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Jump to: navigation, search Bharat stage emission standards are emission standards instituted by the Government 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 are 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
[show]
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.
[edit] 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.[5] 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 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]
[edit] Background
Table 1: Indian Emission Standards (4-Wheel Vehicles) Standard Reference Date Region India 2000 Euro 1 2000 Nationwide 2001 NCR*, Mumbai, Kolkata, Chennai Bharat Stage II Euro 2 2003.04 NCR*, 13 Cities 2005.04 Nationwide 2005.04 NCR*, 13 Cities Bharat Stage III Euro 3 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 originating or 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]
Exhaust gases from vehicles form a significant portion of air pollution which is harmful to human health and the environment Emission standards for new heavy-duty diesel enginesapplicable to vehicles of GVW > 3,500 kgare listed in Table 2. Table 2 Emission Standards for Diesel Truck and Bus Engines, g/kWh Year Reference Test CO HC NOx 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 2005 Euro II ECE R49 4.0 1.1 7.0 ESC 2.1 0.66 5.0 2010 Euro III ETC 5.45 0.78 5.0 ESC 1.5 0.46 3.5 2010 Euro IV ETC 4.0 0.55 3.5 * 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.
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 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 0.64 0.56 0.50 0.05 2010 Euro 3 0.80 0.72 0.65 0.07 0.95 0.86 0.78 0.10 0.50 0.30 0.25 0.025 2010 Euro 4 0.63 0.39 0.33 0.04 0.74 0.46 0.39 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 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
14.3-27.1 8.68-12.4 4.34-6.20 2.72-6.90 2.2-5.0 2.3 2010 Euro 3 4.17 5.22 1.0 2010 Euro 4 1.81 2.27 * for catalytic converter fitted vehicles
Euro 1 Euro 2
3.00-4.36 1.50-2.18 0.97-1.70 0.5-0.7 0.15 0.18 0.21 0.08 0.10 0.11
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). [edit] 3- and 2-wheel vehicles Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.[11] Table 6 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 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 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
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)
Bharat (CEV) Stage IIThese 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 IIIThese standards are based on US Tier 2/3 requirements.
The standards are summarized in the following table: Table 9 Bharat (CEV) Emission Standards for Diesel Construction Machinery Engine Power CO HC HC+NOx NOx PM Date 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 75 P < 130 2007.10 130 P < 560 2007.10 Bharat (CEV) Stage III P<8 2011.04 8 P < 19 2011.04 19 P < 37 2011.04 37 P < 75 2011.04 75 P < 130 2011.04 130 P < 560 2011.04
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 Useful Life Period Power Rating hours < 19 kW 3000 constant speed 3000 19-37 kW variable speed 5000 > 37 kW 8000
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.
Capacity Coal based thermal plants Below 210 MW 210 MW & above 500 MW & above Gas based thermal plants 400 MW & above
Emission limit
350 mg/Nm3 150 mg/Nm3 50 mg/Nm3 50 PPM for natural gas; 100 PPM for naphtha 75 PPM for natural gas; 100 PPM for naphtha 100 PPM for naphtha/natural gas 100 PPM
above
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 Conc. g/m3 Category SPM SOx CO NOx
Industrial and mixeduse Residential and rural Sensitive 500 200 100 120 80 30 5000 2000 1000 120 80 30
g/m3
SOx = 100 ?
No project Polluted area, max. from a project 100 t/day Unpolluted area, max. from a project 500 t/day
g/m3
SOx < 50 ?
g/m3
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 exceed 100 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 s of 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.
[edit] Fuels
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 Fuel Specifications 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. Indian gasoline specifications: Table Serial No. 1 2 Bharat Characteristics Density 15 0 C Distillation Unit Kg/m3 Stage II Stage III Stage IV 710720-775 720-775 770 Bharat Bharat
%Volume a) Recovery up to 70 0 C(E70) %Volume b) Recovery up to 100 0 C (E100) %Volume c) Recovery up to 180 0 C (E180) 3 d) Recovery up to 150 0 C (E150)
0
e) Final Boiling Point (FBP), Max f) Residue Max 4 5 Research Octane Number (RON), Min Anti Knock Index (AKI)/ MON, Min
(AKI) % 6 7 8 Sulphur, Total, Max Lead Content(as Pb), Max Reid Vapour Pressure (RVP), Max Benzene, Content, Max a) For Metros Volume b) For the rest % 10 Olefin content, Max Volume % 11 Aromatic Content, Max Volume Indian diesel specifications: Table S. No Characteristic BSII BSIII BSIV 3 0 1 Density Kg/m 15 C 820-800 820-845 820-845 2 Sulphur Content mg/kg max 500 350 50 3(a) Cetane Number minimum and / or 48 51 51 3(b) Cetane Index or 46 and 46 and 46 4 Polycyclic Aromatic Hydrocarbon 11 11 5 mass g/l Kpa % 9 3 0.05 0.013 35-60 -
21
21
42
35
(a) Reco. Min. At 350 0 C (b) Reco. Min. At 370 0C (c) 95%Vol Reco at 0o C max
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 S. No. Characteristics Requirement Method of Test, ref to Other Methods (1) i. (2) Density at 15 C, kg/m3 (3) 860-900 (4) ISO 3675 ISO 12185 ASTM ISO 3104 P:21 ASTM D 5453 ASTM D 4530ISO 10370 ISO 6245 ASTM D 2709 ISO 3733 ISO 6296 EN 12662 ISO 2160 ISO 5156 [P:] of IS 1448 (5) P:16/ P:32 P:25 P:83 P:4 P:40
Kinematic Viscosity at 40 C, cSt Flash point (PMCC) C, min Sulphur, mg/kg max. Carbon residue (Ramsbottom) *,% by mass, max Sulfated ash, % by mass, max Water content, mg/kg, max
viii ix x xi
Total contamination, mg/kg, max. Cu corrosion, 3 hrs at 50 C, max Cetane No., min Acid value, mg KOH/g, max
24 1 51 0.50
Methanol @, % by mass, max Ethanol, @@ % by mass, max Ester content, % by mass, min Free Glycerol, % by mass, max Total Glycerol, % by mass, max Phosphorus, mg/kg, max Sodium & Potassium, mg/kg, max
xix Calcium and Magnesium, mg/kg, max To report xx Iodine value To report xxi Oxidation stability, at 110 C hrs, min 6 * 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
EN 14110 EN 14103 ASTM D 6584 ASTM D 6584 ASTMD 4951 EN 14108 & EN 14109 EN 14104 EN 14112
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.[14]
To provide technical clarification and interpretation of the Central Motor Vehicles Rules having technical bearing, to MoRT&H, as and when so desired. To recommend to the Government the International/ foreign standards which can be used in lieu of 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.
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.
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.