Bharat Stage emission standards

Bharat stage emission standards are emission stan-

dards instituted by the Government of India to regulate
the output of air pollutants from internal combustion en-
gine equipment, including motor vehicles. The standards
and the timeline for implementation are set by the Central
Pollution Control Board under the Ministry of Environ-
ment & Forests and climate change.[1]
The standards, based on European regulations were rst
introduced in 2000. Progressively stringent norms have
been rolled out since then. All new vehicles manufac-
Comparison between European, US, and Bharat Stage (Indian)
tured after the implementation of the norms have to be
emission standards for diesel passenger cars. The sizes of the
compliant with the regulations.[2] Since October 2010,
green circles represent the limits for particulate matter.
Bharat Stage (BS) III norms have been enforced across
the country. In 13 major cities, Bharat Stage IV emis-
sion norms have been in place since April 2010.[3] In
2016, the Indian government announced that the country 1.1 History
would skip the Euro V norms altogether and adopt Euro
VI norms by 2020.[4] The rst emission norms were introduced in India in 1991
The phasing out of 2-stroke engine for two wheelers, the for petrol and 1992 for diesel vehicles. These were fol-
stoppage of production of Maruti 800 & introduction of lowed by making the Catalytic converter mandatory for
electronic controls have been due to the regulations re- petrol vehicles
[6]
and the introduction of unleaded petrol in
lated to vehicular emissions.[5] the market.

While the norms help in bringing down pollution levels,
it invariably results in increased vehicle cost due to the
improved technology & higher fuel prices. However, this
increase in private cost is oset by savings in health costs
for the public, as there is lesser amount of disease causing
particulate matter and pollution in the air. Exposure to
air pollution can lead to respiratory and cardiovascular
diseases, which is estimated to be the cause for 6.2 lakh
early deaths in 2010, and the health cost of air pollution
in India has been assessed at 3% of its GDP.
1 Motor vehicles
On 29 April 1999 the Supreme Court of India ruled that
all vehicles in India have to meet Euro I or India 2000
norms by 1 June 1999 and Euro II will be mandatory in
the NCR by April 2000. Car makers were not prepared
for this transition and in a subsequent judgement the im-
plementation date for Euro II was not enforced.[7][8]
In 2002, the Indian government accepted the report sub-
mitted by the Mashelkar committee. The committee pro-
posed a road map for the roll out of Euro based emission
norms for India. It also recommended a phased imple-
mentation of future norms with the regulations being im-
plemented in major cities rst and extended to the rest of
the country after a few years.[9]
Based on the recommendations of the committee, the
National Auto Fuel policy was announced ocially in
2003. The roadmap for implementation of the Bharat
Stage norms were laid out till 2010. The policy also cre-
ated guidelines for auto fuels, reduction of pollution from
older vehicles and R&D for air quality data creation and
health administration.[10]

1.2 Background information

The above standards apply to all new 4-wheel vehicles
Comparison between European, US, and Bharat Stage (Indian) sold and registered in the respective regions. In addition,
emission standards for petrol passenger cars. the National Auto Fuel Policy introduces certain emission

1
2 1 MOTOR VEHICLES

requirements for interstate buses with routes originating 1.5.1 4-wheel vehicles
or terminating in Delhi or the other 10 cities.
Progress of emission standards for 2-and 3-wheelers:[12] Emissions standards for petrol vehicles (GVW 3,500
kg) are summarised in Table 6. Ranges of emission lim-
In order to comply with the BSIV norms, 2- and 3- its refer to dierent classes of light commercial vehicles
wheeler manufacturers will have to t an evaporative (compare the EU light-duty vehicle emission standards).
emission control unit, which should lower the amount of The lowest limit in each range applies to passenger cars
fuel that is evaporated when the motorcycle is parked. (GVW 2,500 kg; up to 6 seats).
Petrol vehicles must also meet an evaporative (SHED)
limit of 2 g/test (eective 2000).
1.3 Trucks and buses

1.5.2 3- and 2-wheel vehicles

Emission standards for 3- and 2-wheel petrol vehicles are

listed in the following tables.[13]

1.6 Overview of the emission norms in In-

dia

1991 Idle CO Limits for Petrol Vehicles and

Free Acceleration Smoke for Diesel Vehicles, Mass
Emission Norms for Petrol Vehicles.

Exhaust gases from vehicles form a signicant portion of air pol-
lution which is harmful to human health and the environment
Emission standards for new heavy-duty diesel engines
applicable to vehicles of GVW > 3,500 kgare listed in
Table 3.
More details on Euro IIII regulations can be found in the
section on EU heavy-duty engine standards.
1.4 Light-duty diesel vehicles
Emission standards for light-duty diesel vehicles (GVW
3,500 kg) are summarised in Table 4. Ranges of emis-
sion limits refer to dierent classes (by reference mass)
of light commercial vehicles; compare the EU light-duty
vehicle emission standards 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).
The test cycle has been the ECE + EUDC for low power
vehicles (with maximum speed limited to 90 km/h). Be-
fore 2000, emissions were measured over an Indian test
cycle.
Engines for use in light-duty vehicles can be also emis-
sion tested using an engine dynamo-meter. The respec-
tive emission standards are listed in Table 5.
1992 Mass Emission Norms for Diesel Vehicles.
1996 Revision of Mass Emission Norms for Petrol
and Diesel Vehicles, mandatory tment of Catalytic
Converter for Cars in Metros on Unleaded Petrol.
1998 Cold Start Norms Introduced.
2000 India 2000 (Equivalent to Euro I) Norms,
Modied 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 2-
wheelers, 3-wheelers and 4-wheelers for entire
country whereas Bharat Stage IV (Equivalent to
Euro IV) for 13 major cities for only 4-wheelers.
Bharat Stage IV also has norms on OBD (similar to
Euro III but diluted)

1.5 Light-duty petrol vehicles 2020 Proposed date for country to adopt Bharat
Stage VI norms for cars, skipping Bharat Stage V
 3

1.7 CO2 emission 3 Electricity generation

Indias auto sector accounts for about 18% of the total
CO2 emissions in the country. Relative CO2 emissions 3.1 Generator sets
from transport have risen rapidly in recent years, but like
the EU, currently there are no standards for CO2 emission Emissions from new diesel engines used in generator sets
limits for pollution from vehicles. have been regulated by the Ministry of Environment and
Forests, Government of India [GSR 371 (E), 17 May
1.7.1 Obligatory labelling 2002]. The regulations impose type approval certica-
tion, production conformity testing and labelling require-
There is also no provision to make the CO2 emissions la- ments. Certication agencies include the Automotive
belling mandatory on cars in the country. A system exists Research Association of India (ARAI) and the Vehicle
in the EU to ensure that information relating to the fuel Research and Development Establishment (VRDE). The
economy and CO2 emissions of new passenger cars of- emission standards are listed below.
fered for sale or lease in the Community is made available Engines are tested over the 5-mode ISO 8178 D2 test cy-
to consumers to enable consumers to make an informed cle. Smoke opacity is measured at full load.
choice.
Concentrations are corrected to dry exhaust conditions
with 15% residual O2 .
2 Non-road diesel engines
Further information: Non-road diesel engine
3.2 Power plants

2.1 Construction machinery The emission standards for thermal power plants in India
are being enforced based on Environment (Protection)
Emission standards for diesel construction machinery Act, 1986 of Government of India and its amendments
were adopted on 21 September 2006. The standards are from time to time.[14] A summary of emission norms for
structured into two tiers: coal- and gas-based thermal power plants is given in Ta-
bles 15 and 16.
Bharat (CEV) Stage IIThese standards are based
on the EU Stage I requirements, but also cover The norm for 500 MW and above coal-based power plant
smaller engines that were not regulated under the EU being practised is 40 to 50 mg/Nm and space is provided
Stage I. in the plant layout for super thermal power stations for in-
stallation of ue gas desulfurisation (FGD) system. But
Bharat (CEV) Stage IIIThese standards are based FGD is not installed, as it is not required for low sulphur
on US Tier 2/3 requirements. Indian coals while considering SO emission from indi-
vidual chimney.
The standards are summarised in the following table:
In addition to the above emission standards, the selection
The limit values apply for both type approval (TA) and of a site for a new power plant has to maintain the local
conformity of production (COP) testing. Testing is per- ambient air quality as given in Table 17.
formed on an engine dynamo-meter over the ISO 8178
C1 (8-mode) and D2 (5-mode) test cycles. The Bharat However the norms for SO are even stricter for selection
Stage III standards must be met over the useful life pe- of sites for World Bank funded projects (refer Table318).
riods shown in Table 11. Alternatively, manufacturers For example, if SO level is higher than 100 g/m , no
may use xed emission deterioration factors of 1.1 for project with further 3
SO emission can be set up; if SO X
CO, 1.05 for HC, 1.05 for NO, and 1.1 for PM. level is 100 g/m , it is called polluted area and maximum
emission from a project should not exceed 100 t/day; and
if SO is less than 50 g/m3 , it is called unpolluted area,
2.2 Agricultural tractors but the SO emission from a project should not exceed
500 t/day. The stipulation for NO emission is that its
Emission standards for diesel agricultural tractors are emission should not exceed 260 g of NO/GJ of heat in-
summarised in Table 12. put.
Emissions are tested over the ISO 8178 C1 (8-mode) cy- In view of the above, it may be seen that improved en-
cle. For Bharat (Trem) Stage III A, the useful life peri- vironment norms are linked to nancing and are being
ods and deterioration factors are the same as for Bharat enforced by international nancial institutions and not by
(CEV) Stage III, Table 11. the policies/laws of land.
4 5 CRITICISM AND COMMENTARY

4 Fuels in European countries. In India, where the average annual

temperature ranges between 24 and 28 C, the test is done
Fuel quality plays a very important role in meeting the away with.
stringent emission regulation. Another major distinction is in the maximum speed at
The fuel specications of petrol and diesel have been which the vehicle is tested. A speed of 90 km/h is stip-
aligned with the Corresponding European Fuel Speci- ulated for BS-III, whereas it is 120 km/h for Euro-III,
cations for meeting the Euro II, Euro III and Euro IV keeping emission limits the same in both cases
emission norms. In addition to limits, test procedure has certain ner
The BS IV grade fuel was introduced in 2010 and is avail- points too. For instance, the mass emission test measure-
able in 39 cities, as reported in 2016. The rest of the ments done in g/km on a chassis dynamometer requires
country has to make do with BS III fuel.[15] a loading of 100 kg weight in addition to unloaded car
weight in Europe. In India, BS-III norms require an ex-
The use of alternative fuels has been promoted in India tra loading of 150 kg weight to achieve the desired inertia
both for energy security and emission reduction. Delhi weight mainly due to road conditions here.[16]
and Mumbai have more than 1 lakh commercial vehi-
cles running on CNG fuel. Delhi has the largest num-
ber of CNG commercial vehicles running anywhere in the 5.3 Non-existence of CO2 limits
World. India is planning to introduce Bio-diesel, ethanol
petrol blends in a phased manner and has drawn up a road Various groups and agencies have criticised the govern-
map for the same. The Indian auto industry is working ment and urged the government of India to draft manda-
with the authorities to facilitate for introduction of the tory fuel eciency standards for cars in the country, or at
alternative fuels. India has also set up a task force for least to make the CO2 emissions labelling mandatory on
preparing the Hydrogen road map. The use of LPG has all new cars in the country. The auto companies should
also been introduced as an auto fuel and the oil industry inform the customers about a vehicles emissions.[17]
has drawn up plans for setting up of auto LPG dispensing
stations in major cities.
5.4 Lag behind Euro standards

5 Criticism and commentary
5.1 Ineectiveness of present pollution
control system
Presently, all vehicles need to undergo a periodic emis-
sion 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 tness check carried out by RTOs
for emissions, safety and road-worthiness.
The objective of reducing pollution not achieved to a large the only way to stabilise ne particulates (PM2.5) at the
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
5.2 Comparison between Bharat Stage and
Euro norms
The Bharat Stage norms have been styled to suit specic
needs and demands of Indian conditions. The dierences
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
There has been criticism of the fact that the Indian norms
lag the Euro norms. As of 2014, only a few cities meet
Euro IV or Bharat Stage IV standards that are nine years
behind Europe. The rest of India gets Bharat Stage III
standard fuel and vehicles, which are 14 years behind
Europe.[18] Also, there was a suggestion from some bod-
ies 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.
According to a study conducted by the Desert Research
Institute and the Indian Institute of Technology Delhi,
2011 levels despite the ve-fold rise in vehicular density
is nationwide implementation of Bharat V standards by
2015.[19]
5.5 Cycle beating
For the emission standards to deliver real emission reduc-
tions it is crucial that the test cycles under which the emis-
sions have to comply as much as possible reect normal
driving situations. It was discovered that manufacturers
of engine would engage in what was called 'cycle beat-
ing' 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
6.1 CMVR- Technical Standing Committee (CMVR-TSC) 5

diesel cars no 'real' NO reductions have been achieved and Tractor Manufacturers Association (TMA) and rep-
after 13 years of stricter standards.[20] resentatives from State Transport Departments. Major
functions the Committee are:

5.6 Need for uniform emissions standards
across the country
The practice of limiting improved emissions standards
only to a few cities and to a smaller proportion of ur-
ban population has been criticised as violating the fun-
damental right to healthy life for all.[18] This also does
not allow lorries to move to cleaner fuel and technology
and they heavily pollute cities during transit and aggravate
pollution in cities. Many persons and establishments try
to purchase Bharat Stage III vehicles and fuel from out-
side city limits in order to take advantage of lower prices,
even though these are used in cities.
To provide technical clarication and interpretation
of the Central Motor Vehicles Rules having techni-
cal bearing, to MoRT&H, as and when so desired.
To recommend to the Government the International/
foreign standards which can be used in lieu of stan-
dard notied under the CMVR permit use of com-
ponents/parts/assemblies complying with such stan-
dards.
To make recommendations on any other technical
issues which have direct relevance in implementa-
tion of the Central Motor Vehicles Rules.

To make recommendations on the new safety stan-

dards of various components for notication and im-
6 Regulatory framework plementation under Central Motor Vehicles Rules.

In India the Rules and Regulations related to driving li- To make recommendations on lead time for imple-
cence, registration of motor vehicles, control of traf- mentation of such safety standards.
c, construction & maintenance of motor vehicles etc.
To recommend amendment of Central Motor Vehi-
are governed by the Motor Vehicles Act 1988 (MVA)
cles Rules having technical bearing keeping in view
and the Central Motor Vehicles rules 1989 (CMVR).
of Changes in automobile technologies.
The Ministry of Shipping, Road Transport & Highways
(MoSRT&H) acts as a nodal agency for formulation and
implementation of various provisions of the Motor Vehi- CMVR-TSC is assisted by another Committee called the
cle Act and CMVR.[21] Automobile Industry Standards Committee (AISC) hav-
ing members from various stakeholders in drafting the
To involve all stake holders in regulation formulation,
technical standards related to Safety. The major func-
MoSRT&H has constituted two Committees to deliber-
tions of the committee are as follows:
ate and advise Ministry on issues relating to Safety and
Emission Regulations, namely
Preparation of new standards for automotive items
related to safety.
CMVR- Technical Standing Committee (CMVR-
TSC) To review and recommend amendments to the ex-
isting standards.
Standing Committee on Implementation of Emis-
sion Legislation (SCOE) Recommend adoption of such standards to CMVR
Technical Standing Committee
6.1 CMVR- Technical Standing Commit- Recommend commissioning of testing facilities at
tee (CMVR-TSC) appropriate stages.

This Committee advises MoSRT&H on various techni-
cal aspects related to CMVR. This Committee has rep-
resentatives 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),International Centre for Automotive Tech-
nology (ICAT - www.icat.in), Vehicle Research Develop-
ment & Establishment (VRDE), Central Institute of Road
Transport (CIRT), industry representatives from Soci-
ety of Indian Automobile Manufacturers (SIAM), Auto-
motive Component Manufacturers Association (ACMA)
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 pre-
pared by Bureau of Indian Standards (BIS). The standards
formulated by AISC are also converted into Indian Stan-
dards by BIS. The standards formulated by both BIS and
AISC are considered by CMVR-TSC for implementa-
tion.
6 9 FURTHER READING

6.2 Standing Committee on Implementa- [9] Maruti board on a junket as market share falls. The In-
tion of Emission Legislation (SCOE) dian Express. 9 January 2002.

[10] National Auto Fuel Policy Announced.

This Committee deliberates the issues related to imple-
mentation of emission regulation. Major functions of this [11] https://twitter.com/PTI_News/status/
Committee are 684653623813341184

[12] Emission Standards: India: On-Road Vehicles and En-

To discuss the future emission norms
To recommend norms for in-use vehicles to
MoSRT&H
To nalise the test procedures and the implementa-
tion strategy for emission norms
gines. Dieselnet.com. Retrieved 29 June 2009.
[13] Vehicular Technology in India | Emission Norms SIAM
India. SIAM India. Archived from the original on 11
June 2009. Retrieved 29 June 2009.
[14] Emission standards for power plants

Advise MoSRT&H on any issue relating to imple- [15] Karunakaran, Naren (26 Apr 2016). Hasty introduc-
mentation of emission regulations. tion of Euro VI fuel norms triggers a slugfest between
automakers, oil companies. The Economic Times/The
Times of India. Retrieved 3 July 2016.
Based on the recommendations from CMVR-TSC and
SCOE, MoSRT&H issues notication for necessary [16] Abhishek Sengupta (20 February 2005). TOI article on
amendments / modications to the Central Motor Vehicle Bharat Stage norms. The Times of India. Retrieved 2
Rules. February 2011.

In addition, the other Ministries like Ministry of Environ- [17] Pratyush (9 January 2008). Greenpeace urges govern-
ment & Forest (MoEF), Ministry of Petroleum & Natural ment for CO2 } limits. Pratyush.instablogs.com. Re-
Gas (MoPNG) and Ministry of Non-conventional Energy trieved 2 February 2011.
Sources are also involved in formulation of regulations [18] http://justearthnews.com/environment-details/E/88/
relating to Emissions, Noise, Fuels and Alternative Fuel cse-calls-for-urgent-action-over-who-report-on-india-pollution.
vehicles. html

[19] http://www.hindustantimes.com/india-news/
india-needs-stringent-norms-to-curb-vehicular-pollution-study/
7 See also article1-1187165.aspx

Air pollution in India [20] T&E Bulletin, March 2006 (PDF). transportenviron-
ment.org. Retrieved 2 February 2011.
Automotive Industry Standards
[21] Emission regulatory framework in India. Siamin-
dia.com. Retrieved 2 February 2011.

8 References
[1] Functions of the Central Pollution Control Board. Cen-
9 Further reading
tral Pollution Control Board.
Bansal, Gaurav; Bandivadekar, Anup (2013).
[2] SC makes emission norms mandatory for new vehicles. Overview Of Indias Vehicle Emissions Control
The Indian Express. 30 April 1999. Program - Past Successes And Future Prospects
[3] India switches fully to Euro III and IV petrol and diesel. (PDF). The International Council on Clean Trans-
The Hindu. 24 September 2010. portation. Retrieved 22 July 2014.

[4] http://www.firstpost.com/business/
post-odd-even-india-to-skip-bharat-stage-v-to-implement-stage-vi-emission-norms-from-2020-2584982.
html

[5] Reforming the little rascal. The Indian Express. 29 July

1999.

[6] Ministry of Road Transport & Highways.

[7] SC dilutes Euro norms. The Indian Express. 15 May

1999.

[8] Maruti board on a junket as market share falls. The In-

dian Express. 31 July 1999.
 7

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