duty engine standards page.
Light duty diesel vehicles
Emission standards for light-duty diesel vehicles (GVW 3,500 kg) are summarized in Table 3. Ranges
of emission limits refer to different classes (by reference mass) of light commercial vehicles; compare
the EU light-duty vehicle emission standards page for details on the Euro 1 and later standards. The
lowest limit in each range applies to passenger cars (GVW 2,500 kg; up to 6 seats).
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Table 3 Emission Standards for Light-Duty Diesel Vehicles,
g/km
Year Reference CO HC HC+NO
x
NO
x
PM
1992 - 17.3-32.6 2.7-3.7 - - -
1996 - 5.0-9.0 - 2.0-4.0 - -
2000 Euro 1 2.72-6.90 - 0.97-1.70 0.14-0.25 -
2005 Euro 2 1.0-1.5 - 0.7-1.2 0.08-0.17 -
2010 Euro 3
0.64
0.80
0.95
-
0.56
0.72
0.86
0.50
0.65
0.78
0.05
0.07
0.10
2010 Euro 4
0.50
0.63
0.74
-
0.30
0.39
0.46
0.25
0.33
0.39
0.025
0.04
0.06
earlier introduction in selected regions, see Table 1
only in selected regions, see Table 1
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The test cycle has been the ECE + EUDC for low power vehicles (with maximum speed limited to
90 km/h). Before 2000, emissions were measured over an Indian test cycle.
Engines for use in light-duty vehicles can be also emission tested using an engine dynamometer. The
respective emission standards are listed in Table 4.
Table 4 Emission Standards for Light-Duty Diesel
Engines, g/kWh
Year Reference CO HC NO
x
PM
1992 - 14.0 3.5 18.0 -
1996 - 11.20 2.40 14.4 -
2000 Euro I 4.5 1.1 8.0 0.36*
2005 Euro II 4.0 1.1 7.0 0.15
* 0.612 for engines below 85 kW
earlier introduction in selected regions, see Table 1
Light duty gasoline vehicles
4-wheel vehicles
Emissions standards for gasoline vehicles (GVW 3,500 kg) are summarized in Table 5. Ranges of
emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle
emission standards page). The lowest limit in each range applies to passenger cars (GVW 2,500 kg; up
to 6 seats).
Table 5 Emission Standards for Gasoline Vehicles (GVW 3,500 kg), g/km
Year Reference CO HC HC+NO
x
NO
x
1991 - 14.3-27.1 2.0-2.9 -
1996 - 8.68-12.4 - 3.00-4.36
1998* - 4.34-6.20 - 1.50-2.18
2000 Euro 1 2.72-6.90 - 0.97-1.70
2005 Euro 2 2.2-5.0 - 0.5-0.7
2010 Euro 3
2.3
4.17
5.22
0.20
0.25
0.29
-
0.15
0.18
0.21
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2010 Euro 4
1.0
1.81
2.27
0.1
0.13
0.16
-
0.08
0.10
0.11
* for catalytic converter fitted vehicles
earlier introduction in selected regions, see Table 1 only in selected regions, see Table 1
Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).
3- and 2-wheel vehicles
Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.
[3]
Table 6 Emission Standards for
3-Wheel Gasoline Vehicles, g/km
Year CO HC HC+NO
x
1991 12-30 8-12 -
1996 6.75 - 5.40
2000 4.00 - 2.00
2005 (BS II) 2.25 - 2.00
2010.04 (BS III) 1.25 - 1.25
Table 7 Emission Standards for
2-Wheel Gasoline Vehicles, g/km
Year CO HC HC+NO
x
1991 12-30 8-12 -
1996 5.50 - 3.60
2000 2.00 - 2.00
2005 (BS II) 1.5 - 1.5
2010.04 (BS III) 1.0 - 1.0
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Table 8 Emission Standards
for 2- And 3-Wheel Diesel
Vehicles, g/km
Year CO HC+NO
x
PM
2005.04 1.00 0.85 0.10
2010.04 0.50 0.50 0.05
Overview of the emission norms in India
1991 - Idle CO Limits for Gasoline Vehicles and Free Acceleration Smoke for Diesel Vehicles,
Mass Emission Norms for Gasoline Vehicles.
1992 - Mass Emission Norms for Diesel Vehicles.
1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles, mandatory fitment of
Catalytic Converter for Cars in Metros on Unleaded Gasoline.
1998 - Cold Start Norms Introduced.
2000 - India 2000 (Equivalent to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat
Stage II Norms for Delhi.
2001 - Bharat Stage II (Equivalent to Euro II) Norms for All Metros, Emission Norms for CNG &
LPG Vehicles.
2003 - Bharat Stage II (Equivalent to Euro II) Norms for 13 major cities.
2005 - From 1 April Bharat Stage III (Equivalent to Euro III) Norms for 13 major cities.
2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage -
IV (Equivalent to Euro IV) for 13 major cities. Bharat Stage IV also has norms on OBD (similar to
Euro III but diluted)
CO
2
emission
Indias auto sector accounts for about 18 per cent of the total CO
2
emissions in the country. Relative
CO
2
emissions from transport have risen rapidly in recent years, but like the EU, currently there are no
standards for CO
2
emission limits for pollution from vehicles.
Obligatory labeling
There is also no provision to make the CO
2
emissions labeling mandatory on cars in the country. A
system exists in the EU to ensure that information relating to the fuel economy and CO
2
emissions of
new passenger cars offered for sale or lease in the Community is made available to consumers in order to
enable consumers to make an informed choice.
Non-road diesel engines
Construction machinery
Emission standards for diesel construction machinery were adopted on 21 September 2006. The
standards are structured into two tiers:
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Bharat (CEV) Stage IIThese standards are based on the EU Stage I requirements, but also cover
smaller engines that were not regulated under the EU Stage I.
Bharat (CEV) Stage IIIThese standards are based on US Tier 2/3 requirements.
The standards are summarized in the following table:
Table 9 Bharat (CEV) Emission Standards for Diesel
Construction Machinery
Engine Power
Date
CO HC HC+NO
x
NO
x
PM
kW g/kWh
Bharat (CEV) Stage II
P < 8 2008.10 8.0 1.3 - 9.2 1.00
8 P < 19 2008.10 6.6 1.3 - 9.2 0.85
19 P < 37 2007.10 6.5 1.3 - 9.2 0.85
37 P < 75 2007.10 6.5 1.3 - 9.2 0.85
75 P < 130 2007.10 5.0 1.3 - 9.2 0.70
130 P < 560 2007.10 5.0 1.3 - 9.2 0.54
Bharat (CEV) Stage III
P < 8 2011.04 8.0 - 7.5 - 0.80
8 P < 19 2011.04 6.6 - 7.5 - 0.80
19 P < 37 2011.04 5.5 - 7.5 - 0.60
37 P < 75 2011.04 5.0 - 4.7 - 0.40
75 P < 130 2011.04 5.0 - 4.0 - 0.30
130 P < 560 2011.04 3.5 - 4.0 - 0.20
The limit values apply for both type approval (TA) and conformity of production (COP) testing. Testing
is performed on an engine dynamometer over the ISO 8178 C1 (8-mode) and D2 (5-mode) test cycles.
The Bharat Stage III standards must be met over the useful life periods shown in Table 10. Alternatively,
manufacturers may use fixed emission deterioration factors of 1.1 for CO, 1.05 for HC, 1.05 for NO
x
,
and 1.1 for PM.
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Table 10 Bharat (CEV) Stage III Useful Life
Periods
Power Rating
Useful Life Period
hours
< 19 kW 3000
19-37 kW
constant speed 3000
variable speed 5000
> 37 kW 8000
Agricultural tractors
Emission standards for diesel agricultural tractors are summarized in Table 11.
Table 11 Indian Emission Standards (4-Wheel Vehicles)
Standard Reference Date Region
India 2000 Euro 1 2000 Nationwide
Bharat Stage II Euro 2
2001 NCR*, Mumbai, Kolkata, Chennai
2003.04 NCR*, 11 Cities
2005.04 Nationwide
Bharat Stage III Euro 3
2005.04 NCR*, 11 Cities
2010.04 Nationwide
Bharat Stage IV Euro 4 2010.04 NCR*, 11 Cities
* National Capital Region (Delhi)
Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Secunderabad, Ahmedabad, Pune, Surat,
Kanpur and Agra
Emissions are tested over the ISO 8178 C1 (8-mode) cycle. For Bharat (Trem) Stage III A, the useful life
periods and deterioration factors are the same as for Bharat (CEV) Stage III, Table 10.
Electricity generation
Generator sets
Emissions from new diesel engines used in generator sets have been regulated by the Ministry of
Environment and Forests, Government of India [G.S.R. 371 (E), 17 May 2002]. The regulations impose
type approval certification, production conformity testing and labeling requirements. Certification
9 of 23 4/7/2011 12:35 PM
agencies include the Automotive Research Association of India and the Vehicle Research and
Development Establishment. The emission standards are listed below.
Table 12 Emission Standards for Diesel Engines 800 kW
for Generator Sets
Engine Power (P) Date
CO HC NO
x
PM Smoke
g/kWh 1/m
P 19 kW
2004.01 5.0 1.3 9.2 0.6 0.7
2005.07 3.5 1.3 9.2 0.3 0.7
19 kW < P 50 kW
2004.01 5.0 1.3 9.2 0.5 0.7
2004.07 3.5 1.3 9.2 0.3 0.7
50 kW < P 176 kW 2004.01 3.5 1.3 9.2 0.3 0.7
176 kW < P 800 kW 2004.11 3.5 1.3 9.2 0.3 0.7
Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full load.
Table 13 Emission Limits for Diesel Engines >
800 kW for Generator Sets
Date
CO NMHC NO
x
PM
mg/Nm
3
mg/Nm
3
ppm(v)
mg/Nm
3
Until 2003.06 150 150 1100 75
2003.07 - 2005.06 150 100 970 75
2005.07 150 100 710 75
Concentrations are corrected to dry exhaust conditions with 15% residual O
2
.
Power plants
The emission standards for thermal power plants in India are being enforced based on Environment
(Protection) Act, 1986 of Government of India and its amendments from time to time.
[4]
A summary of
emission norms for coal and gas based thermal power plants is given in Tables 14 and 15
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Table 14 Environmental standards for coal & gas based power plants
Capacity Pollutant Emission limit
Coal based thermal plants
Below 210 MW Particulate matter (PM) 350 mg/Nm3
210 MW & above 150 mg/Nm3
500 MW & above 50 mg/Nm3
Gas based thermal plants
400 MW & above
NOX(V/V at 15%
excess oxygen)
50 PPM for natural gas; 100 PPM
for
naphtha
Below 400 MW & up to 100 MW
75 PPM for natural gas; 100 PPM
for
naphtha
Below 100 MW 100 PPM for naphtha/natural gas
For conventional boilers 100 PPM
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Table 15 Stack height requirement for SO
2
control
Power Generation Capacity Stock Height (Metre)
Less than 200/210 MWe
H = 14 (Q)0.3 where Q is emission
rate of SO 2 in kg/hr,
H = Stack height in metres
200/210 MWe
or less than 500 MWe 200 200
500 MWe and
above
275 (+ Space provision for FGD
systems in future)
The norm for 500 MW and above coal based power plant being practiced is 40 to 50 mg/Nm and space
is provided in the plant layout for super thermal power stations for installation of flue gas
desulphurisation (FGD) system. But FGD is not installed, as it is not required for low sulphur Indian
coals while considering SO X emission from individual chimney.
In addition to the above emission standards, the selection of a site for a new power plant has to maintain
the local ambient air quality as given in Table 16.
Table 16 Ambient air quality standard
Category
Conc. g/m3
SPM SO
x
CO NO
x
Industrial and mixed-use 500 120 5000 120
Residential and rural 200 80 2000 80
Sensitive 100 30 1000 30
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Table 17 World Bank norms for new projects
Existing Air Quality Recommendation
SO
x
> 100 ?
g/m3 No project
SO
x
= 100 ?
g/m3
Polluted area, max. from a project
100 t/day
SO
x
< 50 ?
g/m3
Unpolluted area, max. from a project
500 t/day
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However the norms for SO
x
are even stricter for selection of sites for World Bank funded projects (refer
Table 2.4). For example, if SO
x
level is higher than 100 ? g/m 3, no project with further SO
x
emission can
be set up; if SO X level is 100 ? g/m 3, it is called polluted area and maximum emission from a project
should not exceed 100 t/day; and if SO
x
is less than 50 ? g/m 3, it is called unpolluted area, but the SO
x
emission from a project should not exceed 500 t/day. The stipulation for NOX emission is that its
emission should not exceed 260 gram s of NOX per Giga Joule of heat input.
In view of the above, it may be seen that improved environment norms are linked to financing and are
being enforced by international financial institutions and not by the policies/laws of land.
Fuels
Fuel Quality plays a very important role in meeting the stringent emission regulation.
The fuel specifications of Gasoline and Diesel have been aligned with the Corresponding European Fuel
Specifications for meeting the Euro II, Euro III and Euro IV emission norms.
The use of alternative fuels has been promoted in India both for energy security and emission reduction
Delhi and Mumbai have more than 100,000 commercial vehicles running on CNG fuel. Delhi has the
largest number of CNG commercial vehicles running any where in the World. India is planning to
introduce Biodiesel, Ethanol Gasoline blends in a phased manner and has drawn up a road map for the
same. The Indian auto Industry is working with the authorities to facilitate for introduction of the
alternative fuels. India has also setup a task force for preparing the Hydrogen road map. The use of LPG
has also been introduced as an auto fuel and the oil industry has drawn up plans for setting up of Auto
LPG dispensing station in major cities.
Indian Gasoline specifications:
14 of 23 4/7/2011 12:35 PM
Table
Serial
No.
Characteristics Unit
Bharat
Stage II
Bharat
Stage III
Bharat
Stage IV
1
Density 15
0
C Kg/m
3
710-770 720-775 720-775
2 Distillation
3
a) Recovery up to 70 0 C(E70)
b) Recovery up to 100 0 C (E100)
c) Recovery up to 180 0 C (E180)
d) Recovery up to 150 0 C (E150)
e) Final Boiling Point (FBP), Max
f) Residue Max
%Volume
%Volume
%Volume
%Volume
0
C
%
Volume
10-45
40-70
90
-
210
2
10-45
40-70
-
75min
210
2
10-45
40-70
-
75min
210
2
4
Research Octane Number (RON),
Min
88 91 91
5 Anti Knock Index (AKI)/ MON, Min
84
(AKI)
81
(MON)
81
(MON)
6 Sulphur, Total , Max
%
mass
0.05 150 mg/Kg 50 mg/Kg
7 Lead Content(as Pb), Max g/l 0.013 0.005 0.005
8 Reid Vapour Pressure (RVP), Max Kpa 35-60 60 60
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820-800 820-845 820-845
500 350 50
- 11 11
9
Benzene, Content, Max
a) For Metros
b) For the rest
%
Volume
-
3
5
1 1
10 Olefin content, Max
%
Volume
- 21 21
11 Aromatic Content, Max
%
Volume
- 42 35
Indian diesel specifications:
Table
S. No Characteristic BSII BSIII BSIV
1
Density Kg/m
3
15
0
C
2 Sulphur Content mg/kg max
3(a)
3(b)
Cetane Number minimum and / or
Cetane Index
48
or 46
51
and 46
51
and 46
4 Polycyclic Aromatic Hydrocarbon
5
(a)
(b)
(c)
Distillation
Reco. Min. At 350
0
C
Reco. Min. At 370
0
C
95%Vol Reco at 0
o
C max
85
95
-
-
-
360
-
-
360
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Table Diesel Fuel Quality in India
Date Particulars
1995 Cetane number: 45; Sulfur: 1%
1996 Sulfur: 0.5% (Delhi + selected cities)
1998 Sulfur: 0.25% (Delhi)
1999 Sulfur: 0.05% (Delhi, limited supply)
2000 Cetane number: 48; Sulfur: 0.25% (Nationwide)
2001 Sulfur: 0.05% (Delhi + selected cities)
2005 Sulfur: 350 ppm (Euro 3; selected areas)
2010 Sulfur: 350 ppm (Euro 3; nationwide)
2010 Sulfur: 50 ppm (Euro 4; selected areas)
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Indian bio-diesel specifications:
18 of 23 4/7/2011 12:35 PM
Table
S.
No.
Characteristics Requirement
Method of Test , ref
to
Other Methods
[P:] of IS
1448
(1) (2) (3) (4) (5)
i.
Density at 15 C, kg/m
3
860-900 ISO 3675 P:16/
ISO 12185 P:32
ASTM
ii. Kinematic Viscosity at 40 C, cSt 2.5-6.0 ISO 3104 P:25
iii. Flash point (PMCC) C, min 120 P:21
iv. Sulphur, mg/kg max. 50.0 ASTM D 5453 P:83
v
Carbon residue (Ramsbottom) *,% by
mass, max
0.05
ASTM D 4530ISO
10370
-
vi. Sulfated ash, % by mass, max 0.02 ISO 6245 P:4
vii. Water content, mg/kg, max 500 ASTM D 2709 P:40
ISO 3733
ISO 6296
viii Total contamination, mg/kg, max. 24 EN 12662 -
ix Cu corrosion, 3 hrs at 50 C, max 1 ISO 2160 P:15
x Cetane No., min 51 ISO 5156 P:9
xi Acid value, mg KOH/g, max 0.50 - P:1 / Sec 1
xii Methanol @, % by mass, max 0.20 EN 14110 -
xiii Ethanol, @@ % by mass, max 0.20 -
xiv Ester content, % by mass, min 96.5 EN 14103 -
xv Free Glycerol, % by mass, max 0.02 ASTM D 6584 -
xvi Total Glycerol, % by mass, max 0.25 ASTM D 6584 -
xvii Phosphorus, mg/kg, max 10.0 ASTMD 4951 -
xviii Sodium & Potassium, mg/kg, max To report EN 14108 & -
EN 14109 -
xix Calcium and Magnesium, mg/kg, max To report -
xx Iodine value To report EN 14104 -
xxi Oxidation stability, at 110 C hrs, min 6 EN 14112 -
* Carbon residue shall be run on 100% sample
** European method is under development
19 of 23 4/7/2011 12:35 PM
@ Applicable for Fatty Acid Methyl Ester
@@ Applicable for Fatty Acid Ethyl Ester
Criticism and commentary
Ineffectiveness of present pollution control system
Presently, all vehicles need to undergo a periodic emission check (3 months/ 6 months) at PUC Centres
at Fuel Stations and Private Garages which are authorised to check the vehicles. In addition, transport
vehicles need to undergo an annual fitness check carried out by RTOs for emissions, safety and
roadworthiness.
[5]
The objective of reducing pollution not achieved to a large extent by the present system. Some reasons
for this are: Independent centres do not follow rigorous procedures due to inadequate training
Equipment not subjected to periodic calibration by independent authority Lack of professionalism has
led to malpractice Tracking system of vehicles failing to meet norms non-existent
Comparison between Bharat Stage and Euro norms
The Bharat Stage norms have been styled to suit specific needs and demands of Indian conditions. The
differences lie essentially in environmental and geographical needs, even though the emission standards
are exactly the same.
For instance, Euro-III is tested at sub-zero temperatures in European countries. In India, where the
average annual temperature ranges between 24 and 28 degree Celsius, the test is done away with.
Another major distinction is in the maximum speed at which the vehicle is tested. A speed of 90 km/h is
stipulated for BS-III, whereas it is 120 km/h for Euro-III, keeping emission limits the same in both cases.
In addition to limits, test procedure has certain finer points too. For instance, the mass emission test
measurements done in g/km on a chassis dynamometer requires a loading of 100 kg weight in addition to
unloaded car weight in Europe. In India, BS-III norms require an extra loading of 150 kg weight to
achieve the desired inertia weight mainly due to road conditions here.
[6]
Non-existence of CO
2
limits
Various groups and agencies have criticized the government and urged the government of India to draft
mandatory fuel efficiency standards for cars in the country, or at least to make the CO
2
emissions
labelling mandatory on all new cars in the country. The auto companies should inform the customers
about a vehicles emissions.
[7]
Lag behind Euro standards
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There has been criticism of the fact that the Indian norms lag the Euro norms. At present, this lag is
around 5 years. Also, there was suggestion from some bodies to implement Euro IV norms after Euro II
norms, skipping the Euro III norms totally. This is because the Euro III norms are only a small
improvement over Euro II, whereas Euro IV norms mark a big leap over Euro II.
The justification cited for this lag is that enforcing tight norms too soon would drive up automobile
prices, thereby stifling growth of the automotive industry in the country.
Cycle beating
For the emission standards to deliver real emission reductions it is crucial that the test cycles under
which the emissions have to comply as much as possible reflect normal driving situations. It was
discovered that engine manufacturers would engage in what was called 'cycle beating' to optimise
emission performance to the test cycle, while emissions from typical driving conditions would be much
higher than expected, undermining the standards and public health. In one particular instance, research
from two German technology institutes found that for diesel cars no 'real' NOx reductions have been
achieved after 13 years of stricter standards.
[8]
Regulatory framework
In India the Rules and Regulations related to driving license, registration of motor vehicles, control of
traffic, construction & maintenance of motor vehicles etc. are governed by the Motor Vehicles Act 1988
(MVA) and the Central Motor Vehicles rules 1989 (CMVR). The Ministry of Shipping, Road Transport
& Highways (MoSRT&H) acts as a nodal agency for formulation and implementation of various
provisions of the Motor Vehicle Act and CMVR.
[9]
In order to involve all stake holders in regulation formulation, MoSRT&H has constituted two
Committees to deliberate and advise Ministry on issues relating to Safety and Emission Regulations,
namely
CMVR- Technical Standing Committee (CMVR-TSC)
Standing Committee on Implementation of Emission Legislation (SCOE)
CMVR- Technical Standing Committee (CMVR-TSC)
This Committee advises MoSRT&H on various technical aspects related to CMVR. This Committee has
representatives from various organisations namely; Ministry of Heavy Industries & Public Enterprises
(MoHI&PE)), MoSRT&H, Bureau Indian Standards (BIS), Testing Agencies such as Automotive
Research Association of India (ARAI), Vehicle Research Development & Establishment (VRDE),
Central Institute of Road Transport (CIRT), industry representatives from Society of Indian Automobile
Manufacturers (SIAM), Automotive Component Manufacturers Association (ACMA) and Tractor
Manufacturers Association (TMA) and representatives from State Transport Departments. Major
functions the Committee are:
To provide technical clarification and interpretation of the Central Motor Vehicles Rules having
technical bearing, to MoRT&H, as and when so desired.
To recommend to the Government the International/ foreign standards which can be used in lieu
21 of 23 4/7/2011 12:35 PM
of standard notified under the CMVR permit use of components/parts/assemblies complying with
such standards.
To make recommendations on any other technical issues which have direct relevance in
implementation of the Central Motor Vehicles Rules.
To make recommendations on the new safety standards of various components for notification and
implementation under Central Motor Vehicles Rules.
To make recommendations on lead time for implementation of such safety standards.
To recommend amendment of Central Motor Vehicles Rules having technical bearing keeping in
view of Changes in automobile technologies.
CMVR-TSC is assisted by another Committee called the Automobile Industry Standards Committee
(AISC) having members from various stakeholders in drafting the technical standards related to Safety.
The major functions of the committee are as follows:
Preparation of new standards for automotive items related to safety.
To review and recommend amendments to the existing standards.
Recommend adoption of such standards to CMVR Technical Standing Committee
Recommend commissioning of testing facilities at appropriate stages.
Recommend the necessary funding of such facilities to the CMVR Technical Standing Committee,
and
Advise CMVR Technical Standing Committee on any other issues referred to it
The National Standards for Automotive Industry are prepared by Bureau of Indian Standards (BIS). The
standards formulated by AISC are also converted into Indian Standards by BIS. The standards
formulated by both BIS and AISC are considered by CMVR-TSC for implementation.
Standing Committee on Implementation of Emission Legislation (SCOE)
This Committee deliberates the issues related to implementation of emission regulation. Major functions
of this Committee are
To discuss the future emission norms
To recommend norms for in-use vehicles to MoSRT&H
To finalise the test procedures and the implementation strategy for emission norms
Advise MoSRT&H on any issue relating to implementation of emission regulations.
Based on the recommendations from CMVR-TSC and SCOE, MoSRT&H issues notification for
necessary amendments / modifications in the in Central Motor Vehicle Rules.
In addition, the other Ministries like Ministry of Environment & Forest (MoEF), Ministry of Petroleum
& Natural Gas (MoPNG) and Ministry of Non-conventional Energy Sources are also involved in
formulation of regulations relating to Emissions, Noise, Fuels and Alternative Fuel vehicles.
References
^ "Vehicular Technology in India | Emission Norms" (http://www.siamindia.com/scripts/emission-
standards.aspx) . SIAM India. http://www.siamindia.com/scripts/emission-standards.aspx. Retrieved
2011-02-02.
1.
22 of 23 4/7/2011 12:35 PM
^ "Emission Standards: India: On-Road Vehicles and Engines" (http://www.dieselnet.com/standards/in/) .
Dieselnet.com. http://www.dieselnet.com/standards/in/. Retrieved 2009-06-29.
2.
^ "Vehicular Technology in India | Emission Norms - SIAM India" (http://www.siamindia.com/scripts
/emission-standards.aspx) . SIAM India.. http://www.siamindia.com/scripts/emission-standards.aspx.
Retrieved 2009-06-29.
3.
^ Emission standards for power plants (http://www.imteag.com/02-2007-10.pdf) 4.
^ Presentation on Vehicle Emission Standards in India, K K Gandhi, SIAM (http://www.adb.org/Documents
/Events/2001/RETA5937/Chongqing/documents/cq_08_gandhi.pdf)
5.
^ Abhishek Sengupta, TNN, Feb 20, 2005, 07.15am IST (2005-02-20). "TOI article on Bharat Stage
norms" (http://timesofindia.indiatimes.com/articleshow/1026422.cms) . Timesofindia.indiatimes.com.
http://timesofindia.indiatimes.com/articleshow/1026422.cms. Retrieved 2011-02-02.
6.
^ Pratyush (2008-01-09). "Greenpeace urges government for CO
2
} limits" (http://pratyush.instablogs.com
/entry/greenpeace-urges-india-to-set-mandatory-co2-emission-standards-for-carmakers/) .
Pratyush.instablogs.com. http://pratyush.instablogs.com/entry/greenpeace-urges-india-to-set-mandatory-
co2-emission-standards-for-carmakers/. Retrieved 2011-02-02.
7.
^ "transportenvironment.org" (http://www.transportenvironment.org/docs/Bulletin
/2006/2006-02_bulletin146_web.pdf) (PDF). http://www.transportenvironment.org/docs/Bulletin
/2006/2006-02_bulletin146_web.pdf. Retrieved 2011-02-02.
8.
^ "Emission regulatory framework in India" (http://www.siamindia.com/scripts/regulatoryframework.aspx) .
Siamindia.com. http://www.siamindia.com/scripts/regulatoryframework.aspx. Retrieved 2011-02-02.
9.
Retrieved from "http://en.wikipedia.org/wiki/Bharat_Stage_emission_standards"
Categories: Emission standards | Pollution in India
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Bharat Stage Emission Standards

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