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Bharat Stage Emission Standards
Bharat Stage Emission Standards
Bharat Stage Emission Standards
Motor vehicles
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. 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... 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.
Comparison between European, US, and Bharat Stage (Indian) emission standards for gasoline passenger cars.
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.
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.
* 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.
Exhaust gases from vehicles form a significant portion of air pollution which is harmful to human health and the environment
Table 2
Year 1992 1996 2000 2005 2010 Euro I Euro II Euro III Reference Test ECE R49 ECE R49 ECE R49 ECE R49 ESC ETC 2010 Euro IV ESC ETC CO 17.3-32.6 11.20 4.5 4.0 2.1 5.45 1.5 4.0 HC 2.7-3.7 2.40 1.1 1.1 0.66 0.78 0.46 0.55 14.4 8.0 7.0 5.0 5.0 3.5 3.5 NOx 0.36* 0.15 0.10 0.16 0.02 0.03 PM
* 0.612 for engines below 85kW 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.
Table 3
Year 1992 1996 2000 2005 2010 Euro 1 Euro 2 Euro 3 Reference CO 17.3-32.6 5.0-9.0 2.72-6.90 1.0-1.5 0.64 0.80 0.95 0.50 0.63 0.74 HC 2.7-3.7 2.0-4.0 0.97-1.70 0.7-1.2 0.56 0.72 0.86 0.30 0.39 0.46 HC+NOx 0.14-0.25 0.08-0.17 0.50 0.65 0.78 0.25 0.33 0.39 NOx PM 0.05 0.07 0.10 0.025 0.04 0.06
2010
Euro 4
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 90km/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
Year 1992 1996 2000 2005 Euro I Euro II Reference 14.0 11.20 4.5 4.0 CO 3.5 2.40 1.1 1.1 HC NOx 18.0 14.4 8.0 7.0 0.36* 0.15 PM
* 0.612 for engines below 85kW earlier introduction in selected regions, see Table 1
Table 5
Year 1991 1996 1998* 2000 2005 2010 Euro 1 Euro 2 Euro 3 Reference CO 14.3-27.1 8.68-12.4 4.34-6.20 2.72-6.90 2.2-5.0 2.3 4.17 5.22 1.0 1.81 2.27 HC 2.0-2.9 0.20 0.25 0.29 0.1 0.13 0.16 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 HC+NOx NOx
2010
Euro 4
* 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 Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.
Table 6
Year 1991 1996 2000 2005 (BS II) CO HC HC+NOx
Table 7
Year 1991 1996 2000 2005 (BS II) CO HC HC+NOx
Table 8
Year CO HC+NOx PM 0.10 0.05
CO2 emission
Indias 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 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.
Table 9
Engine Power kW Bharat (CEV) Stage II P<8 8 P < 19 19 P < 37 37 P < 75 75 P < 130 2008.10 8.0 2008.10 6.6 2007.10 6.5 2007.10 6.5 2007.10 5.0 1.3 1.3 1.3 1.3 1.3 1.3 9.2 9.2 9.2 9.2 9.2 9.2 1.00 0.85 0.85 0.85 0.70 0.54 Date CO HC HC+NOx NOx PM g/kWh
130 P < 560 2007.10 5.0 Bharat (CEV) Stage III P<8 8 P < 19 19 P < 37 37 P < 75 75 P < 130 2011.04 8.0 2011.04 6.6 2011.04 5.5 2011.04 5.0 2011.04 5.0
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
Power Rating Useful Life Period hours < 19kW 3000
19-37kW constant speed 3000 variable speed 5000 > 37kW 8000
Agricultural tractors
Emission standards for diesel agricultural tractors are summarized in Table 11.
Table 11
Standard India 2000 Bharat StageII Euro 1 Euro 2 Reference 2000 2001 2003.04 2005.04 Bharat StageIII Euro 3 2005.04 2010.04 Bharat StageIV Euro 4 2010.04 Date Nationwide NCR*, Mumbai, Kolkata, Chennai NCR*, 11 Cities Nationwide NCR*, 11 Cities Nationwide NCR*, 11 Cities Region
* 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
Generator sets
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
Engine Power (P) Date CO HC NOx PM Smoke g/kWh P 19kW 2004.01 5.0 2005.07 3.5 19kW < P 50kW 2004.01 5.0 2004.07 3.5 50kW < P 176kW 2004.01 3.5 1.3 9.2 1.3 9.2 1.3 9.2 1.3 9.2 1.3 9.2 1.3 9.2 0.6 0.3 0.5 0.3 0.3 0.3 1/m 0.7 0.7 0.7 0.7 0.7 0.7
Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full load.
Table 13
Date CO NMHC NOx PM
mg/Nm3 mg/Nm3 ppm(v) mg/Nm3 Until 2003.06 150 150 100 100 1100 970 710 75 75 75
Concentrations are corrected to dry exhaust conditions with 15% residual O2.
Power plants
The emission standards for thermal power plants in India are being enforced based on Environment (Protection) Act, 1986 of Government of India and its amendments from time to time.[1] A summary of emission norms for coal and gas based thermal power plants is given in Tables 14 and 15
Table 14
Capacity Coal based thermal plants Below 210 MW 210 MW & above 500 MW & above Gas based thermal plants 400 MW & above Below 400 MW & up to 100 MW Below 100 MW For conventional boilers NOX(V/V at 15% excess oxygen) 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 Particulate matter (PM) 350mg/Nm3 150mg/Nm3 50mg/Nm3 Pollutant Emission limit
Table 15
Power Generation Capacity Stack Height (Metre) 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 50mg/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
Category Conc. g/m3 SPM SOx CO NOx
Industrial and mixed-use 500 120 5000 120 Residential and rural Sensitive 200 80 100 30 2000 80 1000 30
Table 17
Existing Air Quality Recommendation 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 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 260gram 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.
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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 3 Characteristics Density 15 0 C Distillation 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 4 5 6 7 8 9 Research Octane Number (RON), Min Anti Knock Index (AKI)/ MON, Min Sulphur, Total, Max Lead Content(as Pb), Max Reid Vapour Pressure (RVP), Max Benzene, Content, Max a)For Metros b)For the rest 10 11 Olefin content, Max Aromatic Content, Max % Volume % Volume % mass g/l Kpa % Volume %Volume %Volume %Volume %Volume
0
Unit Kg/m3
Bharat Stage II Bharat Stage III Bharat Stage IV 710-770 720-775 720-775
% Volume
21 42
21 35
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Table
S. No Characteristic 1 2 3(a) 3(b) 4 5 (a) (b) (c) Density Kg/m3 15 0 C Sulphur Content mg/kg max Cetane Number minimum and / or Cetane Index Polycyclic Aromatic Hydrocarbon Distillation Reco. Min. At 350 0 C Reco. Min. At 370 0C 95%Vol Reco at 0 C max
o
BSII
BSIII
BSIV
Table
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)
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 ii. iii. iv. v vi. vii. Kinematic Viscosity at 40 C, cSt Flash point (PMCC) C, min Sulphur, mg/kg max. 2.5-6.0 120 50.0 ISO 3104 P:21 ASTM D 5453 P:83 P:25 [P:] of IS 1448 (5) P:16/ P:32
Carbon residue (Ramsbottom) *,% by mass, max 0.05 Sulfated ash, % by mass, max Water content, mg/kg, max 0.02 500
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ISO 3733 ISO 6296
Total contamination, mg/kg, max. Cu corrosion, 3h at 50C, max Cetane No., min Acid value, mg KOH/g, max 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
EN 12662 ISO 2160 ISO 5156 EN 14110 EN 14103 ASTM D 6584 ASTM D 6584 ASTMD 4951 EN 14108 & EN 14109
xix xx xxi
Calcium and Magnesium, mg/kg, max Iodine value Oxidation stability, at 110C h, min
To report To report 6
EN 14104 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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Cycle beating
For the emission standards to deliver real emission reductions it is crucial that the test cycles under which the emissions have to comply as much as possible reflect normal driving situations. It was discovered that engine manufacturers would engage in what was called 'cycle beating' to optimise emission performance to the test cycle, while emissions from typical driving conditions would be much higher than expected, undermining the standards and public health. In one particular instance, research from two German technology institutes found that for diesel cars no 'real' NOx reductions have been achieved after 13 years of stricter standards.
Regulatory framework
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. 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)
Bharat Stage emission standards 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
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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.
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.
References
[1] Emission standards for power plants (http:/ / www. imteag. com/ 02-2007-10. pdf)
Further reading
Gupta, Sadanand (2012). Automobile Industry in India: A Cluster Approach, Publisher - Ruby Press & Co., ISBN 9788192218267
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License
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