Impediments in Implementation of Euro IV Norms in India

A. Sahay*
Abstract
The erstwhile order of the Supreme Court, disallowing registration of private noncommercial vehicles failing to conform to Euro II fuel emission norms, in the National
Capital Region (NCR), from 1 April 2000 onwards, had added a new dimension to the
public debate on eco-friendly and sustainable urban transport systems. An area that was
neglected in this new debate was the role that fuels such as petrol and diesel would play
if new cars were to meet the Euro IV norms in near future in metro cities. The
background of Supreme Courts order on environmental issues and acceptability by the
automobile manufacturers to produce vehicles that adhere to Euro IV norms raise an
important question: Will the petroleum and automobile industries be able to agree on a
common goal for automotive emission standards? What will be social reaction and how
will the Govt. tackle it? The present article, after giving brief history, discusses about the
legal, administrative, social and technological aspects of implementing Euro III all over
India and Euro IV in Metro.
Introduction
India's ongoing population explosion has placed great strain on the country's
environment. This rapidly growing population, along with a move toward urbanization
and industrialization, has placed significant pressure on India's infrastructure and its
natural resources. Deforestation, soil erosion, water pollution and land degradation
continue to worsen and are hindering economic development in rural India, while the
rapid industrialization and urbanization in India's booming metropolis are straining the
limits of municipal services and causing serious air pollution problems. The Environment
Protection Act was passed in 1986, creating the Ministry of Environment and Forests
(MoEF) and strengthening India's commitment to the environment, which was enshrined
in the 42nd amendment to country's constitution in 1976. Under the 1986 Environmental
Protection Act, the MoEF is tasked with the overall responsibility for administering and
enforcing environmental laws and policies. The MoEF established the importance of
integrating 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's economy have taken
precedence in the last 20 years. While industrial development has contributed
significantly to economic growth in India, it has done so by degrading the environment.
Not only is industrial pollution increasing public health risks, but abatement efforts also
are consuming a significant portion of India's gross domestic product (GDP). As such,
one of MoEF's main responsibilities continues to 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.

* Dr. A. Sahay is Professor of Strategic Management and Chairman, Center for

Environmental Management, Management Development Institute, Gurgaon, India

? eclaration of air pollution control areas by state governments

D
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 from 18 million
on-road vehicles in 1989 totaled 26,000 tons per day (TPD). This has increased to
around 63,000 TPD from 49 million vehicles by the end of 2001 and is expected to
increase to around 95,000 TPD by 2005. Therefore, exhaust emission control has
become a matter of paramount importance. The initiatives taken so far cover:

? hased switchover from leaded to unleaded petrol beginning in 1995 initially in the
P
metro cities. Only unleaded petrol is supplied in all retail outlets of the entire country
effective 01.02.2000
Introduction of Vehicular Pollution Checks of all vehicles on the roads in the
?
metropolitan cities coupled with phasing out of old vehicles and replacement of two
stroke engines.
Improved engine efficiency coupled with use of catalytic converters in new vehicles.
?

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

In consultation with the Ministry of Environment & Forests (MoEF), the Ministry of
Surface Transport (MoST) vide GSR 77(E) dated 31.01.2000 had notified more
stringent emission standards known as Bharat Stage-II similar to Euro-II emission
standards for registration of Motor cars and other Four-wheeler Passenger Vehicles
with Gross Vehicle Weight (GVW) equal or less than 3500 Kg, which was to confirm
to Euro-II emission norms by 01.04.2000 in the National Capital Region.

Introduction of low-sulfur diesel and low benzene gasoline in a phased manner along
with promotion of alternative fuels like Compressed Natural Gas (CNG).

The Ministry of Surface Transport also constituted a committee, vide its order dated
19.01.2000, to work out a phased time table, for introduction of fuel with 0.05%
(max.) sulfur content throughout the country to enable the stipulation of Bharat-II
emission standards for registration of new vehicles throughout the country.

Air Quality in Metro Cities

Industrialization and urbanization have resulted in a profound deterioration of India's air
quality. India has more than 20 cities with populations of at least 1 million, and some of
them-including New Delhi, Mumbai, Chennai, and Kolkata are among the world's most
polluted cities. Urban air quality ranks among the world's worst. Of the 3 million
premature deaths in the world that occur each year due to outdoor and indoor air
pollution, the highest number are assessed to occur in India. India's most severe
environmental problem, the air pollution, comes in from several sources in several forms.
They include vehicular emissions and untreated industrial smoke. Continued
urbanization has exacerbated the problem of rapid industrialization, as more and more
people are adversely affected and cities are unable to implement adequate pollution
control mechanisms.

One of the most affected cities is New Delhi, where airborne particulate matter (PM)
were registered at levels more than 10 times India's legal limit. Vehicles are the major
source of this pollution, with more than three million cars, trucks, buses, taxis, and
rickshaws already on the roads. With vehicle ownership rising along with population and
income, India's efforts to improve urban air quality have focused in this area. In New
Delhi, emission limits for gasoline and diesel powered vehicles came into effect in 1991
and 1992, respectively. In consequence thereof, the city had prohibited the use of
vehicle more than 15 years old. Emissions standards for passenger cars and
commercial vehicles were tightened in the year 2000 at levels equivalent to the Euro-I
standards of the European Union, while the more stringent Euro-II standards was in
place for the metropolitan areas of Delhi, Mumbai, Chennai, and Kolkata since 2001.
Further, the sulfur content of motor fuels sold in the four cities was restricted to 500 parts
per million (PPM) since 2001 in order to be compatible with tighter vehicle emissions
standards. Motor fuel sulfur content in all other regions of India has been limited to 2,500
PPM since January 2000.
Regulatory reforms aimed at improving the air pollution problem in cities such as New
Delhi have been difficult to implement. In 1998, Honble Supreme Court issued a ruling
requiring all the citys buses to be run on compressed natural gas (CNG) by March 31,
2001. Compliance was to be achieved either by converting existing diesel engines or by
replacing the buses themselves. However, only 200 (out of a total fleet of 12,000) CNGfueled buses were available by the initial deadline. Public protests, riots, and widespread
"commuter chaos" ensued as running of some 15,000 taxis and 10,000 buses in the city
were banned. However, coal-fired power plants located in the city for electricity
generation have undermined some of the vehicular-oriented air quality improvement
initiatives. Despite the fact that India is a large coal consumer, Central Pollution Control
Board has been slow to set sulfur dioxide (SO2) emissions limits for coal-fired power
plants, perhaps, because most of the coal mined in India is low in sulfur content. Coalfired power plants do not face any nitrogen oxide (NOx) emissions limits either, although
thermal plants fueled by other fossil fuels are subject to particulate matter emission
standards. Notwithstanding, the fact on the ground is that the government's support for
air quality standards has been undermined by the lack of enforcement of these
standards.
Thus the urban air quality in India has been declining over time due to upward trends in
power consumption, industrialization and vehicle use. Nationwide monitoring stations
report that the annual mean concentration of Suspended Particulate Matters (SPM) has
exceeded WHOs specified limit (75 micro-gm/m3). In cities like Mumbai, Ahemdabad
and Nagpur, the annual average of SPM is at least three times higher than WHO
standards and in Delhi, Kolkata and Kanpur, the annual average SPM values are over
five times the standards. However, the annual average concentration of SOx and NOx
are generally low in terms of WHO specified limits.
It is estimated that 82 per cent of SO2, 38 per cent of NO 2, 88 per cent of volatile
organic compound (VOC) and 96 per cent of particulate matter emission in India come
from the household sector. The major reasons for indoor air pollution are inefficient
burning of inferior fuels like cow dung, agricultural residue, coal and fuel wood, along
with poor ventilation systems inside the house. According to a Tata Energy Research
Institute (TERI) study, particulate matter concentrations in kitchens due to the burning of
bio-fuels are known to be as high as 30 times the WHO standards, while concentrations
at the workplace for primary workers can be as high as 12 times the WHO standard,

though outdoor concentrations are about 2.5 times the WHO standard in urban and rural
areas, and 8 times the standard in slums in India.
Who Pollutes the Air?
Air pollution is the outcome of unsustainable economic activities of production and
consumption. Burning of fossil and bio-fuels, industrial processes and running of
vehicles in the transport sector- all contribute heavily to air pollution. Nearly 62 per cent
of Indian power generation is from coal fired thermal 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 has low sulfur 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 the transport sector contributed most of the pollution load (27 per
cent NOx, 74 per cent carbon monoxide [CO], 11 per cent volatile organic compound
and 100 per cent lead (already banned in urban areas.
The vehicular pollution is caused because of the following factors :

Poor condition of vehicles, creating more particulates and burning fuel inefficiently.
Lower quality of fuel leading to the emissions of far greater quantities of pollutants.
Concentrated of Motor vehicles in a few large cities.
Lack of public transport and poor demand management.
Bad road conditions and poor infrastructure

As of June 30, 2000, the Central Pollution Control Board (CPCB) identified a total of
1551 medium and large industrial units under the seventeen highly polluting industrial
sectors. Of these about 77 per cent were predominantly water polluting, 15 percent
predominantly air polluting and the remaining 8 per cent of the industries were potentially
both air and water polluting. Out of 1551 units, 1324 had provided the requisite pollution
control facilities, 165 units had closed and 62 units were defaulting.
Introduction of Euro standard
Air pollution causes many health problems such as respiratory and cardiovascular
disease, hinders economic productivity, damages material property and causes
ecological changes. To preserve air quality, cars must meet certain standards for
exhaust emissions before they can be approved for sale. Emission limits for passenger
cars are expressed as mass emissions grams per km (g/km) of simulated vehicle drive.
The emphasis here is on simulation of actual driving versus assumed driving pattern in a
cycle based on long observation and trials on road. In simulation, the vehicle is
"exercised" on a "tread mill" called chassis dynamometer replicating the assumed
driving-pattern of the country. This is called the driving cycle of the country. The
emissions are measured over the cycle and the results computed to give mass
emissions.
In European countries the regulatory standards are called the Euro Norms. They are
designated by the letters EU suffixed by numerals I, II, III and IV in the increasing order
of stringency. Although the norms for vehicles vary from country to country reflecting the
differences in traffic density and regulation, road infrastructure, fuel quality and
maintenance standards. India uses Euro standards with only one modification; lower
maximum speed of 90 km/h in the last part of the cycle instead of 120 km/h mandated in
the EU norms. This cycle with lower speed at the end is known in India as modified

European cycle. The other components of the driving cycle such as idling period,
acceleration and deceleration rate and periods, cruising period remain exactly the same
as Euro practice. The norms thus derived are called Bharat Stage standards. They are
designated by the symbol BS suffixed by numerals in the increasing order of stringency.
The genesis of Emission Norms in India along with the quantitative values of permitted
levels of pollutants is annexed.
Table I below clearly shows that the main requirements for BS III graduation are lower
HC and NOx levels. They are now mandated separately. Probably, these are controlled
Table I: Prescribed Emission Limits
Norms

CO (g/km)

(HC+NO x )
(g/km)

BS I

2.72/3.16*

0.97/1.30*

BS II

2.20

0.50
HC

NO x

BS III

2.30

0.20

0.15

BS IV

1.00

0.10

0.08

by a higher and/or different catalyst formulation (to oxidise HC in the exhaust) and
selected dosage of exhaust gas recirculation (preventing excessive formation of NOx).
Naturally, the customers have to meet this extra cost. The low emission level in BS III
norms is only a necessary, but not sufficient, condition. For complete equivalence, some
more provisions need to be made. One such provision is the on-board diagnostic system
(OBD) that can indicate malfunctioning of emission control and engine performance.
With this and other specified add-on systems, complete graduation to Euro-III level can
be attained.
The first Indian emission regulations were idle emission limits which became effective in
1989. These idle emission regulations were soon replaced by mass emission limits for
both gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during
the 1990s. Since the year 2000, India started adopting European emission and fuel
regulations for four-wheeled light-duty and heavy-duty vehicles. For two and threewheeled vehicles India,s own emission regulations were prescribed.
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 Euro norms in
India.

2. The standards have not been implemented for the entire country. The government
has not given any rationale reason for not adopting these standards for the whole
nation.
3. The issue of pollution by the existing fleet of old technology vehicles still remains.
Estimates show that 70 per cent of the cars are from the pre-catalytic converter era.
It is established that the catalytic converters substantially 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 the fine,
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 is time the government set
standards to particularly address PM10 and PM2.5 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 of 1989 place
no limit on the age of vehicles plying on the road. They also lack any provision that
addresses the scrapping of old commercial vehicles. The same is being challenged
in courts of law. Even with the best of maintenance standards, the older vehicles
may still cause an unacceptable level of pollution.
7. The courts directives do not apply to old personalised vehicles.
8. The crucial role of oil refineries in improving air quality cannot be overstated.
Fuel adulteration is rampant. For vehicles to conform to Euro norms, it is imperative
that petrol and diesel adhere to specific fuel properties. The oil refineries still produce
diesel with relatively high levels of sulphur though production and use of leaded
petrol has stopped.
Unless the above stated hindrances are overcome, the race against air pollution will be
lost even before getting started.
The New Auto Fuel Policy
The National Auto Fuel Policy announced by the Petroleum Minister on October 6, 2003
envisages a phased programme for introducing Euro IV (BS IV) vehicular emission
norms in the country by 2010. The policy seeks to improve the fuel quality and vehicular
engine specifications. It has proposed that liquid fuels remain the main auto fuel
throughout the country but suggested the use of CNG and LPG in cities affected by
higher pollution levels to enable vehicle owners to have the choice of the fuel and
technology combination.
The sulphur content in the fuel is the villain causing health damage through its exhaust
emission. The Government adopted a roadmap to clean the air of vehicular exhaust

pollution in cities after the Supreme Court reprimanded it for laxity in curbing air
pollution. The Central Government appointed an expert committee in September 2001
under the chairmanship of Dr. R.A. Mashelkar, Director-General, Council for Scientific
and Industrial Research (CSIR), to suggest a roadmap taking the country to better urban
air quality levels.
More stringent norms for fuels means steadily reducing the sulphur and aromatics
content in petrol and diesel fuels. Euro II, for example, stipulates that sulphur be
controlled at 350 parts-per-million (ppm) in diesel and 150 ppm in petrol. Aromatic
hydrocarbons are to be contained at 42 per cent of the concerned fuel. The goal,
according to the Mashelkar roadmap, is to reduce sulphur to 50 ppm in petrol and diesel
and bring down the level to 35 per cent. Corresponding to the fuel, vehicle engines will
also need to be upgraded. Pursuing the matter further, the government has laid out a
phased programme for introducing Euro-IV vehicular emission norms in the country by
2010, requiring an investment of Rs. 55,000 crore by oil and automobile companies in
improving fuel quality and vehicular engine specifications. The BS II (equivalent to EuroII norms), which was in place in Delhi, Mumbai, Kolkata, Chennai, Bangalore,
Hyderabad, Ahmedabad, Pune, Surat, Kanpur and Agra, become applicable to all
automobiles throughout the country from April 1, 2005 but its implementation is yet
doubtful due to lack of enforcing mechanism.
All automobiles and fuel (petrol and diesel) will have to meet Euro III emission
specifications in these 11 cities from April 1, 2005 and Euro-IV norms by April 1, 2010.
The rest of the country will have Euro-III emission norm compliant automobiles and fuels
by 2010. For two-and three-wheelers, BS II norms will be applicable from April 1, 2005
and BS III norms would come in force from April 1, 2008, but not later than April , 2010.
As per the modified road map for compliance of emission norms, the new policy has
allowed that after April 2007, inter-State buses/trucks would not be allowed to originate
or terminate in Delhi, unless they meet the minimum of India-2000 emission norms. The
cut-off point for meeting Bharat-II norms will be April 2011. Similarly, in respect to ten
other cities, all inter-State buses will have to meet with effect from April 2006, a minimum
of the 1996 emission norms, in case they were registered before April 2002. They have
to meet with effect from April 2008, a minimum of India-2000 norms, if they were
registered after April 2000. In respect of ten other major cities, all inter-State buses
would need to meet a minimum of Bharat II emission norms from April 2011 if these
vehicles are registered after April 2005. Apart from Delhi, the ten other cities which are
covered under the strict compliance of emission norms are: Mumbai, Kolkata, Chennai,
Bangalore, Hyderabad, Ahmedabad, Pune, Surat, Kanpur and Agra.
As for new vehicles, the norm states that no vehicle could be sold in the entire country
unless it meets the BS II norms after April 2005 and Euro III after April 2010. In case of
the 11 major cities, BS II has already been enforced as of April 2003 while BS III stage
has become applicable from April 2005. Only Vehicles having emission meeting Bharat
IV norms would be sold in these cities after April 2010 under the policy.
The Ministry of Petroleum and Natural Gas will ensure fuel quality while the Ministry for
Road Transport and Highways will monitor the automobiles engine specifications.
Pollution checks will be the responsibility of the Ministry of Environment. The domestic
oil refineries which have already invested over Rs. 10,000 crore to achieve earlier auto
fuel specifications, would need to incur an additional investment of around Rs. 18,000

crore by 2005 and Rs. 12,000 crore by 2010. The investment requirement of the
automobile industry is estimated at around Rs. 25,000 crore over this period.
The auto fuel policy has deviated from the Mashelkar Committee recommendations on
two counts. Firstly, the fiscal concessions like excise duty relief have not been provided
immediately. This aspect will be looked after in the annual budget. Secondly, the
proposal to form a National Automobile Pollution and Fuel Authority has not been
accepted and individual ministries will continue to monitor the standards. an
environmental group feels that the Union Cabinets decision to accept the draft policy will
not result in any substantial reduction in air pollution in Indian cities. The Mashelkar
roadmap prescribes an incremental approach for upgradation of fuel standard and
vehicle design. The Centre for Science and Environment (CSE), an NGO, says there is
enough evidence of peoples health falling victim to critical levels of pollution. The policy
says that most of the cities it targets will get Euro III standards in 2010, which are
incrementally better than Euro II. The CSE feels that this totally ignores Delhis
experience of technological leap frog with aggressive use of alternative fuels and quicker
implementation of advanced emission norms. Learning from the CNG experiment in
Delhi, the CSE feels that air pollution levels have only stabilized. A lot needs to be done
to bring down pollution levels drastically.
The positive aspect of the policy on the phased reduction of auto engine emissions is
that car making units and ancillary manufacturers will no longer have to bear the entire
burden of the transition to Euro III norms over the next five years. They must do their bit,
but now onwards the oil refiners, too, will have a major responsibility in lowering
emissions, as car makers as well as fuel suppliers in 11 major Indian cities ready
themselves to meet Euro III norms from April 1, 2005. The huge outlays amounting to
Rs. 55,000 crore would be vindicated if there is also a change in the mind-set of the
private users towards greater public transport use. That will immediately slash fuel use
as single passenger/driver cars yield space to bussing, or comparable modes of
collective travel. Fuel use will be slashed to the extent that greater metro rail drives up
power use. This is the way the transportation has been moving in the developed
countries. The suburban US commuters access commercial centers either riding
bicycles or walking from the nearest railway station. In Japan too, the passengers who
intend getting on to the famous Bullet Train going to Tokyo, first travel to the station
nearest to them; they then leave their bicycles or mopeds in the parking lots provided
there. Progressive emission norms and the resources required to implement them must
be seen as just one component of an efficient energy or pollution management in the
society. This is why it is important to get more and more people using mass public
transport even as we move towards zero emission norms.
The Supreme Court in India had strong-armed the government into enforcing strict
vehicular emission norms in the principal metros. Its chief concern was with public health
being put to serious risk by the polluting exhaust from the growing number of motor
vehicles. Going a step further, the apex court had also insisted on the use of preferred
technologies (such as CNG for buses and auto-rickshaws) in order to limit pollution
levels that were choking the key cities. In response the automobile industry has to
address the following issues at all the stages of vehicle manufacture:

Euro 4 standards have been in force since 1 January 2005 in some of the cities

The Commission opened a consultation process on the new car pollution limits
(Euro 5) on 15 July 2005. The consultation will close on 9 September 2005, with
the Commissions proposal expected later in the autumn.
The bill has to pass through the council and both houses of Parliament before it
is adopted (co-decision procedure).

Euro 4 and Beyond

A preliminary draft produced by the Commission for the next generation of fuel exhaust
standards for cars, known as Euro V (BS V) forms the bas is of a consultation process
that opened on 15 July 2005. The aim of the new standard is to reduce emissions of
carbon monoxide (CO), hydrocarbons (HC), oxides of nitrogen (NOx) and particulate
matters (PM), which are considered harmful to human health. The new standard will also
aim to close the loopholes that exist in current legislation to heavy sports utility vehicles
(SUVs) and four-wheel drives above 2,500 kg. Very small PM - in the nanometer scale
(PM2.5 and PM1) - is of particular concern to health as it is understood to be the most
toxic and capable of penetrating deep inside the lungs. But its very nature, measurement
and toxicity are still being debated.
Responding to these calls, the Commission issued a guidance document for the
purpose of member states wishing to impose stricter limits on emissions from diesel cars
than required under the Euro 4 standards which came into force on 1 January 2005. The
paper recommended setting the tax incentives limit at 5 mg/km of particulate matter, the
same value as now proposed by the Euro V draft (which, as said, only be met with
current technology by fitting particulate filters to vehicles). The paper sought to prevent a
fragmentation of the internal market with different tax incentives applying in different
member states (see EurActiv, 14 Jan. 2005). 2004 study by the European
Commission's Joint Research Centre (JRC) analyses the probable impact of increasing
demand for diesel at the expense of petrol. It emphasizes the "relative reduction of the
well-to-wheels energy efficiency and poorer greenhouse gas performance per kilometer
due to additional processing at the refineries, decreasing efficiency advantages of diesel
cars over petrol cars and new fuel quality standards".
The European Federation for Transport and the Environment (T&E) strongly supports
Euro 5 standards as it says it provides a much better control of emissions. T&E says
particulate traps and catalytic converters are standard technologies that could be fitted to
all diesel engines. It states that the additional costs of applying Euro 5 standards to
diesel cars would currently cost between 200 and 400 euros. T&E further argues that, in
urban areas, the health benefits of cleaner air would compensate for the extra costs.
T&E estimates potential savings of reducing one tonne of PM emissions at 19,000 euros
for the enlarged EU.
Euro V 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 preparing to impose stricter
emissions limits on both diesel and petrol cars, limiting in particular nitrogen oxides
(NOx) and particulate matter (PM) which pose the most serious health problems. With
the next generation of standards (known as Euro V) for cars recently drafted and set to
enter into force as early as mid-2008, some member states including France and
Germany are already pressing ahead with measures of their own. Europe concentrates
on cars as they have very small number of two wheelers and three wheelers (rare now).

The above proposed European Union stricter emission norm

much to check air pollution.

limits alone wont do

In India, the Supreme Courts order disallowing registration of all private non-commercial
vehicles in the National Capital Region (NCR) failing to conform to Euro II fuel emission
norms from 1st April 2000 was the revival of public debate on the need for an
environment-friendly and sustainable transport network in cities. This would meant that
any new four wheeled petrol driven passenger vehicle to be registered after 31st March
2000 in the NCR would have to meet mass emission norms which were 2 to 3 times
more stringent than the current permissible carbon monoxide emissions depending upon
the reference weight of the vehicle. The corresponding tightening of norms for
hydrocarbons and nitrogen oxides together was to be about 3 to 4 times. Similarly, for
new four wheeled diesel passenger vehicles the new carbon monoxide emission norms
was 1.2 to 2 times more stringent compared to its present levels, correspondingly for
nitrogen 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 the range became
from 0.14 to 0.25 gm/km depending upon the reference weight of the vehicle.
This order had shaken car manufacturers, which was evident from some of their
statements that they would try to meet the Euro II norms before the original deadline of
1st April 2005 set by the apex court. The irony is that many of these manufacturers were
capable of producing vehicles that adhere to the Euro II norms. Their foreign promoters
were, in fact, manufacturing and selling only such vehicles in other countries, which met
the Euro II standards. Why did not these companies adopt the Euro II norms for vehicles
produced in India as well? When they were forced to follow the stringent norms, they
were indirectly admitting that meeting these norms was indeed possible before the
original deadline; the Indian customers would not be very pleased with them. The other
logical question was why limit the enforcement of Euro II norms only in the NCR? The
pollution caused by automobiles was getting worse in other cities, too. Should we wait to
act 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 extension of Euro II
emission norms to other metropolitan cities in the country. However, it was not enough
to just ensure that the new vehicles, all over the country and wherever they were
registered adhered to the Euro II norms.
Impediments in Enforcing Emission Norms
What about old vehicles? It was estimated that at any given time new vehicle comprise
around 8% of the total vehicle population in India. The remaining 92% of the vehicles are
required to undergo periodic fitness certification. The large population of personalised
vehicles is not yet covered by any such mandatory requirement. In South East Asia,
inspection and maintenance of all categories of vehicles has been one of the chief tools
used for exhaust emission control. Thus, to bring down emissions from in-use vehicles
on road, vehicular inspection and maintenance programme and genuine certification by
the authorized service station has to be made mandatory.
Further, in India, there is no limit on the age of the vehicle that one can ply on the road.
Mass emissions from old vehicles would cause much more pollution than the ones that
do not conform to the Euro I or even Euro II norms. In the recent past there are Supreme
Court directives to scrap old commercial vehicles in the city of Delhi but there is no
specific regulatory framework to address the scrapping of old commercial vehicles in the

Motor Vehicle Act of 1988 and Central Motor Vehicle Rules of 1989. Therefore, any
order to scrap old vehicle can be challenged in a court of law. Moreover, why only
commercial vehicles? Why not private vehicles too? The government should not shy
away from its responsibility of putting brakes on operation of all old and polluting
vehicles on the road. Why shouldnt the government revive a public debate over
scrapping of commercial and non-commercial or private vehicles, which are highly
polluting? The government could even fine tune its policy for allowing depreciation on
investments in automobiles to create additional incentives for scrapping vehicles beyond
a certain age which do not conform to the emission standards.
Why blame the automobile industry alone for the pollution? In India, we are yet to
address the vehicle and fuel system as a whole as is being addressed in the European
Programme on Emission, Fuels and Engines Technologies (EPEFE). This programme is
an optimization activity undertaken jointly by Auto and Oil Industry under the aegis of
European Union in Brussels. The aim of this programme is to find the most cost-effective
combinations in terms of improved vehicle technologies and improved fuel properties. In
1988, the European Union mandated the European Standard Organization to develop
comprehensive specifications for automotive fuel.
Our very own state-owned oil refineries have been merrily producing diesel with such
high levels of sulphur in it as are unacceptable in any developed country? If the public
sector oil refineries do not want to submit themselves to a reasonable time-frame for
reducing the sulphur content in diesel, what is the guarantee that the new oil refineries in
the joint private sector would be conscious of the environmental pollution their fuel can
cause. And why wouldnt they also refuse to agree to any deadline, till they are forced to
do so? It is time that public debate also focused its attention on the oil refineries role in
producing less polluting fuels and explored what role the Supreme Court could play even
in the area of fuel quality.
To conform to the Euro I and II norms, the quality of petrol and diesel has to adhere to
specific fuel properties. These must include: initially reduction or substitution of lead in
petrol and reduction of sulphur in petrol and diesel; then over a medium time frame
complete or near complete elimination of sulphur, aromatics, and heavy oils in diesel,
and lead in petrol by using oxygenated supplement like methyl tertiary butyl ether.
Oxygenates boost octane value and provide an effective means of reducing harmful
emissions such as benzene, toluene, and xylene in petrol. Further, increased use of
clean substitute fuels (oxygenated blends, CNG, propane), particularly in captive fleet
vehicles with high mileage and restricted range of operation, such as taxis, autos and
buses should be promoted.
Is automobile technology fix sufficient? There are limitations to a strategy focused
primarily on changing automotive technology. Without an integrated transport policy, it
could be quite possible that the growth in the motor vehicle fleet can partially or fully
offset the improvements obtained from the increase in energy efficiency and the
reduction in emissions output of individual vehicles. The travel demand management is
the missing ingredient in the current air pollution strategy. It is desirable, therefore, to
complement the supply-side interventions with demand management measures, if the
ultimate objective is to secure improved levels of air quality. They range from simple
traffic engineering interventions (coordinated signals, reversible lanes, one-way street
pairs, and other traffic control devices) to traffic restraints (area licensing schemes,

parking controls, exclusive pedestrian zones, vehicle bans, special bus and high
occupancy vehicle lanes and so on), advanced area traffic control techniques, and
provision of facilities and services to encourage modal shifts (such as sidewalks, bicycle
lanes, light and rapid rail transit, and commuter rail). These measures would require a
policy framework encompassing regulatory, pricing, and taxation mechanisms, and need
to be backed with effective enforcement, to encourage the use of clean vehicles and
fuels, to restrict or ban the use of polluting vehicles and fuels, and to modify travel
behavior and transport demand.
The recent news that Maruti Udyog Limited has rolled out Euro-III compliant cars is a
welcome sign that the automobile industry is catching up with the global standards. Tata
Motors Limited is very much in the race of being ahead of the emission norms to be
implemented. Its Indigo Station Wagons are well on their way to establishing themselves
in European and other overseas markets. They are powered by a 1.4 litre Euro III turbocharged intercooled diesel engine and a 1.4 litre MPFI Euro III petrol engine. A 1.4 litre
Euro IV Common Rail diesel engine will also be available in the near future, along with
the Euro IV version of the MPFI petrol engine. It seems appropriate at the outset, to take
a close look at these graduating vehicles and assess their efficacy technologically in
controlling air quality standards of our nation. The recommendation based on the
Mashelkar committee report for the auto-fuel policy launched in the country for
improvement of air quality augurs well for all the stake holders. BS IV equivalent to Euro
IV is envisaged in 2010. These norms should be introduced such that the change over is
gradual and smooth; first in metros and after a gap of specified time, extended to
vehicles plying all over India. Creation of norms by the Govt. and its compliance by the
automobile and auto fuel producers, though difficult and capital intensive, is not the real
problem as they are capable of handling technological and economic issues.. The
success in cleaning up the Indian air will largely depend upon implementation of the
norms where intriguing, legal, social and psychological issues arise.

References
Chaudhari, M. K., in Clearing the Air: Better Vehicles, Better
Fuels (eds Bose, R. K., Sundar, S., Nesamani, K. S.), Tata Energy
Research Institute, 2000, pp.277284.
Environment Pollution (Prevention and Control) Authority for the
National Capital Region, A Report on Clean Fuels in Response to
the Honble Supreme Court Order Dated 26 March 2001 and 27
April 2001, India, July 2001.
Report on Standards for CNG Vehicles, and Refilling Stations
In Response to the Hon'ble Supreme Court Order Dated April 4, 2001
(In the matter of W.P.(C) No.13029 of 1985; M.C. Mehta Vs UOI & others)
Proposal for Emission Controls on Petrol 2-Stroke Engine Driven Two and Three
Wheelers, October, 1999, Environment Pollution (Prevention & Control) Authority
for the National Capital Region

Diesel Killer Trend, Gobar Times, January, 2000

Sandhya Wakdikar, Compressed natural gas: A problem or a solution? Current Science,
Vol. 82, No. 1, 10 January, 2002
B.P. Amoco Statistical Review of World Energy 2000, in Indian
Petroleum and Natural Gas Statistics 19992000, Economics and
Statistics Division, Ministry of Petroleum and Natural Gas, New
Delhi, 2001.
Indian Petroleum and Natural Gas Statistics 19992000, Economics
and Statistics Division, Ministry of Petroleum and Natural
Gas, New Delhi, 2001.
Basic Statistics on Indian Petroleum and Natural Gas 19992000,
Ministry of Petroleum and Natural Gas, India, September 2000.
Nylund Nils-olof and Lawson Alex, Report prepared for the
International Association of Natural Gas Vehicles Technical
Committee, March 2000, p. 29.
Winebrake, J. J., Strategic Planning for Energy and the Environment,
2000, 19(4), pp. 4362.
Report, Tata Energy Research Institute, New Delhi, March
2001.
Sanghi Sanjeev, Kale, S. R., Mohan Dinesh, Report, Indian Institute
of Technology, Delhi, August 2001.
Natraj, M., in Clearing the Air: Better Vehicles, Better Fuels (eds
Bose, R. K., Sundar, S., Nesamani, K. S.), Tata Energy Research
Institute, 2000, pp. 261266.

http://cseindia.org/campaign/apc/press_20010330.htm
http://commerce.nic.in/adfin_coldroll.htm
http://pib.nic.in/feature/feyr2003/fnov2003/f031120031.html
http://www.ecmaindia.com/indian.html

Annexure
Indian Emission Standards

Regulatory Agencies
Ministry of Environment and Forests
Central Pollution Control Board (CPCB)
State Pollution Control Boards (SPCBs) - in respective states
Pollution Control Committees - in respective territories
Background
The first Indian emission regulations were idle emission limits which became effective in 1989. These idle emission
regulations were soon replaced by mass emission limits for both gasoline (1991) and diesel (1992) vehicles, which
were gradually tightened during the 1990's. Since the year 2000, India started adopting European emission and fuel
regulations for four-wheeled light-duty and for heavy-duty vehicles. Indian own emission regulations still apply to twoand three-wheeled vehicles.
OVERVIEW OF THE EMISSION NORMS IN INDIA
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 (Eq. to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II Norms for Delhi.
2001 - Bharat Stage II (Eq. to Euro II) Norms for All Metros, Emission Norms for CNG & LPG Vehicles.
2003 - Bharat Stage II (Eq. to Euro II) Norms for 11 major cities.
2005 - From 1st April Bharat Stage III (Eq. to Euro III) Norms for 11 major cities.
2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage - IV (Eq. to
Euro IV) for 11 major cities.
Table 1
Indian Emission Standards (4-Wheel Vehicles)

Standard

Reference

Date

Region

India 2000

Euro 1

2000

Nationwide

2001

NCR*, Mumbai, Kolkata, Chennai

2003.04

NCR*, 10 Cities

Bharat Stage II

Euro 2

Bharat Stage III

Bharat Stage IV

2005.04

Nationwide

2005.04

NCR*, 10 Cities

2010.04

Nationwide

2010.04

NCR*, 10 Cities

Euro 3

Euro 4

* National Capital Region (Delhi)

Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad, Pune, Surat, Kanpur and Agra
"The Union Cabinet in October 2003 has approved an auto fuel policy that lays a roadmap for implementing Euro-II, III
and IV vehicular emission standards by 2010."
The Bharat Stage II (equivalent to Euro-II norms), will be applicable to all automobiles throughout the country from Apr
1, 2005. These norms are currently in place in 11 cities- Delhi, Mumbai, Kolkata, Chennai, Bangalore, Hyderabad,
Ahmedabad, Pune, Surat, Kanpur and Agra.
All automobiles and fuel - petrol and diesel - will have to meet Euro-III emission specifications in the above 11 cities
from April 1, 2005 and Euro-IV norms by April 1, 2010. The rest of the country will have Euro-III emission norm
compliant automobiles and fuels by 2010.
For 2/3 wheelers, Bharat Stage-II norms will be applicable from Apr 1, 2005 and Euro-III norms would come in force
preferably from April 1, 2008 but not later than April 1, 2010.
OVERVIEW OF THE FUEL QUALITY IN INDIA
UNLEADED GASOLINE
Introduced in 1995 and 100% in 2000
1% BENZENE CONTENT IN GASOLINE
Introduced in NCT (National Capital Territory) in 2000, Extended to NCR (National Capital Region) & Mumbai in 2001
0.05 % SULPHUR CONTENT IN GASOLINE
Introduced in NCR In 2000, Extended to Mumbai, Kolkata and Chennai in 2001
0.05 % SULPHUR CONTENT IN DIESEL
Introduced in the NCT in 2000 and Extended to NCR, Mumbai, Kolkata & Chennai in 2001
PRESENT INDIAN FUEL STATUS

Presently, BIS 2000 Specifications for Gasoline and Diesel are followed in India
In the Metro-Cities, Euro-II Equivalent Fuel is supplied. The only difference being the Sulphur content, which is

500 PPM for both, Gasoline and Diesel in the Metro Cities; and, 1000 PPM for Gasoline and 2500 PPM for
Diesel in the rest of the country
Additionally, Gasoline with Benzene content of 1.0 Vol.-% Max. has been introduced in the NCR of Delhi and
Greater Mumbai
Gasoline with Benzene content of 3.0 Vol.-% Max. has been introduced in Kolkata and Chennai
CNG, LPG, Ethanol Blends are used in Specified Areas

ROAD MAP FOR VEHICULAR EMISSION NORMS IN INDIA

ENTIRE COUNTRY

Bharat Stage II (EQ. TO EU II NORM) Emission Norms for 4-Wheelers to be applicable from 1.4.2005
Bharat Stage III (EQ. TO EU III NORM) Emission Norms for 4-Wheelers to be applicable from 1.4.2010
Bharat Stage II Emission Norms for 2 & 3-Wheelers to be applicable from 1.4.2005
Bharat Stage III Emission Norms for 2 & 3-Wheelers to be applicable preferably from 1.4.2008 and not later
than 1.4.2010

For Cities of Delhi/National Capital Region, Mumbai, Kolkata, Chennai, Bangalore, Hyderabad, Ahmedabad, Pune,
Surat, Kanpur and Agra

Bharat Stage-II Emission Norms for 4-Wheelers have already been implemented in the Cities of Delhi,
Mumbai, Kolkata and Chennai in the year 2000 and 2001
Bharat Stage-II Emission Norms for 4-Wheelers was implemented for the cities of Bangalore, Hyderabad,
Ahmedabad, Agra, Kanpur, Pune and Surat in the year 2003.
Bharat Stage-III Emission Norms for 4-Wheelers would be implemented from 1.4.2005 for all the 11 Cities
mentioned above
Bharat Stage-IV Emission Norms for 4-Wheelers would be implemented from 1.4.2010 for all the 11 Cities
mentioned above.

Indian Emission Norms for Petrol Vehicles

Two Wheelers
Year
1991
1996
2000
2005 (BS - II)

Carbon Monoxide (CO)

12 - 30
4.50
2.00
1.50

Hydro Carbon
8-12
-

( g / Km.)
Hydro Carbon + NOx
3.60
2.00
1.50

Three Wheelers
Year
1991
1996
2000
2005 (BS - II)

Carbon Monoxide (CO)

12 - 30
6.75
4.00
2.25

Hydro Carbon
8 - 12
-

( g / Km.)
Hydro Carbon + NOx
5.40
2.00
2.00

Cars
Year
Carbon Monoxide (CO)
1991
14.30 - 27.10
1996
8.68 - 12.40
1998 *
4.34 - 6.20
2000
2.72 - 6.90
BS - II
2.20
BS - III
2.30
* For Catalytic Converter Fitted Vehicles.

( g / Kwh..)
Year
1992
1996
2000
BS - II
( g / km. )
Year
1992
1996
2000
BS - II
BS - III

( g / km.)
Year
BS - II
BS - III

Hydro Carbon
2.00 - 2.90
0.20

NOx
0.15

Indian Emission Norms for Diesel Vehicles

Diesel Vehicles (GVW Upto 3.5 Tons)
Engine Dynamometer
Carbon Monoxide (CO)
Hydro Carbon (HC)
14.00
3.50
11.20
2.40
4.50
1.10
4.00
1.10
OR
Chassis Dynamometer
Carbon Monoxide (CO)
Hydro Carbon (HC)
NOx
17.30 - 32.60
2.70 - 3.70
5.00 - 9.00
2.72 - 6.90
1.00 - 1.50
0.64 - 0.95
0.50 - 0.78

Carbon Monoxide (CO)

1.00
0.64

Cars
Chassis Dynamometer
Hydro Carbon (HC)
NOx
0.50

( g / Km.)
Hydro Carbon + NOx
3.00 - 4.36
1.50 - 2.18
0.97 - 1.70
0.50
-

NOx
18.00
14.40
8.00
7.00

PM
0.36 / 0.61 #
0.15

HC + NOx
2.00 - 4.00
0.97 - 1.70
0.70 - 1.20
0.56 - 0.86

PM
0.14 - 0.25
0.08 - 0.17
0.05 - 0.10

HC + NOx
0.70
0.56

PM
0.08
0.05

Diesel Vehicles (GVW > 3.5 Tons) (Engine Dynamometer Test)

( g / Kwh..)
Year
Carbon Monoxide (CO)
Hydro Carbon (HC)
NOx
1992
17.30 - 32.60
2.70 3.70
1996
11.20
2.40
14.40
2000
4.50
1.10
8.00
BS - II
4.00
1.10
7.00
BS - III
2.10
0.66
5.0
# For Engines with Power exceeding 85 kw / For Engines with power upto 85 kw.
BS - III - Norms w.e.f. 1st April 2005 in major 11 Cities.

PM
0.36 / 0.61 #
0.15
0.10

ROAD MAP FOR FUTURE FUEL QUALITY

At Present, Euro-II Equivalent Gasoline and Diesel is supplied in 11 mega cities i.e. Four metros and
Bangalore, Hyderabad, Pune, Surat, Kanpur, Agra and Ahemadabad. Whereas in the entire country Euro-II
fuel will be supplied from April 1, 2005.
Euro-III Equivalent Gasoline and Diesel would be supplied in the above 11 Mega Cities from April 1, 2005 and
in the Entire Country by 2010
Euro-IV Equivalent Gasoline and Diesel is proposed to be supplied in the above 11 Mega Cities from April 1,
2010

FORTHCOMING VEHICLE NORMS

(POINTS 1 THROUGH 5 REFERS TO IDLE EMISSION NORMS)
W.e.f. 1st October 2004, Carbon Monoxide (CO) Emission Norms for new generation vehicles manufactured on or
after 1st April 2000 shall confirm to the following values :

Petrol Driven Vehicles, other than 2 & 3 wheelers 0.5% (CO) for closed loop 3 - way catalytic converter fitted
vehicle and 3% for other vehicles.
Petrol driven vehicles 4 - stroke 2 & 3 wheelers fitted with Catalytic Converter the CO limit shall be 3.5%.
Hydro Carbon (HC) standards in case of in use 2 - stroke 2 wheelers shall be 6000 ppm and in case of 4 stroke 2 & 3 wheelers 4500 ppm.
Bharat Stage - II compliant and cars fitted with a 3 - way catalytic converter emission level of 750 ppm of HC
and for others 1500 ppm.
In case of 2-3 wheelers manufactured prior to 1st Apr 2000 HC limit shall be 9000 ppm.
Mass Emission standards for vehicles operating on CNG shall be the same as are applicable for gasoline
vehicles with the exception that HC shall be replaced by Non- Methane HC where Non-Methane HC = 0.3 x
HC.
Mass Emission standards for vehicles and operating on LPG shall be the same as are applicable for gasoline
vehicles where HC shall be replaced by Reactive HC, where RHC = 0.5 x HC.
On and from 1st April 2005 mass emission standards (Bharat Stage - II) for 2 & 3 Wheelers shall be as follows
:
Vehicle Category
Two Wheeler
Three Wheeler (P)
Three Wheeler (D)

Pollutants in g / km
CO
HC + NOx
CO
HC + NOx
CO
HC + NOx
PM

TA = COP Norms
1.50
1.50
2.25
2.00
1.00
0.85
0.10

TA = COP (DF)
1.20
1.20
1.20
1.20
1.10
1.00
1.20

1) As per Central Motor Vehicles Amendment Rule, 2004 Notification dated 21st January 2004, the "Mass Emission
Standards (Bharat Stage III)" for 11 major cities will be as under for Four Wheeled Vehicles manufactured on and from
1st April 2005. :

a) Motor Cars with seating capacity of and upto 6 persons (including driver) and GVW not exceeding 2500 Kg.
Vehicles with
Gasoline
Diesel Engine

Limit Values for Type Approval (TA) as well as COP (g/km)

HC
NOx
HC + NOx
0.20
0.15
----0.50
0.56

CO
2.30
0.64

PM
--0.05

b) Four Wheeler Passenger Vehicles with GVW equal to or less than 3500 Kg. and designed to carry more than 6
persons (including driver) or maximum mass of which exceeds 2500 Kg.
c) Four Wheeled Vehicles (other than Passenger Vehicles) with GVW equal to or less than 3500 Kg. shall conform to
the following norms.
Limit Values for Type Approval (TA) as well as COP (g/km)

Vehicles with
CO
Ref. mass
(rw) kg.

Class

HC

NOx

HC + NOx

PM

Gasoline Diesel Gasoline Diesel Gasoline Diesel Gasoline Diesel

Diesel

rw < 1305

2.30

0.64

0.20

---

0.15

0.50

---

0.56

0.05

II
III

rw 1305 -1760
rw > 1760

4.17
5.22

0.80
0.95

0.25
0.29

-----

0.18
0.21

0.65
0.78

-----

0.72
0.86

0.07
0.10

d) Diesel Vehicles with GVW exceeding 3500 Kg. shall conform to the following norms.
Limit Values for Type Approval (TA) as well as COP (g/km)
Engine Steady State Cycle (ESC) test

Engine Load Response (ELR) test

CO (g/kWh)

HC (g/kWh)

NOx (g/kWh)

PM (g/kWh)

Smoke (m 1) #

2.10

0.66

5.0

0.10 / 0.13 *

0.80

Note :
* For engines having swept volume of less than 0.75 litre per cylinder and a rated power speed of more than 3000
rpm.
# For diesel engines only.
2) As per Notification dated 10th February 2004, on and after 1st October 2004, every motor vehicle operating on
Petrol / CNG / LPG shall comply with the Idling Emission Standards for CO and HC as given in the table below :
S. No.

Vehicle Type

CO %

* HC (n - hexane
equivalent) ppm

2 & 3 wheelers (2 / 4 stroke)

(vehicles manufactured before 31st Mar 2000)

4.5

9000

2 & 3 wheelers (2 stroke)

(vehicles manufactured after 31st Mar 2000)

3.5

6000

2 & 3 wheelers (4 stroke)

(vehicles manufactured after 31st Mar 2000)

3.5

4500

Bharat Stage II Compliant 4 wheelers.

0.5

750

4 Wheelers other than Bharat Stage II Compliant.

3.0

1500

Note :
* The Idling Emission Standards for vehicles when operating on CNG shall contain NMHC in place of HC and shall be
estimated by the following formula :
NMHC = 0.3 x HC where HC = total HC measured as n - hexane equivalent.
Similarly Idling Emission Standards for vehicles when operating on LPG shall contain Reactive Hydro Carbon (RHC)
in place of HC and shall be estimated by the following formula :
RHC = 0.5 x HC where HC = total HC measured as n - hexane equivalent.