Bharat Stage emission standards

History

The first emission norms were introduced in India in 1991 for petrol and 1992 for diesel vehicles. These were followed by making the Catalytic converter mandatory for petrol vehicles and the introduction of unleaded petrol in the market.

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 implementation date for Euro II was not enforced.

In 2002, the Indian government accepted the report submitted by the Mashelkar committee. The committee proposed a road map for the roll out of Euro based emission norms for India. It also recommended a phased implementation of future norms with the regulations being implemented in major cities first and extended to the rest of the country after a few years.

Based on the recommendations of the committee, the National Auto Fuel policy was announced officially in 2003. The roadmap for implementation of the Bharat Stage norms were laid out till 2010. The policy also created guidelines for auto fuels, reduction of pollution from older vehicles and R&D for air quality data creation and health administration.

Background information

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.

Progress of emission standards for 2-and 3-wheelers:

In order to comply with the BSIV norms, 2- and 3-wheeler manufacturers will have to fit an evaporative emission control unit, which should lower the amount of fuel that is evaporated when the motorcycle is parked.

Trucks and buses

Emission standards for new heavy-duty diesel engines—applicable to vehicles of GVW > 3,500 kg—are listed in Table 3.

More details on Euro I–III regulations can be found in the section on EU heavy-duty engine standards.

Light-duty diesel vehicles

Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarised in Table 4. Ranges of emission limits refer to different 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). 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 dynamo-meter. The respective emission standards are listed in Table 5.

4-wheel vehicles

Emissions standards for petrol vehicles (GVW ≤ 3,500 kg) are summarised in Table 6. Ranges of emission limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards). The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).

Petrol 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 petrol vehicles are listed in the following tables.

Overview of the emission norms in India

CO2 emission

India's auto sector accounts for about 18% of the total CO₂ emissions in the country. Relative CO₂ emissions from transport have risen rapidly in recent years, but like the EU, currently there are no standards for CO₂ emission limits for pollution from vehicles.

Obligatory labelling

There is also no provision to make the CO₂ emissions labelling mandatory on cars in the country. A system exists in the EU to ensure that information relating to the fuel economy and CO₂ emissions of new passenger cars offered for sale or lease in the Community is made available to consumers to enable consumers to make an informed choice.

Construction machinery

Emission standards for diesel construction machinery were adopted on 21 September 2006. The standards are structured into two tiers:

The standards are summarised in the following table:

The limit values apply for both type approval (TA) and conformity of production (COP) testing. Testing is performed on an engine dynamo-meter 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 11. 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.

Agricultural tractors

Emission standards for diesel agricultural tractors are summarised in Table 12.

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 11.

Generator sets

Emissions from new diesel engines used in generator sets have been regulated by the Ministry of Environment and Forests, Government of India [GSR 371 (E), 17 May 2002]. The regulations impose type approval certification, production conformity testing and labelling requirements. Certification agencies include the Automotive Research Association of India (ARAI) and the Vehicle Research and Development Establishment (VRDE). The emission standards are listed below.

Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full load.

Concentrations are corrected to dry exhaust conditions with 15% residual O₂.

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 it's amendments from time to time. A summary of emission norms for coal- and gas-based thermal power plants is given in Tables 15 and 16.

The norm for 500 MW and above coal-based power plant being practised is 40 to 50 mg/N·m and space is provided in the plant layout for super thermal power stations for installation of flue gas desulfurisation (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 17.

However the norms for SO_x are even stricter for selection of sites for World Bank funded projects (refer Table 18). For example, if SO_x level is higher than 100 μg/m³, no project with further SO_x emission can be set up; if SO X level is 100 μg/m³, 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 μg/m³, it is called unpolluted area, but the SO_x emission from a project should not exceed 500 t/day. The stipulation for NO_x emission is that its emission should not exceed 260 g of NO_x/GJ 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 petrol and diesel have been aligned with the Corresponding European Fuel Specifications for meeting the Euro II, Euro III and Euro IV emission norms.

The BS IV grade fuel was introduced in 2010 and is available in 39 cities, as reported in 2016. The rest of the country has to make do with BS III fuel.

The use of alternative fuels has been promoted in India both for energy security and emission reduction. Delhi and Mumbai have more than 1 lakh commercial vehicles running on CNG fuel. Delhi has the largest number of CNG commercial vehicles running anywhere in the World. India is planning to introduce Bio-diesel, ethanol petrol 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 set up 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 stations in major cities.

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 road-worthiness.

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 °C, 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.

Non-existence of CO2 limits

Various groups and agencies have criticised 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 CO₂ emissions labelling mandatory on all new cars in the country. The auto companies should inform the customers about a vehicle's emissions.

Lag behind Euro standards

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. Also, there was a 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. According to a study conducted by the Desert Research Institute and the Indian Institute of Technology Delhi, the only way to stabilise fine particulates (PM2.5) at the 2011 levels despite the five-fold rise in vehicular density is nationwide implementation of Bharat V standards by 2015.

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 manufacturers of engine 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' NO_x reductions have been achieved after 13 years of stricter standards.

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 urban population has been criticised as violating the fundamental right to healthy life for all. 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 outside city limits in order to take advantage of lower prices, even though these are used in cities.

Regulatory framework

In India the Rules and Regulations related to driving licence, 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.

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)

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),International Centre for Automotive Technology (ICAT - www.icat.in), 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:

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:

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 –

Based on the recommendations from CMVR-TSC and SCOE, MoSRT&H issues notification for necessary amendments / modifications to the 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.