euro and bharat stage emission norms

8/10/2019 Euro and Bharat Stage Emission Norms

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University of LucknowDepartment of Business

Administration

Euro & Bharat Stage Emission Norms

Environment & Management Assignment


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I take this opportunity with much pleasure to thank all the people who havehelped me in the preparation of this assignment. I sincerely thank myEnvironment and Management Lecturer Dr. Ajai Prakash for his guidance,help and motivation. Apart from my subject of my study, I learnt a lot from him,which I am sure will be useful in different stages of my life.

This assignment would not have been possible without the confidence,endurance and support of my family. My family has always been a source ofinspiration and encouragement. I wish to thank my parents, whose love, teachingsand support helped me a lot in the preparation of this assignment.

Krishna PrasadMBA 1 st Semester

Section ADepartment of business Administration

University of Lucknow


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IndexS. No Contents Page no

1 Introduction 4

2 Euro Emissions 6

3 Bharat Stage Norms 10

4Emission Norms in India 11

5 History of Emission Norms in India 13

6 Fuel Technology 15

7 Article from The Business Line 18

8 Article from The Times of India 20

9 References 21

10 Bibliography 22


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(Euro and Bharat Stage Emission Norms)

Introduction

India's ongoing population explosion has placed great strain on thecountry's environment. This rapidly growing population, along with a movetoward urbanization and industrialization, has placed significant pressure onIndia's infrastructure and its natural resources. Deforestation, soil erosion, water

pollution and land degradation continue to worsen and are hindering economicIndia's booming metropolises are straining the limits of municipal services andcausing serious air pollution problems.

The Environment Protection Act was passed in 1986, creating the Ministryof Environment and Forests (MoEF) and strengthening India's commitment to theenvironment, which was enshrined in the 42nd amendment to country'sconstitution in 1976. Under the 1986 Environmental Protection Act, the MoEF istasked with the overall responsibility for administering and enforcingenvironmental laws and policies. The MoEF established the importance ofintegrating environmental strategies into any development plan for the country.

Nevertheless, despite a greater commitment by the Indian government to protect public health, forests and wildlife, policies geared to develop the country'seconomy have taken precedence in the last 20 years. While industrialdevelopment has contributed significantly to economic growth in India, it hasdone so by degrading the environment.

Not only is industrial pollution increasing public health risks, butabatement efforts also are consuming a significant portion of India's grossdomestic product (GDP). As such, one of MoEF's main responsibilities continuesto be the reduction of pollution. To control pollution, especially in urban areas,the Govt. has taken following action for the Industrial Sector.

Closure of polluting industries after due warnings to remedy the situation. Shifting of polluting industries to less polluted locations. Carrying capacity

based development planning. Declaration of air pollution control areas by state governments? Industrial zoning followed by Industrial Complexes, for pollution

prevention and reuse of wastes.

As far as transport sector is concerned, emissions all over the country from18 million on-road vehicles in 1989 totalled 26,000 tons per day (TPD), whichincreased to around 63,000 TPD from 49 million vehicles by the end of 2001 andis expected to increase to around 85,000 TPD by 2005. Therefore, exhaust

emission control has become a matter of paramount importance. The initiativestaken so far cover:


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Phased switchover from leaded to unleaded petrol beginning in 1995initially in the metro cities. Only unleaded petrol is supplied in all retailoutlets of the entire country effective 01.02.2000

Introduction of Vehicular Pollution Checks of all vehicles on the roads inthe metropolitan cities coupled with phasing out of old vehicles andreplacement of two stroke engines.

Improved engine efficiency coupled with use of catalytic converters in newvehicles.

Earlier a Supreme Court directive had stipulated the adoption of Euro-I andEuro II emission norms in a time bound manner.

In consultation with the Ministry of Environment & Forests (MoEF), theMinistry of Surface Transport (MoST) vide GSR 77(E) dated 31.01.2000had notified more stringent emission standards known as Bharat Stage-II

similar to Euro-II emission standards for registration of Motor cars andother Four-wheeler Passenger Vehicles with Gross Vehicle Weight (GVW)equal or less than 3500 Kg, which should confirm to Euro-II emissionnorms by 01.04.2000 in the National Capital Region.

Introduction of low- sulphur diesel and low benzene gasoline in a phasedmanner along with promotion of alternative fuels like Compressed NaturalGas (CNG).

The Ministry of Surface Transport also constituted a committee, vide itsorder dated 19.01.2000, to work out a phased time table, for introductionof fuel with 0.05% (max.) sulphur content throughout the country to enablethe stipulation of Bharat-II emission standards for registration of newvehicles throughout the country.


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Euro Emissions Standards for Cars Fuel exhausts have an impact on air quality and human health, especially

in urban areas where traffic is dense. To reduce this impact, the EU is preparingto impose stricter emissions limits on both diesel and petrol cars, limiting in

particular nitrogen oxides (NOx) and particulate matter (PM) which pose the mostserious health problems. With the next generation of standards for cars (knownas Euro 5) recently drafted and set to enter into force as early as mid-2008, somemember states including France and Germany are already pressing ahead withmeasures of their own.

Europe concentrates on cars as they have very small number of twowheelers and 3 wheelers which are now rare. The above proposed EuropeanUnion stricter emissions limits alone wont do much t o check air pollution. InIndia, the Supreme Courts order disallowing registration of all private non -

commercial vehicles in the National Capital Region (NCR) failing to conform toEuro II fuel emission norms from 1st April 2000 was the revival of public debateon the need for an environment-friendly and sustainable transport network incities. This would meant that any new four wheeled petrol driven passengervehicle to be registered after 31st March 2000 in the NCR would have to meetmass emission norms which were 2 to 3 times more stringent than the current

permissible carbon monoxide emissions depending upon the reference weight ofthe vehicle. The corresponding tightening of norms for hydrocarbons andnitrogen oxides together was to be about 3 to 4 times. Similarly, for new fourwheeled diesel passenger vehicles the new carbon monoxide emission norms was1.2 to 2 times more stringent compared to its present levels, correspondingly fornitrogen oxides, the new range was 2 to 2.4 times stricter; and for particulate,though currently there were no mass emission norms, but from April 2000 therange became from 0.14 to 0.25 gm/km depending upon the reference weight ofthe vehicle.

This order had shaken car manufacturers, which was evident from some oftheir statements that they would try to meet the Euro II norms before the originaldeadline of 1st April 2005 set by the apex court. The irony is that many of thesemanufacturers were capable of producing vehicles that adhere to the Euro IInorms. Their foreign promoters were, in fact, manufacturing and selling only suchvehicles in other countries, which met the Euro II standards. Why did not thesecompanies adopt the Euro II norms for vehicles produced in India as well? Whenthey were forced to follow the stringent norms, they were indirectly admittingthat meeting these norms was indeed possible before the original deadline; theIndian customers would not be very pleased with them. The other logical questionwas why limit the enforcement of Euro II norms only in the NCR? The pollutioncaused by automobiles was getting worse in other cities, too. Should we wait toact similarly in other cities till they reach the levels of pollution that was in Delhi?In fact, this was a right time to file a petition to the Supreme Court for extensionof Euro II emission norms to other metropolitan cities in the country. However,


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it was not enough to just ensure that the new vehicles, all over the country andwherever they were registered adhered to the Euro II norms.

I ntroduction of Eur o standard

Poor air quality leads to health problems such as respiratory and

cardiovascular disease. To preserve air quality, cars must meet certain standardsfor exhaust emissions before they can be approved for sale. Successive 'Euro'emission standards for passenger cars and light vehicles were initiated in the EUin 1993. They have already helped achieve considerable reduction in air pollutionfrom cars, for example by forcing carmakers to fit catalyst filters to exhaust pipes.Heavy-duty trucks and buses, off-road diesel vehicles and motorcycles are subjectto separate emissions regulations. The negative health and environmental effectsof air pollution are to be tackled by the Commission in a forthcoming strategydue by mid-2005. This so-called thematic strategy on air pollution will be adopted

as part of the 6th environmental action programme and its related Clean Air forEurope (CAFE) programme launched in 2001 (see EurActiv Links Dossier on the6th EAP).The first Indian emission regulations were idle emission limits which becameeffective in 1989. These idle emission regulations were soon replaced by massemission limits for both gasoline (1991) and diesel (1992) vehicles, which weregradually tightened during the 1990s. Since the year 20 00, India started adoptingEuropean emission and fuel regulations for four-wheeled light-duty and heavy-duty vehicles. Indian own emission regulations were prescribed for two and three-wheeled vehicles.Though the Govt. is keen to catch up with the developed world as far as the air

pollution from automobiles is concerned, the following factors are hindering proper implementation of exhaust emission (Euro) Norms:

1. A set of lacunae exists in the pollution control and implementation of Euronorms in India.

2. The standards have not been implemented for the entire country. Thegovernment has not given any rational reason for not adopting thesestandards for the whole nation.

3. The issue of pollution by the existing fleet of old technology vehicles stillremains. Estimates show that 70 per cent of the cars are from the

precatalytic converter era. It is established that the catalytic converterssubstantially reduce emissions of carbon monoxide and hydrocarbons.

4. The current set of diesel vehicles on our roads emits inordinate amounts of particulate matter, NOx and sulphur dioxide. Of highest concern are thefine, respirable particles of sizes 10 and 2.5 microns (PM10 and PM2.5)which are highly carcinogenic and carry toxic heavy metals with them. It


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is time the government set standards to particularly address PM10 andPM2.5 emissions. The answer may lie in control technologies such as

particulate traps, oxidation catalysts, and NOx catalytic controls.

5. The poor maintenance of vehicles. There is a tendency for vehicles to pollute more as they get older. Solution could lie in mandatory periodic

fitness certification for all such vehicles. A rigorous maintenance schedule by the owner and genuine certification by authorised service stations would be the key elements of any such effort.

6. The Motor Vehicles Act of 1988 and the Central Motor Vehicles Rules of1989 place no limit on the age of vehicles plying on the road. They alsolack any provision that addresses the scrapping of old commercial vehicles.The same is being challenged in courts of law. Even with the best ofmaintenance standards, the older vehicles may still cause an unacceptable

level of pollution.

7. The courts direct ives do not apply to old personalised vehicles.

8. The crucial role of oil refineries in improving air quality cannot beoverstated. Fuel adulteration is rampant. For vehicles to conform to Euronorms, it is imperative that petrol and diesel adhere to specific fuel

properties. The oil refineries still produce diesel with relatively high levelsof sulphur though production and use of leaded petrol has stopped.

Unless the above stated hindrances are overcome, the race against air pollutionwill be lost even before getting started.

Who Pollutes the Ai r?

Air pollution is the outcome of unsustainable economic activities of production and consumption. Burning of fossil and bio-fuels, industrial processesand running of vehicles in the transport sector- all contribute heavily to air

pollution. Nearly 62 per cent of Indian power generation is from coal firedthermal power plants and 70 per cent of the coal produced every year in India has

been used for thermal power generation. Although, most of the Indian coal haslow sulphur content, burning of coal has been the source of serious environmental

problems including the emission of CO2, NOx, fly-ash etc. It is reported that thetransport sector contributed most of the pollution load (27 per cent NOx, 74 percent carbon monoxide [CO], 11 per cent volatile organic compound and 100 percent lead in urban areas.

The vehicular pollution is caused because of the following factors:

Many vehicles are in poor condition, creating more particulates and burning fuel inefficiently.


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Lower quality fuel is used, leading to the emissions of far greater quantitiesof pollutants.

Motor vehicles are concentrated in a few large cities. There is a lack of public transport and travel demand management. Bad road conditions and poor infrastructure

As of June 30, 2000, the Central Pollution Control Board (CPCB) identified atotal of 1551 medium and large industrial units under the seventeen highly

polluting industrial sectors. Of these about 77 per cent are predominantly water polluting, 15 percent predominantly air polluting and the remaining 8 per cent ofthe industries are potentially both air and water polluting. Out of 1551 units, 1324have provided the requisite pollution control facilities, 165 units have closed and62 units are defaulting. Air pollution causes many health problems, hinderseconomic productivity, damages material property and causes ecologicalchanges.


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Bharat Stage Norms In the earlier days of development of automobiles, the main issue was to

get the car moving in the fastest and safest manner. With globalization andimproved economic conditions, there has been a huge increase in number of cars

and other vehicles coming out of manufacturing plants. With increase in numberof vehicles, the amount of exhaust gasses emitted is also increasing exponentially,thus having significant influence exponentially, and thus having significantinfluence on the environment. If this is not controlled, companies may sacrificethe environment structurally. It is for this reason that Governments across theworld have implemented emission standards to ensure that companies ensure thatemissions are not too much. In India, these standards have been captured underthe name of Bharat Stage, BS for short.

First, it is important to know the contents of exhaust gases and necessity of

controlling it before knowing how the Government has decided on implementingdifferent Emission norms.

Exhaust F umes

Emission control on cars and trucks have one purpose i.e. to reduce amountof pollutants and environmentally damaging substances released by vehicles. Theconsequences of pollutants are dangerous. The air we breathe and water we drinkmay become contaminated with chemicals that adversely affect our health.

Initially, during the development of automobiles not much attention wasgiven to emissions. However, this changed when winter day in England, smogwas spotted. In simple words, SMOG is the name given to the combination ofFOG and Smoke, thus standing for dirty air.

However, smog not only appears as dirty air, it is also an irritant to a persons eyes, nose, and throat. The key elements in smog are Hydro -carbons, NOx (oxides of nitrogen) and Sulphur-oxides. These particles react with eachother and cause polluting smog.

Poll utants in Automotive exhaust fumes

The main automotive pollutants Hydro-carbon, Carbon monoxide, andOxides of nitrogen emissions are also present in engine exhaust fumes. Theseemissions are caused by different reasons.

Hydro-carbon emissions are caused largely by unburned fuel fromcombustion chambers, and can also originate from evaporative sources such as a

petrol tank. CO emissions are a by-product of combustion process and they resultfrom incorrect air/fuel mixtures. NOx emissions are caused when cylindertemperatures exceed 1371 degree centigrade; in this case, nitrogen and oxygencombine to form NOx.


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All these components are harmful in their own way and thus are subject togovernment scrutiny.

Emission Norms in India It was in 1991 that first time emission norms were introduced in India for

petrol cars; diesel cars followed in 1992. From then onwards, new carsmanufactured in India had to adhere to these standards; their exhaust fumes couldnot contain more than specified quantity of pollutants.

These standards were compounded with the implementation of mandatorycatalytic converters in 1995 for the 4 Metro cities, thus reducing pollution further.

From 2000, India introduced stricter Emission standards modelled on theEuropean ones. This meant the birth of Bharat Norms, with the first set of norms

known as Bharat Stage II, followed by BS III, and BS IV (BS I was the earlier,Indian standard).

The tables given below give details of Emission norms at different stagesand area of implementation. Here we are focusing on petrol engines, but dieselengines have similar norms also. Interestingly, you will see that initially HC and

NOx were considered in one category.

Emissions Testing

Given the norms, obviously the government needs to have methods to test theexhaust fumes also. For this purpose a gas analyser is used. A typical exhaust gasanalyser has a long sample hose with a probe at the end of hose. The probe isinserted to the veh icles tailpipe. When the analyser is turned on, an internal pumpmoves an exhaust sample from tail pipe through the sample hose and the analyser.A water trap and filter in the hose removes moisture and carbon particles.

The pump forces an exhaust sample through a sample cell in the analyser. In thesample cell, a beam of infra-red light passes through the exhaust sample. Usinglight spectrograph, the analyser then determines the quantities of HC and CO (ifthe analyser is a two gas analyser) or HC, CO, C O2 and O2 if its a four gasanalyser. Some analysers called five gas analysers can also measure NOX. Nearlyall analysers currently used are four or five gas machines. Most of gas analysersmeasure the gases in percentages or parts per million.

The Maximum limits for the measures gases are seer by government for particularvehicle as mentioned in tables above.


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Norms Applied to Fuels

Besides norms applied to exhaust fumes (and hence the cars engineering), fuelsare also subject to certain rules. In India, the Ministry of Environment and Forestnotified fuel specifications. Herein maximum limits for critical ingredients (like

benzene) have been specified for engine fuel.

Automotive Engineer ing and Emission Norms

Given engine norms, auto manufactures need to do adaptations in theirengineering to achieve these norms.

While a discussion on this will be very technical, here are some points thatmanufacturers will focus on:

- Temperature in the cylinder as this affects completeness of combustion

- Recirculating exhaust fumes

- Better catalytic technology

- Changes in proportions of fuel and air

At some points, introducing more expensive technology in order to comply withstricter norms will not make sense to manufacturers. It is for this reason that wehave seen localized phase out of certain models, such as the Maruti 800.

Non Structural Emission I nf luences

Besides changes in auto engineering structure, emissions can also vary across carsfor situational reasons. The below is an analysis of this variation, listing certainreasons for changes in emissions.

Excessive H C emissions may be caused by

Ignition system misfiring Improper ignition timing Excessively lean or rich air/Fuel ratio Low cylinder compression Defective valves, guides, or filters Defective rings, pistons or cylinders


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Vacuum leaksAll these issues lead to incomplete combustion, thus releasing HC into the air.

Excessive CO emi ssions are caused by

Rich air/fuel mixtures Dirty air filter Faulty injectors Higher than normal fuel pressures Defective system input sensor

Excessive H C and CO emi ssions caused by

Plugged Positive Crank case Ventilation system (PCV system) Excessively rich air/Fuel ratio Stuck open heat riser valve AIR pump inoperative or disconnected Engine oil diluted with gasoline

H igher than normal NOX emissions may be caused by

An overheated engine Lean air/fuel mixtures Vacuum leaks Over advanced ignition timing Defective EGR system

THE PARAMETERS DETERMINING EMISSION FROM VEHICLES

Vehicular Technology Fuel Quality Inspection & Maintenance of In-Use Vehicles Road and Traffic Management

While each one of the four factors mentioned above have direct environmentalimplications, the vehicle and fuel systems have to be addressed as a whole and

jointly optimised in order to achieve significant reduction in emission.

VEH I CULAR TECHNOLOGY


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In India, the vehicle population is growing at rate of over 5% per annum andtoday the vehicle population is approximately 40 million. The vehicle mix is alsounique to India in that there is a very high proportion of two wheelers (76%).

History of Emission Norms in India The significant environmental implications of vehicles cannot be denied. Theneed to reduce vehicular pollution has led to emission control through regulationsin conjunction with increasingly environment-friendly technologies.

It was only in 1991 that the first stage emission norms came into force for petrolvehicles and in 1992 for diesel vehicles.

From April 1995 mandatory fitment of catalytic converters in new petrol passenger cars sold in the four metros of Delhi, Calcutta, Mumbai and Chennaialong with supply of Unleaded Petrol (ULP) was affected. Availability of ULPwas further extended to 42 major cities and now it is available throughout thecountry.

The emission reduction achieved from pre-89 levels is over 85% for petrol drivenand 61% for diesel vehicles from 1991 levels.

In the year 2000 passenger cars and commercial vehicles will be meeting Euro Iequivalent India 2000 norms, while two wheelers will be meeting one of thetightest emission norms in the world.

Euro II equivalent Bharat Stage II norms are in force from 2001 in 4 metros ofDelhi, Mumbai, Chennai and Kolkata.

Since India embarked on a formal emission control regime only in 1991, there isa gap in comparison with technologies available in the USA or Europe. Currently,we are behind Euro norms by few years, however, a beginning has been made,and emission norms are being aligned with Euro standards and vehiculartechnology is being accordingly upgraded. Vehicle manufactures are alsoworking towards bridging the gap between Euro standards and Indian emissionnorms.


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FUEL TECHNOLOGY In India we are yet to address the vehicle and fuel system as a whole. It was in1996 that the Ministry of Environment and Forests formally notified fuelspecifications. Maximum limits for critical ingredients like Benzene level in

petrol have been specified only recently and a limit of 5% m/m and 3% m/m has been set for petrol in the country and metros respectively.

In place of phase-wise up gradation of fuel specifications there appears to be aregion-wise introduction of fuels of particular specifications. The high levels of

pollution have necessitated eliminating leaded petrol, throughout the country.

To address the high pollution in 4 metro cities 0.05% sulphur petrol & diesel has been introduced since 2000-2001. The benzene content has been further reduced

to 1% in Delhi and Mumbai.There is a need for a holistic approach so that up gradation in engine technologycan be optimised for maximum environmental benefits.

Other factors influencing emission from vehicles.

I NSPECTION & M AINTENANCE (I& M ) OF I N-USE VEHI CLES

It has been estimated that at any point of time, new vehicle comprise only 8% of

the total vehicle population. In India currently only transport vehicles, that is,vehicles used for hire or reward are required to undergo periodic fitnesscertification. The large population of personalised vehicles are not yet covered byany such mandatory requirement.

In most countries that have been able to control vehicular pollution to asubstantial extent, Inspection & Maintenance of all categories of vehicles have

been one of the chief tools used. Developing countries in the South East Asianregion, which till a few years back had severe air pollution problem have

introduced an I&M system and also effective traffic management.

ROAD & TRAFF I C MANAGEMENT

Inadequate and poor quality of road surface leads to increased Vehicle OperationCosts and also increased pollution. It has been estimated that improvements inroads will result in savings of about 15% of Vehicle Operation Costs.


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Emission Norms for Petrol & Diesel Vehicles in India As per the Auto Fuel Policy approved by the Cabinet on 3.10.2003, the

quality of Petrol and Diesel was to be upgraded to Bharat Stage-IV (equivalent toEuro-IV specifications) in 13 identified cities (Delhi/NCR, Mumbai, Kolkata,Chennai, Bangalore, Hyderabad including Secunderabad, Ahmedabad, Pune,Surat, Kanpur, Agra, Solapur and Lucknow) with effect from 1st April, 2010. Inthe rest of the country, BS-III Petrol and Diesel (equivalent to Euro-IIIspecifications) was scheduled to be introduced from 1st April, 2010.

In line with the schedule specified in the Auto Fuel Policy, BS-IV grade petrol and Diesel have already been made available in 13 specified cities witheffect from 1st April, 2010.

BS-IV Petrol and Diesel are cleaner fuels as they have low sulphur contentvis--vis BS-III fuels. While the BS-III Petrol and Diesel contain 150 mg/kg and350 mg/kg of sulphur respectively, the sulphur content in BS-IV Petrol and Dieselrespectively. Sulpur being a major air pollutant, reduction in sulphur content inauto fuels would go a long way in reducing air pollution in Delhi.

Details on emission norms proposed for petrol & diesel vehicles in Indiaare as follows:

Emission norms for passenger cars

Norms CO( g/km) HC+ NOx(g/km)

1991Norms 14.3-27.1 2.0(Only HC)

1996 Norms 8.68-12.40 3.00-4.36

1998 Norms 4.34-6.20 1.50-2.18

India stage 2000 norms 2.72 0.97

Bharat stage-II 2.2 0.5

Bharat Stage-III 2.3 0.35(combined)

Bharat Stage-IV 1.0 0.18(combined)


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Emission norms for Heavy diesel vehicles:

Norms CO (g/kwhr)

HC(g/kwhr) NOx(g/kwhr)

PM(g/kwhr)

1991 Norms 14 3.5 18 -

1996 Norms 11.2 2.4 14.4 -

India stage 2000 norms 4.5 1.1 8.0 0.36

Bharat stage-II 4.0 1.1 7.0 0.15

Bharat Stage-III 2.1 1.6 5.0 0.10

Bharat Stage-IV 1.5 0.96 3.5 0.02

Emission Norms for 2/3 Wheelers ( Petrol)

Norms CO ( g/km) HC+ NOx (g/km)

1991 norms 12-30 8-12 (only HC)

1996 norms 4.5 3.6

India stage 2000 norms 2.0 2.0

Bharat stage-II 1.6 1.5

Bharat Stage-III 1.0 1.0


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New fuel emission norms: Auto, oil firms continue blame game

The Bharat Stage-IV norms were rolled out in 13 identified cities on April 1,2010, in line with the roadmap laid down in the Auto Fuel Policy.

NEW DELHI, MAY 8: The Governments clean fuel programme or BharatStage-IV norms that came into effect from April 1, 2010 is still facing problems.

Even as the Government is working on a new automotive fuel emission norms to be introduced in the next few years, the blame game continues among thestakeholders oil and auto companies with the Bharat Stage-IV norms.

Automobile manufacturers say their readiness will depend on how prepared theoil companies are with new fuel grades. The oil companies, on the other hand,say the opposite.

The programme was to be implemented in phases, with a target of bringing over50 cities by 2015 using cleaner petrol and diesel.

The Bharat Stage-IV norms were rolled out in 13 identified cities on April 1,2010, in line with the roadmap laid down in the Auto Fuel Policy, instead of anAll-India launch, as only a few oil refineries were providing the required fuelgrade.

But now with refinery capacity going up significantly, most refiners are in a position to supply the graded fuel. Those closely associated with the oil industrysay that the Government can consider implementing it State-wise, instead of city-wise, provided the auto industry is ready.

Says I. V. Rao, Managing Executive Officer (Engineering), Maruti Suzuki India,The Government wanted to bring out a single norm in the country because ofthe environment concern, but oil companies are not able to supply according tothe new norm (from BS-II to BS-II and to BS-IV).

As and when t hey are ready to supply according to specifications, we will alsocome out with the vehicles having upgraded engines.

It is mainly the sulphur contents in the fuel that requires to be filtered as there is

an increase of sulphur content in the environment.


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Automobile companies are working on increasing fuel efficiency of a vehicle byenhancing the basic engine performance so that better energy is generated. Theyare also working on ways to reduce basic weight of vehicles so that less fuel isconsumed, which ultimately will result in making them environment friendly.

The companies are ready and most of them are also making Euro-V (BS-V in

India) compliant vehicles, which are meant for export markets. But, the countrysAuto Fuel Policy has not moved beyond BS-IV, say observers.

Original equipment manufacturers have the capability and can meet any normanytime by a few technical changes for engines to adapt more refined fuel, P.Balendran, Vice President, General Motors India said.

There are some extra costs that the automakers have to incur for tuning theengines, and that may ultimately be passed on to the customers, especially the

diesel vehicles.

Marc Nassif, Managing Director, Renault India, said that while the auto industrydoes realise green car is a must, the gap between BS-IV and BS-V is huge interms of technology as the diesel injection system is completely different. Theimpact on small cars is big then, he said.

Many vehicles are still in BS -III in India. I dont think India is ready for ne wemission norms. The Government must first look at shift from BS-III to IV. BS-V has to be delayed till then, he said. While the auto companies are waiting forthe oil companies to make first move, the oil industry says that to reap the full

benefit of the upgraded fuel quality and reduce pollution levels, more importantand immediate requirement would be to ensure improvement in vehicle enginetechnology to reduce emission levels and deliver higher fuel efficiency.

From January 1, 2012 to March 1, 2013 the oil companies have expanded thecoverage of BS-IV to 17 more cities. This was over and above 13 cities alreadycovered in 2010, said a senior official from an oil company.

The Government has also constituted an Expert Committee under thechairmanship of Saumitra Chaudhuri, Member, Planning Commission, fordrafting a Draft Auto Fuel Vision & Policy 2025.

Talking about their preparedness, another official said, the Indian refiningindustry in the last decade has seen tremendous growth, with the refining capacityincreasing from a modest 62 million tonnes annually in 1998 to 215.066 milliontonnes, at present, comprising 22 refineries 17 under public sector, three in the

private sector and two in joint venture.

(With inputs from Swetha Kannan, Chenna


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THE TIMES OF INDIA India Business

Everything about Bharat Stage norms

NEW DELHI: Come April 1 and auto India will follow new emission norms.Contrary to popular belief, however, India will don, not Euro-III emission norms

but its less celebrated Indian versions Bharat Stage-II and III (BS-II/III).

BS-II takes over the whole of India except 11 select cities that are under BS-IIIreign. Along with the four major metros National Capital Region (NCR),Chennai, Mumbai, and Kolkata cities like Ahmedabad, Bangalore, Hyderabad& Secunderabad, Kanpur, Pune, Agra & Surat too will go the BS-III way. The

rest of India, meanwhile, will drive into the BS-II territory on All Fools Day.Interestingly, emission norms in India have been named BS-II/III not as a pretextof merely copying Euro-III for India but as a pretext of styling it to suit specificneeds and demands of Indian conditions, said K K Gandhi of Society of IndianAutomobiles Manufacturers.

The European regulations for new heavy-duty diesel engines are usually referredto as Euro norms and BS-II/III are its evolved forms. The differences lieessentially 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 degreeCelsius, the test is done away with.

Another major distinction is in the maximum speed at which the vehicle is tested.A speed of 90 kmph is stipulated for BS-III, whereas it is 120 kmph for Euro-III,keeping emission limits the same in both cases.

In addition to limits, test procedure has certain finer points too. For instance, themass emission test measurements done in g/km on a chassis dynamometerrequires 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 thedesired inertia weight mainly due to road conditions here.

According to industry estimates, passenger car manufacturers alone will have toinvest around Rs 25,000 crore over seven years to meet stricter norms. For one,diesel car makers will have to resort to new technologies like common rail directinjection to make cars comply with these stricter norms.


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Websites

http://www.thehindubusinessline.com/industry-and-economy/new-fuel-emission-norms-auto-oil-firms-continue-

blame-game/article4696207.ece

http://pib.nic.in/newsite/erelease.aspx?relid=65196

http://www.dieselnet.com/standards/in/

http://cpcb.nic.in/Vehicular_Exhaust.php

http://www.pcra.org/english/transport/bahonot.pdf

http://articles.timesofindia.indiatimes.com/2005-02-20/india- business/27858698_1_bs-iii-emission-norms-euro-iii

Society of Indian Automobile Manufacturers.

Bibliography

euro and bharat stage emission norms

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