© 2019 IJRAR May 2019, Volume 6, Issue 2 www.ijrar.

org (E-ISSN 2348-1269, P- ISSN 2349-5138)

History of Emission standards in India – A Critical

review
1
Elavarasan.G, 2Kannan.M, 3Karthikeyan.D
1
Research Scholar, 2Assistant Professor, 3Assistant Professor
1
Mechanical Engineering,
1
Annamalai University, Chidambaram, India

Abstract : Currently, there are more than 1.2 billion automobiles present in the road which are the basic sources of pollution that result
in serious damage to the environment. So, it is necessary to monitor and regulate the various emissions of Automobile. It is noted that
the certain harmful gases were formed as a byproduct due to the variation in the engine combustion process and were released to the
atmosphere through the exhaust pipe causes serious effect to the human health; they were Hydrocarbons (HC), Nitrogen Oxides (NO),
Carbon monoxide (CO) & Particulate Matter (PM). Apart from these byproducts, as a result of perfect combustion Carbon Dioxide is
produced in the engines and this is one of the major greenhouse gases which lead to global warming. To control the release of these
harmful exhaust gases into the environment various countries have initiated and implemented different pollution standards to the
Automobile manufacturers according to the vehicle type in order to keep the air quality clean. For example, Environmental Protection
Agency (EPA) in United States government, European Union Research Organization (EURO) in Europe has framed strict rules for the
vehicles to limit the toxic exhaust emissions releasing into the environment. By taking EURO emission standard as reference Central
Pollution Control Board in India has implemented Bharat emission standards and it is updating its regulation in regular interval of time.
In this paper, a complete review of various stages of Bharat emission standards and the reason for making the emission rules and
regulations stringent in recent times were discussed in this paper.

IndexTerms - Emission standards, Bharat stage, BS VI emission, Indian emission norms.

I. INTRODUCTION
Automobiles are one of the major contributors of air pollution because of its toxic exhaust gases Hydrocarbon(HC), Carbon
Monoxide(CO), Nitrogen Oxides(NOX) from Spark Ignition(SI) engine and Particulate matter(PM) in addition to those in case of
Compression Ignition(CI) engine because of the non-homogeneous air fuel mixture and the less duration for oxidation of the
combustion products. The Nitrogen di Oxide (NO2) emission is very negligible in case of direct injection gasoline engine but very high
in case of diesel engine, Likewise CO and HC emissions will be more in the SI engines compared to CI engines[1]. The formation of
Nitrogen oxides and its consumption in combustion were clearly discussed by Hill S.C and Smoot L.D[2]. The formation of soot
emissions in Diesel fuelled engines were explained by Pickett, L.M and Siebers, D.L using micro orifices[3]. NOx and PM were
considered as the source of pollution to the environment and because of its series effect the emission standards for these two were made
stringent year by year[4]. Emissions have to be controlled only in the following three stages, First is pre-treatment process like Exhaust
gas recirculation(EGR) process which is used to control the NO X emissions and supercharger or turbocharger for increasing the inlet
temperature for reducing HC and CO emissions, second is the treatment in cylinder modifications like varying compression ratio,
Injection pressure etc., and the third is the post treatment process like Three way catalytic convertor for increasing the oxidation process
of CO and HC into Carbon di Oxide(CO 2) and Water vapor (H2O) and the reduction process of NOX into Nitrogen (N2) and Oxygen
(O2). The limiting of the harmful exhaust emissions from an automobiles and its effect on the powertrain design , the changes that have
to be made on the post treatment techniques, and the quality of the fuel were discussed by Bielaczyc, P et al,[5]. These harmful exhaust
gasses can cause short term as well as long term health effects when inhaled by human beings like when carbon monoxide was inhaled
it can cause damage to brain and central nervous system, Nitrogen dioxide can cause adverse change in the cell structure of lung wall
and so on. As the population of the automobiles keeps on increasing day by day the pollution from it is also increasing which decreases
the air quality which increases the risk of heart disease, stroke, lung cancer and chronic and acute respiratory diseases including asthma.
It has been found that 97% of cities (having population of more than 1 lakh) that belongs to the low and middle income countries have
exceeded the world health organization’s (WHO) air quality guidelines[6], and this makes the government of various countries to step
forward to stringent the emission standards in order to keep their environment clean. According to WHO air quality database 2018, it
has been observed that the East Mediterranean Region is experiencing the worst air quality of 167 PM 10(size less than 10 µm) µg/m3
and the least was observed in the Europe of about 22 PM10 µg/m3, India has the air quality standard of about 94 PM 10 µg/m3[6]. The
implementation of “BHARAT STAGE” (BS) emission standards in India and the current emission standard that is in practice and the
reasons to make the rules more stringent in emission standards of India were discussed in this paper. Johnson.T have summarized the
major implementations in the vehicle emission standards from the year 2015 including that the many countries like India, China and
Beijing were shifting towards EURO 6 emission standards[7]. Minimizing of the emissions of CO, NOx, HC and PM towards the
EURO 6 and other advanced emission standards have become the major priority for the largest automotive sectors like Europe, Japan,
China, India etc.[8]

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II. HISTORY OF EMISSION STANDARDS
The adverse reaction between unburned HC and NOx was the main reason of formation of photochemical smog and it was initially
demonstrated by Prof.A.J.Haagen smit in the year 1952[9]. Followed by this demonstration, In 1965 the first emission standards were
set in California[10] and in 1968 it was implemented to all over United States of America(USA). In 1970, the emission standards were
set up in European countries and In 1974, the oxidation catalyst were required by the USA for meeting the emission standards which
results for the introduction of three way catalytic convertor in the production cars from 1981. This leads to the development of various
post treatment methods and design modifications to reduce the toxic emission. The EURO emission standards that were adopted in the
European countries and Tier Emission standards were adopted in USA. The Air (prevention and control of pollution) Act was initially
enacted to regulate the air pollution in 1981[11] and the Environment (Protection) Act of 1986 by the government of India paved the
way to regulate the motor vehicle emission in India. Followed by this India have initiated to follow certain emission standards through
the Motor vehicles act of 1988, which allows the government to implement the emission standards[12]. Emission standards for petrol
vehicles from 1991 and for diesel vehicles from 1992 and started to follow EURO emission standards as a reference from the year
2000[13]. The Auto fuel policy of 2003 have described about the timeline for the implementation of the various stages of emission
standards in all over India and the implementation of emission standards in selected cities and the rest of the country.The Indian
emission standard India 2000 (BS I) is taken from EURO 1 emission standards as a reference, BS II from EURO II, BS III from EURO
III, BS IV from EURO IV, BS V from EURO V and BS VI from EURO VI. The supreme court of India have ordered to stop the selling
of BS-IV vehicle by the end of March 2020 and planning to implement BS-VI emission standards nationwide from April, 2020[14],
[15]. The emission standard value of various categories of were discussed in this journal based upon the values provided in the Central
Pollution Control Board, Ministry of Environment forest and climate change, Government of India [16] and Emission standards, India
from Dieselnet[13]. The major emissions like CO,HC,NOx and PM data were collectively compiled and the graphs were generated for
the understanding purpose, However, the other exhaust emissions like sulphur, Ozone, benzene and soot formation in the Gasoline
Direct Injection(GDI) were not discussed in this paper. The CO 2 formation as a result of perfect combustion is also a major greenhouse
gas that has to be reduced from the automobiles and also the amount of fuel consumption should also be reduced[17].

III. EMISSION STANDARDS IMPLEMENTATIONS IN INDIA

Table 1 shows the history of emission standards implementation in various stages in India. As both the state and central
government have to cooperate for the implementation of the emission standards and also the necessity in the various regions of the
country the emission standards were implemented in various stages. Initially the emission standards were implemented for gasoline
vehicles from 1991 and for diesel vehicles in 1992 . Later from the year 2000 India have started to follow the EURO emission
standards, and Bharat Stage I (EURO 1) emission standard was implemented nationwide from the same year. BS II emission standard
emission standard were implemented in three stages from 2001 to 2005 and BS III emission standards were implemented in two stages
from 2005 to 2010 in order to cover whole nation. The National auto fuel policy 2003 have framed out the road map for the
implementation of BS IV type emission standards upto the year 2010 and later the auto fuel policy was updated by Mr.Prahlal
Joshi,chairman , the standing committee on Petroleum and Natural gas on May,2015 to made the recommendations to implement the
emission standards up to the year 2025[18]. The BS V emission standards were initially proposed to implement from the year 2015.
Because of the updated Auto fuel vision policy and poor air quality in India especially in the National Capital Region (NCR), Gwalior
in India accounts for 176µg/m3 of PM and it is known that the PM level of more than 36 µg/m3 will have high risk of mortality [19].

Table.1 History of emission standards implementation in India

Standard Date Implemented Region

BS-I 2000 Nationwide
BS-II 2001 NCR*, Mumbai, Kolkata, Chennai
BS-II 2003.04 NCR*, 11 cities#
BS-II 2005.04 Nationwide
BS-III 2005.04 NCR*, 11 cities#
BS-III 2010.04 Nationwide
BS-IV 2010.04 NCR*, 13 cities^
Above plus 29 cities mainly in the states of
BS-IV 2015.07 Haryana, Uttar Pradesh, Rajasthan and Maharastra
North India plus bordering districts of Rajasthan (9
BS-IV 2015.1 States)
Western India plus parts of South and East India (10
BS-IV 2016.04 States and Territories)
BS-IV 2017.04 Nationwide
BS-V Skipped Skipped Nationwide
BS-VI 2020.04 Nationwide

The symbol * in the table.1 indicates the National Capital Region (Delhi), the symbol # indicates regions Mumbai, Kolkata, Chennai,
Bangalore, Hyderabad, Secunderabad, Ahmedabad, Pune, Surat, Kanpur and Agra and the symbol ^ indicates the above mentioned
cities plus Solapur and Lucknow.

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3.1. Emission standards for passenger cars
As the passenger car segments were running in large numbers in the road compared to the commercial vehicles it is necessary to
monitor the emission standards for these vehicles. Fig. 1, 2, 3 & 4 shows the maximum allowable emissions for passenger cars in India.
It shows that there is a massive decrease in the emission standards from 1990’s to 2020 emission standards.

From the Fig.1, It is clear that the CO emission standards were initially recommended of about 27.1g/km in 1991 and 12.4 g/km in the
year 1996 and later the value was reduced upto 1g/km in BS VI emission standards

Figure.1 Maximum Allowable CO emission in gram/kilometer from passenger cars powered by petrol according to various emission
standards of India

From the Fig.2, It is clear that the CO emission from diesel powered vehicles were initially recommended as 17.3g/km in 1991 and a
major decrease is observed in 1996 of about 5g/km. The recommended value of BS VI emission standard is 0.5g/km.

Figure.2 Maximum Allowable CO emission in gram/kilometer from passenger cars powered by diesel, according to various emission
standards of India

From the Fig.3, In the early 1991 norms Only HC emission was considered to regularize, NOx emissions were not considered by the
government to regularize, but in 1996 NOx was also considered for reduction. It is also seen from the graph that the emission standards
of HC+NOX were constantly reduced from 4.36g/km in 1996 to 0.128g/km in BS VI emission standards.

Figure 3. Maximum Allowable combined HC+NOx emission in gram/kilometer from passenger cars powered by petrol, according to
various emission standards of India

From the Fig.4, It is clear from the graph that for the HC+NOx emission standards, the initial recommended value was 2.7g/km in
1992 and the upcoming BS VI recommended value was only 0.17g/km. The graph also shows that there is the strictness in the amount
of allowable emission from the vehicles.

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Figure 4. Maximum Allowable combined HC+NOx emission in gram/kilometer from passenger cars powered by diesel, according to
various emission standards of India
3.2. Emission standards for Heavy Diesel Vehicles
The operating variables in the diesel engines is also responsible for the various emission formation and this was clearly explained by
Cenk Sayinet al,[20]. Diesel engines are known for their high torque and also the diesel engine will have the maximum efficiency while
working in the full load conditions. Because of this diesel engines are suitable for the heavy duty vehicles like trucks and busses. As the
engine is large the amount of fuel consumption is higher which leads to the various kind of efficiency, especially the PM and NOX
emissions will be higher in diesel engine vehicles compared to petrol engine powered vehicles. The various emissions from the Heavy
Diesel Vehicles and its maximum allowable limits were shown in the figures 5,6 & 7.

From the Fig.5, It is clear that the maximum allowable CO emission from Heavy diesel vehicles were constantly reduced from
14g/kwhr in 1991 Norms, and 4.5g/kwhr in BS I emission standard and later it was reduced to 1.5g/kwhr in BS VI norms.

Figure 5 Maximum Allowable CO emission in gram/kilowatt-hour from Heavy Diesel Vehicles according to various emission
standards of India

From the Fig.6, It is clear that the maximum allowable HC emission from Heavy diesel vehicles were constantly reduced from
18g/kwhr in 1991 to 0.46g/kwhr in BS VI emission standards. Also the maximum allowable NOx emission from Heavy diesel vehicles
was constantly reduced from 3.5g/kwhr in 1991 to 0.16g/kwhr in BS VI emission standards. The graph also shows that there is a
stringent rule in the amount of allowable emission from the vehicles.

Figure.6 Maximum Allowable HC & NOx emission in gram/kilowatt-hour from Heavy diesel vehicles according to various emission
standards of India

It has been found that when PM emission was inhaled along with atmospheric air during breathing process, it will cause serious of
problems like asthma, acute respiratory infection and conjunctivitis [21] to the human beings. From the Fig.7, It is clear that the
maximum allowable PM emission from Heavy diesel vehicles were constantly tightened from 0.36g/kwhr in 1991 to 0.01g/kwhr in BS
VI emission standards. It is because of the adverse effect of PM in the environment.

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Figure.7 Maximum Allowable PM emission in gram/kilowatt-hour from Heavy diesel vehicles according to various emission standards
of India
3.3. Emission standards for 2 & 3 Wheeled Veehicles
The emission standard for 2 and 3 wheeled vehicles were initially implemented in the year 1991 for 2 wheel gasoline and diesel
powered vehicles and 3 wheel gasoline and diesel powered vehicles. The new emission standard BS VI will be implemented from April
2020. As it is not possible to equip after treatment devices like catalytic convertors in these type of vehicles, most of the changes were
done in the combustion process and pre-treatment techniques to reduce the engine emissions. However for the 2 wheeled vehicles
operating under GDI conditions a certain amount of PM will be generated by the engine and the maximum limits for that PM is
4.5mg/km and for Non Methane Particulate Matter is 68mg/km.

Fig.8 shows tightening of emission standards from the initial stage to the upcoming emission standards, CO emission is also a major
source of pollutant to the environment, From the figure.8 it is clear that, the emission standards were regularly checked from the
beginning value of about 30g/km in 1991 norms to 4.5 g/km in 1996 norms and the proposed value for the upcoming BS VI emission
standard is 1g/km.

Figure.8 Maximum Allowable CO emission in gram/kilometer from 2 wheeled gasoline powered vehicles according to various
emission standards of India

Fig.9 shows that the CO emission for gasoline powered 3 wheeled vehicles is also checked properly from the starting value of about
30g/km in 1991 norms to the upcoming recommended value of 0.44g/km in BS VI emission standards.

Figure.9 Maximum Allowable CO emission in gram/kilometer from 3 wheeled gasoline powered vehicles according to various
emission standards of India

Fig.10 shows the maximum allowable emission of HC and NOX emission from the gasoline powered 2 wheeled vehicles. It
observed from the figure that the regulations were only considered for HC emission only during the 1991 emission norms of about
12g/km and later NOX emissions were also considered to regulate along with HC emissions in 1996 for about 3.6g/km(combined) and
for the BS VI emission standards it is 0.16g/km.

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Figure.10 Maximum Allowable HC+NOX emission in gram/kilometer from 2 wheeled gasoline powered vehicles according to various
emission standards of India

From the Fig.11, The 1991 emission norms were only for HC of about 12g/km and later in 1996 emission norms after including the
NOX emissions it is only allowed for about 5.4g/km and for the upcoming BS VI emission standards it is fixed the value to follow is
0.435g/km.

Figure.11 Maximum Allowable HC+NOX emission in gram/kilometer from 3 wheeled gasoline powered vehicles according to various
emission standards of India

The Fig.12 shows the maximum allowable HC,CO & NOX emissions for the 2 and 3 wheeled vehicles powered by diesel engines.
The emission limits given for CO,HC+NOX and PM in BS II was 1g/km.0.85g/km and 0.1g/km respectively for both diesel powered 2
wheeled and 3wheeled vehicles but the value of CO,HC+NOX and PM given for the upcoming BS VI emission standards that will be
in effective from April, 2020 were 0.5g/km,0.19g/km and 0.045g/km respectively for 2 wheeled diesel powered vehicles and
0.22g/km, o.2g/km and 0.025 respectively for 3 wheeled diesel powered vehicles. For both the vehicles the emission norms were made
stringent.

Figure.12 Maximum Allowable emission in gram/kilometer from 2 and 3 wheeled diesel powered vehicles according to various
emission standards of India

IV. SHIFTING TO STRICT EMISSION STANDARDS

The air quality has also become a important political agenda of the country in order to keep the environment clean and this also have
become a great challenge for the automobile manufacturers to meet the new emission standards framed by the government[22]. There
are many ways that the emission from the diesel engines are formed and technologies were developed for its control to meet the
required emission standards[23]. There are different testing procedures for the various running conditions of the vehicle were followed
by various countries for the calculating the vehicle exhaust emissions [24]-[27] The government of India has the air quality standards

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for various pollutant, For example the ambient level of NO 2 in the residential area should be 80µg/m3, PM10 it should be less than
100µg/m3 and for CO it is 4mg/m3[28]. The automobile manufacturers must concentrate on the reducing of such harmful emissions
with the new technologies, the existing technologies like the On Board Diagnosis, 3-way Catalytic Convertor, Diesel Particulate Filter,
Charcoal Canister etc. should be properly installed in all the vehicles and should be serviced properly in regular intervals by the
Automobile manufacturers. The use of alternative fuels like Compressed Natural Gas, Non-Edible Oils[29], [30] and Liquefied
Petroleum Gas[31]-[33] has also become the immediate solution for the pollution problem. Most of the cities in India have already
crossed the safety air quality standards recommended by the WHO[34], It is necessary to maintain the clean air quality in the
environment for the betterment of all living beings.

V. CONCLUSION
Harmful emissions were released to the environment from various sources, among these the Automobiles are the major contributors of
releasing toxic gases into the atmosphere. It is necessary to regularize the automobile emission standards in a certain time interval
regularly and stringent the rules for maximum allowable harmful emissions from it. As India is one of the largest automobile markets in
the world the the air quality of the environment was affected continuously because of the large number of automobiles. So, it is
necessary to monitor and implement strict rules like BS VI emission standards for the automobile emissions to keep the environment
pollution under control.

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