bharat stage emission standards - wikipedia, the free encyclopedia

8/9/2019 Bharat Stage Emission Standards - Wikipedia, The Free Encyclopedia

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11/24/2014 Bhar at Stage em issi on standar ds - W iki pedi a, the fr ee encycl opedi a

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From Wikipedia, t he free encyclopedia

Bharat stage emission standards are emission standards instituted by theGovernment of India to

regulate the output of air pollutants from internal combustion engine equipment, including motor vehicles.

The standards and the timeline for implementation are set by the Central Pollution Control Board under the

Ministry of Environment & Forests.[1]

The standards, based on European regulations were first introduced in 2000. Progressively stringent

norms have been rolled out since then. All new vehicles manufactured after the implementation of the

norms have to be compliant with the regulations.[2] Since October 2010, Bharat stage III norms have been

enforced across the country. In 13 major cities, Bharat stage IV emission norms have been in place since

April 2010. [3]

The phasing out of 2 stroke engine for two wheelers, the stoppage of production of Maruti 800 &

introduction of electronic controls have been due to the regulations related to vehicular emissions. [4]

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 offset 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 620,000 early deaths in 2010, and the health cost of air pollution in India has been

assessed at 3 per cent of its GDP.

Contents [hide]

1 Motor vehicles

1.1 History

1.2 Background Information

1.3 Trucks and buses

1.4 Light duty diesel vehicles

1.5 Light duty gasoline vehicles

1.5.1 4-wheel vehicles

1.5.2 3- and 2-wheel vehicles

1.6 Overview of the emission norms in India

1.7 CO2 emission

1.7.1 Obligatory labelling

2 Non-road diesel engines2.1 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

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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.

5.2 Comparison between Bharat Stage and Euro norms

5.3 Non-existence of CO2 limits

5.4 Lag behind Euro standards

5.5 Cycle beating

5.6 Need for uniform emissions standards across the country

6 Regulatory framework

6.1 CMVR- Technical Standing Committee (CMVR-TSC)

6.2 Standing Committee on Implementation of Emission Legislation (SCOE)

7 See also

8 References

9 Further reading

Motor vehicles [edit]

History [edit]

The first emission norms were introduced in India in 1991 for petrol

and 1992 for diesel vehicles. These were followed by making

theCatalytic converter mandatory for petrol vehicles and the

introduction of unleaded petrol in the market.[5]

On 29 April 1999 the Supreme Court of Indiaruled 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 judgment

the implementation date for Euro II was not enforced.[6][7]

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.[8]

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.[9]

Background Information [edit]

Table 1: Indian Emission Standards (4-Wheel Vehicles)

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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 32005.04 NCR*, 13 Cities†

2010.04 Nationwide

Bharat Stage IV Euro 4 2010.04 NCR*, 13 Cities†

Bharat Stage V Euro 5 2020 (proposed) Entire country

* 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.

Progress of emission standards for 2-and 3-wheelers:[10]

Table 2: Indian Emission Standards (2 and 3

wheelers)

Standard Reference Date

Bharat Stage II Euro 2 1 April 2005

Bharat Stage III Euro 3 1 April 2010

Bharat Stage IV Euro 4 1 April 2016 (proposed)

Bharat Stage V Euro 5 1 April 2020 (proposed)

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 [edit]

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

listed in Table 3.

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Exhaust gases from vehicles form a

significant portion of air pollution which

is harmful to human health and the

environment

Table 3: Emission Standards for Diesel Truck and Bus Engines, g/kWh

Year Reference Test CO HC NOx 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 IIIESC 2.1 0.66 5.0 0.10

ETC 5.45 0.78 5.0 0.16

2010‡ Euro IVESC 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 section on EU heavy-duty engine standards.

Light duty diesel vehicles [edit]

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).

Table 4: Emission Standards for Light-Duty Diesel Vehicles,

g/km

Year Reference CO HC HC+NOx NOx PM

1992 – 17.3–32.6 2.7–3.7 – – –

1996 – 5.0–9.0 – 2.0–4.0 – –

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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 III

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

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 5.

Table 5: Emission Standards for Light-Duty Diesel

Engines, g/kWh

Year Reference CO HC NOx 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 [edit]

4-wheel vehicles [edit]

Emissions standards for gasoline 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).

Table 6: Emission Standards for Gasoline Vehicles (GVW ≤ 3,500 kg), g/km

Year Reference CO HC HC+NOx NOx

1991 – 14.3–27.1 2.0–2.9 –

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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

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 [edit]

Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables. [11]

Table 7: Emission Standards for 3-

Wheel Gasoline Vehicles, g/km

Year CO HC HC+NOx

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 8: Emission Standards for 2-

Wheel Gasoline Vehicles, g/km

Year CO HC HC+NOx

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

Table 9: Emission

Standards for 2- And 3-

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Wheel Diesel Vehicles,

g/km

Year CO HC+NOx PM

2005.04 1.00 0.85 0.10

2010.04 0.50 0.50 0.05

Overview of the emission norms in India [edit]

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)

CO2 emission [edit]

India's auto sector accounts for about 18 per cent 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 [edit]

There is also no provision to make the CO2 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 to enable

consumers to make an informed choice.

Non-road diesel engines [edit]

Further information: Non-road diesel engine

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Construction machinery [edit]

Emission standards for diesel construction machinery were adopted on 21 September 2006. The

standards are structured into two tiers:

Bharat (CEV) Stage II—These 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 III—These standards are based on US Tier 2/3 requirements.

The standards are summarised in the following table:

Table 10: Bharat (CEV) Emission Standards for

Diesel Construction Machinery

Engine Power Date

CO HC HC+NOx NOx 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 8178C1 (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.

Table 11: Bharat (CEV) Stage III Useful Life

Periods

Power RatingUseful Life Period

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hours

< 19 kW 3000

19–37 kWconstant speed 3000

variable speed 5000

> 37 kW 8000

Agricultural tractors [edit]

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

Table 12: Bharat (Trem) Emission Standards for Diesel Agricultural

Tractors

Engine Power Date

CO HC HC+NOx NOx PM

kW g/kWh

Bharat (Trem) Stage I

All 1999.10 14.0 3.5 - 18.0 -

Bharat (Trem) Stage II

All 2003.06 9.0 - 15.0 - 1.00

Bharat (Trem) Stage III

All 2005.10 5.5 - 9.5 - 0.80

Bharat (Trem) Stage III A

P < 8 2010.04 5.5 - 8.5 - 0.808 ≤ P < 19 2010.04 5.5 - 8.5 - 0.80

19 ≤ P < 37 2010.04 5.5 - 7.5 - 0.60

37 ≤ P < 56 2011.04 5.0 - 4.7 - 0.40

56 ≤ 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

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.

Electricity generation [edit]

Generator sets [edit]

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

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type approval certification, production conformity testing and labelling requirements. Certification agencies

include the Automotive Research Association of India and the Vehicle Research and Development

Establishment. The emission standards are listed below.

Table 13: Emission Standards for Diesel Engines ≤

800 kW for Generator Sets

Engine Power (P) Date

CO HC NOx PM Smoke

g/kWh 1/m

P ≤ 19 kW2004.01 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 kW2004.01 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 14: Emission Limits for Diesel Engines >

800 kW for Generator Sets

DateCO NMHC NOx PM

mg/Nm3 mg/Nm3 ppm(v) mg/Nm3

Until 2003.06 150 150 1100 75

2003.07 – 2005.06 150 100 970 752005.07 150 100 710 75

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

Power plants [edit]

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.[12] A summary of

emission norms for coal and gas based thermal power plants is given in Tables 15 and 16

Table 15: 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

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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

Table 16: Stack height requirement for SO2 control

Power Generation Capacity Stack Height (Metre)

Less than 200/210 MWe

H = 14 (Q)0.3 where Q is emission rate of SO2 in kg/h,

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 practised is 40 to 50 mg/Nm and space is

provided in the plant layout for super thermal power stationsfor 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 17.

Table 17: Ambient air quality standard

CategoryConc. g/m3

SPM SOx CO NOx

Industrial and mixed-use 500 120 5000 120

Residential and rural 200 80 2000 80

Sensitive 100 30 1000 30

Table 18: World Bank norms for new projects

Existing Air Quality Recommendation

SOx > 100 μg/m3 No project

SOx = 100 μg/m3 Polluted area, max. from a project 100 t/day

SOx < 50 μg/m3 Unpolluted area, max. from a project 500 t/day

However the norms for SOx are even stricter for selection of sites for World Bank funded projects (refer

Table 18). For example, if SOx level is higher than 100 μg/m 3, no project with further SOx emission can be

set up; if SO X level is 100 μg/m 3, it is called polluted area and maximum emission from a project should

not exceed 100 t/day; and if SOx is less than 50 μg/m 3, it is called unpolluted area, but the SOxemission

from a project should not exceed 500 t/day. The stipulation for NOX emission is that its emission should no

exceed 260 gram s of NOX per Giga Joule of heat input.

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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 [edit]

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 FuelSpecifications 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 anywhere 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 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.

Table 19: Indian gasoline specifications

Serial

No.Characteristics Unit

Bharat

Stage II

Bharat

Stage III

Bharat

Stage IV

Bharat

Stage V

1 Density 15 0C Kg/m3 710–770 720–775 720–775

2 Distillation

3

a) Recovery up to 70 °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

°C

%

Volume

10–45

40–70

90

-

210

2

10–45

40–70

-

75min

210

2

10–45

40–70

-

75min

210

2

4Research Octane Number

(RON), Min88 91 91

5 Anti Knock Index (AKI)/ MON,

Min84 (AKI) 81 (MON) 81 (MON)

6 Sulphur, Total, Max % mass 0.05 150 mg/Kg 50 mg/Kg 10 mg/Kg

7 Lead Content(as Pb), Max g/l 0.013 0.005 0.005

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8 Reid Vapour Pressure (RVP),

Max

Kpa 35–60 60 60

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<

Table 20: Indian diesel specifications

S. No Characteristic BSII BSIII BSIV BSV

1 Density Kg/m3 15 °C 820-800 820–845 820–845

2 Sulphur Content mg/kg max 500 350 50 10

3(a)

3(b)

Cetane Number minimum and / or

Cetane Index

48

or

46

51

and

46

51

and

46

4 Polycyclic Aromatic Hydrocarbon - 11 11

5

(a)

(b)

(c)

Distillation

Reco. Min. At 350 °C

Reco. Min. At 370 °C

95%Vol Reco at 0 °C

85

95

-

-

-

360

-

-

360

Table 21: 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)

2020 (proposed) Sulfur: 10ppm (Euro 5; entire country)

Table 22: Indian bio-diesel specifications


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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/m3 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

vCarbon residue (Ramsbottom) *,% by mass,

max0.05

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 h 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 h, min 6 EN 14112 -

* Carbon residue shall be run on 100% sample

** European method is under development


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@ Applicable for Fatty Acid Methyl Ester

@@ Applicable for Fatty Acid Ethyl Ester

Criticism and commentary [edit]

Ineffectiveness of present pollution control system [edit]

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.

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 [edit]

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. [13]

Non-existence of CO2 limits [edit]

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 CO 2 emissions labelling

mandatory on all new cars in the country. The auto companies should inform the customers about a

vehicle's emissions.[14]

Lag behind Euro standards [edit]

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

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Bharat Stage III standard fuel and vehicles, which are 14 years behind Europe. [15] 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.[16]

Cycle beating [edit]

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.[17]

Need for uniform emissions standards across the country [edit]

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. [15] This also

does not allow trucks 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 [edit]

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.[18]

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) [edit]

This Committee advises MoSRT&H on various technical aspects related to CMVR. This Committee has

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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 technicabearing, to MoRT&H, as and when so desired.

To recommend to the Government the International/ foreign standards which can be used in lieu 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)[edit]

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.



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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.

See also [edit]

bharat stage emission standards - wikipedia, the free encyclopedia

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