12
PROPOSED VEHICULAR EMISSION NORMS
FOR NEW VEHICLES
Approach
The presently obtained air quality in different
cities in India has been detailed in Chapter
4. The growth in automobile and urban
traffic patterns together with the contribution
of auto exhaust emissions to air pollution
have been discussed in Chapter 5 and its
appendix. For the reasons detailed in
Chapter 5, the Committee decided to adopt
the following approach for suggesting
measures for reducing pollution from
automobiles :
· Introduce higher emission norms and auto
fuel quality, ahead of the rest of the
country in cities that have very high
vehicle population or ambient air
pollutants concentration.
· Bring about improvements, in stages, in
the vehicular emission norms and auto fuel
quality throughout the country.
· Take city specific measures to reduce
pollution from old in-use vehicles in the
cities having very high vehicular pollution.
Based on the above approach, the
Committee finalised the road map for future
emission norms for new vehicles which is
given in Boxes 12.1 to 12.3.
European Union experience
and practice
For deciding on the road map and time
frame, the Committee looked at the practice
in European Union with respect to setting
of emissions and fuel quality standards. It is
PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES
seen that earlier, emission regulations in
Europe were formulated by the United
Nations Economic Commission for Europe
(UN-ECE). With the formation of
European Union, emission standards are
The European Union
presently published as directives of the EU
has been upgrading
having the force of law within the EU
emission norms
member countries. With the introduction of
as well as the fuel
the consolidated emission directive,
quality standards in
implementation of the norms in the EU has
stages, normally at an
become mandatory with relaxation being
interval of 4-5 years.
given to some member countries. In Europe,
emission norms are set based on detailed
studies under the extensive Auto Oil
Programmes. The programme has been
helpful in identifying the requirement of
future automotive emission regulations and
also the corresponding fuel quality needed
to meet the requirements of vehicles
designed to meet the emission norms. A
European programme on emission, fuels and
engines had also been set up as a result of
the European Union Commission initiative
to review the available data and design
projects to extend the knowledge base. This
programme involved the automobile industry
as well as the oil industry. The European
Union has been upgrading emission norms
as well as the fuel quality standards in
stages, normally at an interval of 4-5 years.
They have progressively tightened their
emission norms from pre-Euro stages in
the eighties to Euro III standards which are
in place since the year 2000. European
Union proposes to go to Euro IV norms
in the year 2005.
183
 Table 12.1 European Union Emission Norms finalisation and implementation schedule

Norms Year of finalisation/ implementation

Euro I Implemented in 1992-1993
Euro II Implemented in 1996-1997
Euro III Finalisation in 1995-1996
Implemented in 2000
Euro IV Finalisation in 1998-1999
Implementation in 2005

Some countries in European Union have been allowed up to two more years for implementation
Source : European Commission Directives( 85/210/EEC, 85/536/EEC, 93/12/EEC, 98/70/EC)
Concawe Reports ( 6/97, 9/98, 4/99).

The rationale behind allowing a time frame · Selection of process licensors

of 4-5 years in Europe has been to allow · Preparation of process packages
the automobile industry and the oil industry Selection of LSTK contractors
The lead time of ·
to take the required steps for upgrading the
the range of 5 years is · Construction of facilities
technology and to execute projects which
required for · Commissioning of facilities
involve creation of new facilities, particulary
implementation of the · Turn around of products for marketing
at refineries besides allowing the society and
quality upgradation
the Governments to absorb the costs.
projects and supply of Taking the above steps into consideration,
improved quality of The European schedules of norms the indicative time frame required for
fuels across the country. finalisation and implementation are given in implementation of the projects for product
Table 12.1. quality upgradation by oil companies in
India would be as given in Table 12.2.
Time requirement for Indian oil
industry The lead time of the range of 5 years is
required for implementation of the quality
In oil industry, the following stages are
upgradation projects and supply of
involved for implementation of the quality
improved quality of fuels across the country.
upgradation projects :
· Project development and investment The refineries need to take shutdowns of
approvals their processing units for implementation of
· Environmental approvals projects. Since all refineries cannot be shut
· Shifting of facilities in case of space down simultaneously, it would involve
constraints staggering of shutdowns so that product
· Selection of project management availability in the country is not affected
contractors adversely.
Table 12.2 Time frame for various activities of projects

Activity Time required

Notification of fuel quality stipulations Zero date
Project development and approval of project investments 6 months
Environmental clearance 9 months
Project implementation 30 - 36 months
Commissioning of project facilities 3 months
Marketing installations flush out and stabilization 6 - 12 months
Total 54 - 66 months

184 AUTO FUEL POLICY REPORT

 Logistics and other infrastructure
constraints need to be taken into account,
before introducing various quality products
for distribution. In this context, the constraint
in pumping various grades of products in
the pipelines, creation/ segregation of
storage and distribution facilities require
consideration. Setting up of these
infrastructure facilities would require time.
Finally the stocks in the marketing chain,
namely terminals, depots, pipelines, retail
outlets, etc., are also to be turned around
with the upgraded fuel after stabilization of
production at the refineries. This process
of upgrading the fuel in the marketing setup
across the country would require 6 to 12
months period, depending on the
consumption levels.
Hence, considering the complexities of
upgrading the auto fuel quality across the
country, a time frame of about 5 years, which
is in line with the worldwide practice, is
required.
Different emission norms for
new vehicles in various regions
India is a vast country where different cities
have different climatic conditions, human
population, different vehicle population
density and sources of pollution. Some
cities with large human population and high
vehicle population require actions for vehicle
pollution control ahead of the rest of the
country. As brought out in Chapter 5, the
Committee has identified cities where higher
level of emission norms and fuel quality is to
be made applicable ahead of the rest of the
country.
The Committee felt that although leap
frogging to Euro IV vehicle technologies and
auto fuel quality to bring the country at par
with the EU may be a noble target, however,
in the Indian situation, considering the
investment priorities the country has to
follow, a view on this need should be based
on the experience of the multi-faceted drive
PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES
being launched in the country for
improvement in air quality including
progressive introduction of Bharat Stage
II norms in the entire country and Euro III
equivalent Bharat Stage III norms in the
cities having substantial vehicle population.
Further, the EU experience with Euro IV
regime may also be the guiding factor. This
may call for a review after 2005. At this point
of time we recommend that Euro IV norms
which would be implemented in Europe from
2005 could be considered for
implementation as Bharat Stage IV from
year 2010 in identified cities.
In respect of 2 & 3 wheeler norms, India
is already ahead of most of the advanced In respect of 2 & 3
world as far as the emission norms are wheeler norms, India is
concerned. However, there is a need for already ahead of most
tightening further of the norms for 2 & 3 of the advanced world
wheelers on account of their large as far as the emission
population. US and Europe do not have a norms are concerned.
large population of such vehicles and the However, there is
emissions from such vehicles do not a need for tightening
contribute significantly to their air pollution further of the norms
problem. The Committee considered the for 2 & 3 wheelers
strignent emission norms of Taiwan which on account of their
are planned to be implemented there from large population.
the year 2003. After extensive deliberations,
the new India specific norms to be
implemented from the year 2005, which may
be called the Bharat Stage II norms for 2
& 3 wheelers, have been finalized. It has
been decided to have the same emission
norms for 2 stroke and 4 stroke engines.
As regards the next stage of norms for 2 &
3 wheelers beyond 2005, the Committee
has finalized the details of the norms. The
Committee notes the stages of development
of different technologies in this sector and
apperciates that some time would be
required to assess the actual
commercialisation of such technologies on
mass scale. It therefore, recommends, that
these norms may preferbly be adopted by
the year 2008 but not later than the year
2010 in any case. These may be called the
Bharat Stage III norms.
185
 Road Map for Vehicular Emission Norms for New Vehicles

Road Map for Vehicular Emission Norms for New Vehicles Box 12.1

New Vehicles (except 2 & 3 Wheelers)

Entire Country
· Bharat Stage II emission norms
From 1 April, 2005
· Euro III equivalent emission norms
From 1 April, 2010

For Cities of Delhi / NCR, Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad,
Pune, Surat, Kanpur and Agra

· Bharat Stage II emission norms

· Delhi, Mumbai, Kolkata & Chennai
Already introduced in the year 2000 & 2001
· Bangalore, Hyderabad Ahmedabad, Pune, Surat, Kanpur and Agra
From 1 April, 2003
· Euro III equivalent emission norms for all private vehicles, city public service vehicles and city commercial
vehicles.
From 1 April, 2005
· Euro IV equivalent emission norms for all private vehicles, city public service vehicles and city
commercial vehicles
From 1 April, 2010

Road Map for Vehicular Emission Norms for New Vehicles Box 12.2

New 2 & 3 Wheelers

Emission Norms for 2 / 3 Wheelers to be the same in the Entire Country

· Bharat Stage II norms
From 1 April, 2005
· Bharat Stage III norms
Preferably from 1 April, 2008 but not later than 1 April, 2010 in any case.

Details of Vehicular Emission Norms and Auto Fuel Quality Box 12.3

Details of Vehicular Emission Norms

Bharat Stage II, Euro III & Euro IV equivalent emissions norms for all categories of new vehicles (excluding 2 / 3 wheelers)
are given in Tables 12.3 to 12.5. The Bharat Stage II and Bharat Stgae III emission norms for 2 / 3 wheelers for the year 2005
& 2008 are given in Table 12.6.

Details of Auto Fuel Quality

To meet the recommended vehicular emission norms, quality of auto fuels to be supplied are detailed in Tables 8.11 to 8.16
and Table 9.14 to 9.15.

186 AUTO FUEL POLICY REPORT

 Emission norms details
Table 12.3 Bharat Stage II emission norms

(a) Motor cars with seating capacity of and upto 6 persons (including driver) and GVW not
exceeding 2500 kg.

Vehicles with Standards (TA = COP), g/km

CO (HC + NOx) PM

Petrol engine 2.2 0.5 -

Diesel engine 1.0 0.7 0.08

(b) Four wheeler passenger vehicles with GVW equal to or less than 3500 kg and
designed to carry more than 6 persons (including driver) or maximum mass of
which exceeds 2500 kg.

Limit values (TA=COP), g/km

Class Ref. Mass Mass of CO Mass (HC + NOx) Mass of
(rw), kg PM
Petrol Diesel Petrol Diesel Diesel

I rw<1250 2.2 1.0 0.5 0.7 0.08

II 1250<rw<1700 4.0 1.25 0.6 1.0 0.12
III 1700<rw 5.0 1.5 0.7 1.2 0.17

(c) For light commercial vehicles

Limit values (TA=COP), g/km

Class Ref. Mass (rw), kg Mass of CO Mass (HC + NOx) Mass of PM

Petrol Diesel Petrol Diesel Diesel

I rw<1250 2.2 1.0 0.5 0.7 0.08

II 1250<rw<1700 4.0 1.25 0.6 1.0 0.12

III 1700<rw 5.0 1.5 0.7 1.2 0.17

(d) For heavy duty vehicles

Limit values (TA=COP), g/kWh

CO HC NO x PM

4.0 1.1 7.0 0.15

PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES 187

188
Table 12.4 Euro III equivalent emission norms

(a) For passenger cars and light commercial vehicles

Reference Limit values

mass Mass of carbon Mass of Mass of Combined Mass of
(rw, kg) monooxide hydrocarbons oxides of mass of particulates
(CO) (HC) nitrogen hydrocarbons (PM)1
(NO) and oxides of
nitrogen
(HC + NOx)

L1 (g/km) L2 (g/km) L3 (g/km) L2 + L3 (g/km) L4 (g/km)

Category Class Petrol Diesel Petrol Diesel Petrol Diesel Petrol Diesel Diesel

M2 — All 2.3 0.64 0.20 - 0.15 0.50 - 0.56 0.05

I rw £ 1305 2.3 0.64 0.20 - 0.15 0.50 - 0.56 0.05

N3 II 1305 < rw 4.17 0.80 0.25 - 0.18 0.65 - 0.72 0.07

£ 1760

III 1760 < rw 5.22 0.95 0.29 - 0.21 0.78 - 0.86 0.10
1
For compression ignition engines
2
Except vehicles designed to carry more than 6 number occupants and the mass of which exceeds 2500 kg.
3
And those category M vehicles which are specified in (2) above

(b) Heavy duty vehicles for diesel engines

Diesel engines over the ESC / ELR Test Cycles

AUTO FUEL POLICY REPORT

Gaseous and PM emissions (g/kwh) Smoke(m-1)

CO HC NOX PM

2.1 0.66 5.0 0.101 0.80

1
A particulate matter limit of 0.13 g/kwh applies for small engines having a swept volume of less than 0.75 dm3 per cylinder and a rated speed greater than 3000 min –1.

(contd.)
PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES
Table 12.4 (contd.)

(c) Diesel and gas engines over the ETC test cycles

Gaseous and PM Emissions (g/kwh)

CO NMHC CH 4 NOx PM

5.45 0.78 1.6 5.0 0.161

1
A particulate matter limit of 0.21 g/kwh applies for small engines having a swept volume of less than 0.75 dm3 per cylinder and a rated speed greater than 3000 min –1.

Table 12.5 Euro IV equivalent emission norms

(a) For passenger cars and light commercial vehicles

Reference Limit values

mass Mass of carbon Mass of Mass of Combined Mass of
(rw, kg) mono-oxide hydrocarbons oxides of mass of particulates
(CO) (HC) nitrogen hydrocarbons (PM)1
(NO) and oxides of
nitrogen
(HC + NO´)

L1 (g/km) L2 (g/km) L3 (g/km) L2 + L3 (g/km) L4 (g/km)

Category Class Petrol Diesel Petrol Diesel Petrol Diesel Petrol Diesel Diesel

M2 — All 1.0 0.50 0.10 - 0.08 0.25 - 0.30 0.025

I rw £ 1305 1.0 0.50 0.10 - 0.08 0.25 - 0.30 0.025

N3 II 1305 < rw 1.81 0.63 0.13 - 0.10 0.33 - 0.39 0.040

£ 1760

II 1760 < rw 2.27 0.74 0.16 - 0.11 0.39 - 0.46 0.06

1
For compression ignition engines
2
Except vehicles designed to carry more than 6 number occupants and the mass of which exceeds 2500 kg.
189

3
And those category M vehicles which are specified in (2) above (contd.)
 Table 12.5 (contd.)

(b) For heavy duty vehicles for diesel engines

(i) Diesel engines over the ESC / ELR Test Cycles

Gaseous and PM emissions (g/kwh) Smoke (m-1)

CO HC NOX PM

1.5 0.46 3.5 0.021 0.50

(ii) Diesel and gas engines over the ETC Test Cycles

Gaseous and PM Emissions (g/kwh)

CO NMHC CH4 NO x PM

4.0 0.55 1.1 3.0 0.032

1
A particulate matter limit of 0.13 g/kwh applies for small engines having a swept volume of less than
0.75 dm3 per cylinder and a rated speed greater than 3000 min.
2
A particulate matter limit of 0.21 g/kwh applies for small engines having a swept volume of less than
0.75 dm3 per cylinder and a rated speed greater than 3000 min 1.

2 and 3 wheeler emission norms ambient air quality in cities, the Committee
recommends Bharat Stage II and Bharat
Considering the large population of 2 and 3 Stage III emission norms for this category
wheelers and their contribution on the of vehicles as given in Table 12.6.

Table 12.6 Emission norms and deterioration factors (DF) for 2 and 3 wheelers

Vehicle Pollutants, g/km Year 2005 Preferably from year 2008

Bharat Stage II Bharat Stage III
Norms DF* Norms DF
2 Wheelers CO 1.50 1.2 1.0 1.2

HC + NOX 1.50 1.2 1.0 1.2

3 Wheelers CO 2.25 1.2 1.25 1.2

(Petrol) HC + NOX 2.00 1.2 1.25 1.2

3 Wheelers CO 1.00 1.1 0.50 1.1

(Diesel) HC + NOX 0.85 1.0 0.50 1.0

PM 0.10 1.2 0.05 1.2

* Deterioration factors to account for deterioration of devices like catalytic converter.

190 AUTO FUEL POLICY REPORT

2 and 3 wheelers - other issues
The views of the Committee on other related
issues are :
1. The emission norms for new 2 and 3
wheelers should not be different for 2
stroke and 4 stroke vehicles.
2. In view of an element of arbitrariness
of Deterioration Factor (DF) and the
fact that meeting ambient air quality is
dependent on actual emissions from
on-road vehicles, the prescribed values
of DF may be reviewed in the year
2005 after the results of field trials
conducted by the manufacturers are
available.
3. It is recommended that the progress
in terms of meeting the proposed 2008
emission norms be reviewed in the year
2005.
4. The 2 and 3 wheeler vehicle manu-
facturers may be asked to give
mandatory on-road emission warranty
for 30,000 km in respect of such parts
which may have impact on emissions
including that of catalytic converter.
5. In order to reflect the actual conditions
on the road, the Committee
recommends appropriate Reference
Vehicle Mass for the Chassis
Dynamometer Tests, as given below :
i) 2 wheelers - as at present
ii) 3 wheelers - two persons + driver
iii) 3 wheelers (Diesel) - GVW as
declared by the manufacturers
Emission testing facilities
At present ARAI, VRDE, and IIP are the
test agencies approved by the Ministry of
Road Transport and Highways for
certification of emission compliance. Most
of the emission testing for type approvals and
conformity of production are, however,
carried out at ARAI, Pune. The test facilities
PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES
available at all these test agencies are
inadequate to meet the requirements of
testing due to expansion of automobile
industry, automobile market, and
technological developments. Further, the
introduction of more stringent emission
norms proposed for the future will require
new test systems which are not available
with testing agencies.
These facilities have to be set up well in
time before next stage norms (Euro III
equivalent) are introduced as envisaged from
April 2005 in eleven cities.
It is understood that SIAM has submitted
a report on the Upgradation of Test
Facilities for Automobiles in India to the The 2 and 3 wheeler
Ministry of Heavy Industries. According vehicle manufacturers
to SIAM, this report has laid down the may be asked to give
requirements of the testing facilities for mandatory on-road
automobiles keeping in view the present and emission warranty
anticipated needs of the Indian automobile for 30,000 km
industry upto the year 2015. The proposed in respect of such
facilities which include emissions, noise, parts which
safety / crash, proving ground, reliability, may have impact
environment, materials, and electro- on emissions including
magnetic compliance laboratories will cater that of catalytic
to the requirements of the automobile converter.
industry taking into consideration the
enhanced safety and emission regulations,
harmonization of standards, certifications of
imported vehicles, introduction of newer
models and also make India a hub for
vehicle development activities particularly
for South Asian region.
These facilities, which have been
proposed on an elaborate scale to cater to
the complete requirements of the automobile
industry for automobile testing for
compliance of various norms and also for
homologation are estimated to cost about
Rs. 1500 crore. The cost of emission
equipments proposed for two centres in the
northern and southern India are estimated
to be Rs. 154 crore which have been
included in the proposal. The leading test
agencies i.e. ARAI and VRDE have
indicated immediate requirements of
191
 Rs. 132 crore and Rs. 31 crore, respectively
for upgradation over the next 2–3 years.
However, they have indicated their
requirements upto 2010 as Rs. 547 crore
(ARAI) and Rs. 80 crores (VRDE). In the
northern region, at present IIP is the only
certifying agency. IIP has indicated an
immediate requirement of emission
equipments and upgradation costing
around Rs. 102 crore over the next two
years. The requirement upto 2010 is about
Rs. 160 crore.
The above proposal of the Society of
Indian Automobile Managements (SIAM)
and other test agencies reported to be under
It is expected that load consideration by the Ministry of Heavy
for emissions testing Industries includes plans for strength-ening
will increase with the the automobile testing infrastructure and also
implementation of to increase the emission testing capabilities
stricter norms in in the country.
future requiring more It is expected that load for emissions
developmental work testing will increase with the implementation
by the industry which of stricter norms in future requiring more
will also lead to developmental work by the industry which
increased testing load will also lead to increased testing load for
for type approvals. type approvals. Further requirement of
surveillance and monitoring of emission
norms compliance including emission
warranty of the vehicles produced by the
automobile industry will require more
emission testing facilities in the country. A
plan is, therefore, needed to be put in place
for new emission test centres which should
192
be strategically located in at least 4 regions
i.e. northern, southern, western and eastern
part of India, in addition to the upgradation
of facilities at existing test centres. These
centres could be independent emission
testing centers to be operated as per the
guidelines of the proposed National
Automobile Pollution and Fuel Authority.
The details of equipments required at each
of the new emission test centres for emission
testing as per the proposed norms for future
alongwith the land, building, utilities and
estimated cost are given in Annexure 12.1.
As indicated in the annexure, the cost of
each centre shall be around Rs.75 crore.
The setting up of 4 such new emission test
centres in the country will, therefore, cost
around Rs. 300 crore.
The facilities for testing of evaporative
emissions and low temperature carbon
monoxide emissions which are normally done
in variable volume – variable temperature
shed and the climatic chamber for simulation
of low temperatures have not been included
in the above scheme. These facilities, if
included, will cost additional Rs. 25 – 30
crore at each centre and would require
additional land, building and utilities. It is
envisaged that testing requirement of these
facilities would be limited and one or two
facilities in the country be built up as per the
SIAM proposal submitted to the Ministry
of Industry would be adequate.
AUTO FUEL POLICY REPORT