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Bharat stage emission standards are emission standards instituted by the Government of India to regulate theoutput 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.

Contents

[hide]

1 Motor vehicles

1.1 History

1.2 Background

1.3 Trucks and buses1.4 Light duty diesel vehicles

1.5 Light duty gasoline vehicles1.5.1 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 labeling

2 Non-road diesel engines

2.1 Construction machinery2.2 Agricultural tractors

3 Electricity generation

3.1 Generator sets

3.2 Power plants

4 Fuels

5 Criticism and commentary

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5.1 Ineffectiveness of present pollution control system

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

6 Regulatory framework6.1 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]

Comparison between European,US, and Bharat Stage (Indian)

emission standards for gasolinepassenger cars.

Comparison between European,US, and Bharat Stage (Indian)

emission standards for dieselpassenger cars. The sizes of the

green circles represent the limits forparticulate matter.

History[edit]

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

in the market.[5]

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On April 29, 1999 the Supreme Court of India ruled that all vehicles in India have to meet Euro I or India 2000

norms by June 1, 1999 and Euro II will be mandatory in the NCR by April 2000. Car makers were notprepared 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 committeeproposed 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 alsocreated guidelines for auto fuels, reduction of pollution from older vehicles and R&D for air quality data creation

and health administration.[9]

Background[edit]

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

Standard Reference Date Region

India 2000 Euro 1 2000 Nationwide

Bharat Stage II Euro 2

2001 NCR*, Mumbai, Kolkata, Chennai

2003.04 NCR*, 13 Cities†

2005.04 Nationwide

Bharat Stage III Euro 32005.04 NCR*, 13 Cities†

2010.04 Nationwide

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

* National Capital Region (Delhi)

† Mumbai, Kolkata, Chennai, Bengaluru, Hyderabad, Ahmedabad, Pune, Surat, Kanpur, Lucknow, Sholapur,

Jamshedpur and Agra

The above standards apply to all new 4-wheel vehicles sold and registered in the respective regions. In addition,

the National Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originatingor terminating in Delhi or the other 10 cities.

For 2-and 3-wheelers, Bharat Stage II (Euro 2) will be applicable from April 1, 2005 and Stage III (Euro 3)

standards would come in force from April 1, 2010.[10]

Trucks and buses[edit]

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Exhaust gases from vehicles form asignificant portion of air pollution

which is harmful to human health and

the environment

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

in Table 2.

Table 2 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 EU heavy-duty engine standards page.

Light duty diesel vehicles[edit]

Emission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3. Ranges of

emission limits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-

duty vehicle emission standards page for details on the Euro 1 and later standards. The lowest limit in each range

applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).

Table 3 Emission Standards for Light-Duty Diesel Vehicles, g/km

Year Reference CO HC HC+NOx NOx PM

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1992 - 17.3-32.6 2.7-3.7 - - -

1996 - 5.0-9.0 - 2.0-4.0 - -

2000 Euro 1 2.72-6.90 - 0.97-1.70 0.14-0.25 -

2005† Euro 2 1.0-1.5 - 0.7-1.2 0.08-0.17 -

2010† Euro 3

0.64

0.800.95

-

0.56

0.720.86

0.50

0.650.78

0.05

0.070.10

2010‡ Euro 4

0.50

0.630.74

-

0.30

0.390.46

0.25

0.330.39

0.025

0.040.06

† 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 respectiveemission standards are listed in Table 4.

Table 4 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 summarized in Table 5. Ranges of emission

limits refer to different classes of light commercial vehicles (compare the EU light-duty vehicle emission standards

page). The lowest limit in each range applies to passenger cars (GVW ≤ 2,500 kg; up to 6 seats).

Table 5 Emission Standards for Gasoline Vehicles (GVW ≤ 3,500 kg), g/km

Year Reference CO HC HC+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 32.34.17

5.22

0.200.25

0.29

-0.150.18

0.21

2010‡ Euro 4

1.0

1.812.27

0.1

0.130.16

-

0.08

0.100.11

* 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 6 Emission Standards for 3-WheelGasoline 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 7 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 8 Emission Standards

for 2- And 3-Wheel DieselVehicles, g/km

Year CO HC+NOx PM

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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 labeling[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 CO2 emissions of new passenger cars

offered for sale or lease in the Community is made available to consumers in order to enable consumers to make

an informed choice.

Non-road diesel engines[edit]

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 coversmaller engines that were not regulated under the EU Stage I.

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

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The standards are summarized in the following table:

Table 9 Bharat (CEV) Emission Standards for Diesel

Construction Machinery

Engine PowerDate

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 8178 C1 (8-mode) and D2 (5-mode) test cycles. The

Bharat Stage III standards must be met over the useful life periods shown in Table 10. Alternatively,

manufacturers may use fixed emission deterioration factors of 1.1 for CO, 1.05 for HC, 1.05 for NOx, and 1.1

for PM.

Table 10 Bharat (CEV) Stage III Useful Life

Periods

Power RatingUseful Life Period

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 summarized in Table 11.

Table 11 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*, 11 Cities†

2005.04 Nationwide

Bharat Stage III Euro 32005.04 NCR*, 11 Cities†

2010.04 Nationwide

Bharat Stage IV Euro 4 2010.04 NCR*, 11 Cities†

* National Capital Region (Delhi)

† Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Secunderabad, Ahmedabad, Pune, Surat, Kanpur and

Agra

Emissions are tested over the ISO 8178 C1 (8-mode) cycle. For Bharat (Trem) Stage III A, the useful life

periods and deterioration factors are the same as for Bharat (CEV) Stage III, Table 10.

Electricity generation[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 type approval

certification, production conformity testing and labeling requirements. Certification agencies include the

Automotive Research Association of India and the Vehicle Research and Development Establishment. The

emission standards are listed below.

Table 12 Emission Standards for Diesel Engines ≤ 800 kWfor Generator Sets

Engine Power (P) DateCO 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 13 Emission Limits for Diesel Engines > 800 kW

for Generator Sets

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Date CO 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 75

2005.07 150 100 710 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 14 and 15

Table 14 Environmental standards for coal & gas based power plants

Capacity Pollutant Emission limit

Coal based thermal plants

Below 210 MW Particulate matter (PM) 350 mg/Nm3

210 MW & above 150 mg/Nm3

500 MW & above 50 mg/Nm3

Gas based thermal plants

400 MW & aboveNOX(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

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For conventional boilers 100 PPM

Table 15 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 practiced is 40 to 50 mg/Nm and space is

provided in the plant layout for super thermal power stations for installation of flue gas desulphurisation (FGD)system. But FGD is not installed, as it is not required for low sulphur Indian coals while considering SO X

emission from individual chimney.

In addition to the above emission standards, the selection of a site for a new power plant has to maintain the local

ambient air quality as given in Table 16.

Table 16 Ambient air quality standard

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 17 World Bank norms for new projects

Existing Air Quality Recommendation

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SOx > 100 ?

g/m3 No project

SOx = 100 ?

g/m3

Polluted area, max. from a project

100 t/day

SOx < 50 ?

g/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

2.4). For example, if SOx level is higher than 100 ? g/m 3, no project with further SOx emission can be set up; if

SO X level is 100 ? g/m 3, it is called polluted area and maximum emission from a project should not exceed100 t/day; and if SOx is less than 50 ? g/m 3, it is called unpolluted area, but the SOx emission from a project

should not exceed 500 t/day. The stipulation for NOX emission is that its emission should not exceed 260 gram sof NOX per Giga Joule of heat input.

In view of the above, it may be seen that improved environment norms are linked to financing and are being

enforced by international financial institutions and not by the policies/laws of land.

Fuels[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. Delhiand Mumbai have more than 100,000 commercial vehicles running on CNG fuel. Delhi has the largest number ofCNG 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 isworking 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 oilindustry has drawn up plans for setting up of auto LPG dispensing stations in major cities.

Indian gasoline specifications:

Table

Serial No. Characteristics UnitBharat

Stage II

Bharat

Stage III

Bharat

Stage IV

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

2 Distillation

3

a) Recovery up to 70 0 C(E70)

b) Recovery up to 100 0 C (E100)

c) Recovery up to 180 0 C (E180)

d) Recovery up to 150 0 C (E150)

e) Final Boiling Point (FBP), Max

f) Residue Max

%Volume

%Volume

%Volume

%Volume

0C

%

Volume

10-45

40-70

90

-

210

2

10-45

40-70

-

75min

210

2

10-45

40-70

-

75min

210

2

4 Research Octane Number (RON), Min 88 91 91

5 Anti Knock Index (AKI)/ MON, Min 84

(AKI)

81

(MON)

81

(MON)

6 Sulphur, Total, Max%

mass0.05 150 mg/Kg 50 mg/Kg

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

8 Reid Vapour Pressure (RVP), Max Kpa 35-60 60 60

9

Benzene, Content, Max

a) For Metros

b) For the rest

%

Volume

-

3

5

1 1

%

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820-800 820-845 820-845

500 350 50

- 11 11

10 Olefin content, Max Volume - 21 21

11 Aromatic Content, Max%

Volume- 42 35

Indian diesel specifications:

Table

S. No Characteristic BSII BSIII BSIV

1 Density Kg/m3 15 0 C

2 Sulphur Content mg/kg max

3(a)

3(b)

Cetane Number minimum and / or

Cetane Index

48

or 46

51

and 46

51

and 46

4 Polycyclic Aromatic Hydrocarbon

5

(a)

(b)

(c)

Distillation

Reco. Min. At 350 0 C

Reco. Min. At 370 0C

95%Vol Reco at 0o C max

85

95

-

-

-

360

-

-

360

Table Diesel Fuel Quality in India

Date Particulars

1995 Cetane number: 45; Sulfur: 1%

1996 Sulfur: 0.5% (Delhi + selected cities)

1998 Sulfur: 0.25% (Delhi)

1999 Sulfur: 0.05% (Delhi, limited supply)

2000 Cetane number: 48; Sulfur: 0.25% (Nationwide)

2001 Sulfur: 0.05% (Delhi + selected cities)

2005 Sulfur: 350 ppm (Euro 3; selected areas)

2010 Sulfur: 350 ppm (Euro 3; nationwide)

2010 Sulfur: 50 ppm (Euro 4; selected areas)

Indian bio-diesel specifications:

Table

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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

@ Applicable for Fatty Acid Methyl Ester

@@ Applicable for Fatty Acid Ethyl Ester

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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 FuelStations 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 notsubjected 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 areexactly the same.

For instance, Euro-III is tested at sub-zero temperatures in European countries. In India, where the averageannual 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 tounloaded 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 criticized the government and urged the government of India to draftmandatory 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.[14]

Lag behind Euro standards[edit]

There has been criticism of the fact that the Indian norms lag the Euro norms. At present, this lag is around 5years. Also, there was suggestion from some bodies to implement Euro IV norms after Euro II norms, skipping

the Euro III norms totally. This is because the Euro III norms are only a small improvement over Euro II,whereas Euro IV norms mark a big leap over Euro II.

The justification cited for this lag is that enforcing tight norms too soon would drive up automobile prices, therebystifling growth of the automotive industry in the country.

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Cycle beating[edit]

For the emission standards to deliver real emission reductions it is crucial that the test cycles under which theemissions 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 testcycle, 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.[15]

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.[16]

In order to involve all stake holders in regulation formulation, MoSRT&H has constituted two Committees to

deliberate and advise Ministry on issues relating to Safety and Emission Regulations, namely –

CMVR- Technical Standing Committee (CMVR-TSC)Standing Committee on Implementation of Emission Legislation (SCOE)

CMVR- Technical Standing Committee (CMVR-TSC)[edit]

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 ResearchAssociation 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 technicalbearing, to MoRT&H, as and when so desired.

To recommend to the Government the International/ foreign standards which can be used in lieu ofstandard 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 andimplementation 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.

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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 majorfunctions 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). Thestandards 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 thisCommittee are –

To discuss the future emission norms

To recommend norms for in-use vehicles to MoSRT&HTo finalise the test procedures and the implementation strategy for emission norms

Advise MoSRT&H on any issue relating to implementation of emission regulations.

Based on the recommendations from CMVR-TSC and SCOE, MoSRT&H issues notification for necessaryamendments / modifications in the in Central Motor Vehicle Rules.

In addition, the other Ministries like Ministry of Environment & Forest (MoEF), Ministry of Petroleum & NaturalGas (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]

Air pollution in India

Automotive Industry Standards

References[edit]

1. ^ "Central Pollution Control Board".

2. ^ "SC makes emission norms mandatory for new vehicles". The Indian Express. April 30, 1999.

3. ^ "India switches fully to Euro III and IV petrol and diesel". The Hindu. September 24, 2010.

4. ^ "Reforming the little rascal". The Indian Express. July 29, 1999.

5. ^ "Ministry of Road Transport & Highways".

6. ^ "SC dilutes Euro norms". The Indian Express. May 15, 1999.

7. ^ "Maruti board on a junket as market share falls". The Indian Express. Jul 31, 1999.

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8. ^ "Maruti board on a junket as market share falls". The Indian Express. Jan 09, 2002.

9. ^ "National Auto Fuel Policy Announced".

10. ^ "Emission Standards: India: On-Road Vehicles and Engines". Dieselnet.com. Retrieved 2009-06-29.

11. ^ "Vehicular Technology in India | Emission Norms - SIAM India". SIAM India. Archived from the original on11 June 2009. Retrieved 2009-06-29.

12. ^ Emission standards for power plants [dead link]

13. ^ Abhishek Sengupta, TNN, Feb 20, 2005, 07.15am IST (2005-02-20). "TOI article on Bharat Stage norms".The Times of India. Retrieved 2011-02-02.

14. ^ Pratyush (2008-01-09). "Greenpeace urges government for CO2} limits". Pratyush.instablogs.com. Retrieved2011-02-02.

15. ^ "transportenvironment.org" (PDF). Retrieved 2011-02-02.

16. ^ "Emission regulatory framework in India". Siamindia.com. Retrieved 2011-02-02.

Further reading[edit]

Gupta, Sadanand (2012). Automobile Industry in India: A Cluster Approach, Publisher - Ruby Press& Co., ISBN 9788192218267

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