12

PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES

Approach
The presently obtained air quality in different cities in India has been detailed
in Chapter 4. The growth in automobile and urban traffic patterns together with the
contribution of auto exhaust emissions to air pollution have been discussed in
Chapter 5 and its appendix. For the reasons detailed in Chapter 5, the Committee
decided to adopt the following approach for suggesting measures for reducing
pollution from automobiles :
Introduce higher emission norms and auto

fuel quality, ahead of the rest of the country in cities that have very high
vehicle population or ambient air pollutants concentration. Bring about
improvements, in stages, in the vehicular emission norms and auto fuel quality
throughout the country. Take city specific measures to reduce pollution from old
in-use vehicles in the cities having very high vehicular pollution. Based on the
above approach, the Committee finalised the road map for future emission norms for
new vehicles which is given in Boxes 12.1 to 12.3.

European Union experience and practice

For deciding on the road map and time frame, the Committee looked at the practice
in European Union with respect to setting of emissions and fuel quality standards.
It is

seen that earlier, emission regulations in Europe were formulated by the United
Nations Economic Commission for Europe (UN-ECE). With the formation of European
Union, emission standards are presently published as directives of the EU having
the force of law within the EU member countries. With the introduction of the
consolidated emission directive, implementation of the norms in the EU has become
mandatory with relaxation being given to some member countries. In Europe, emission
norms are set based on detailed studies under the extensive Auto Oil Programmes.
The programme has been helpful in identifying the requirement of future automotive
emission regulations and also the corresponding fuel quality needed to meet the
requirements of vehicles designed to meet the emission norms. A European programme
on emission, fuels and engines had also been set up as a result of the European
Union Commission initiative to review the available data and design projects to
extend the knowledge base. This programme involved the automobile industry as well
as the oil industry. The European Union has been upgrading emission norms as well
as the fuel quality standards in stages, normally at an interval of 4-5 years. They
have progressively tightened their emission norms from pre-Euro stages in the
eighties to Euro III standards which are in place since the year 2000. European
Union proposes to go to Euro IV norms in the year 2005.

The European Union has been upgrading emission norms as well as the fuel quality
standards in stages, normally at an interval of 4-5 years.

PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES

183
Table 12.1 European Union Emission Norms finalisation and implementation schedule
Norms Euro I Euro II Euro III Euro IV Year of finalisation/ implementation
Implemented in Implemented in Finalisation in Implemented in Finalisation in
Implementation in 1992-1993 1996-1997 1995-1996 2000 1998-1999 2005

Some countries in European Union have been allowed up to two more years for
implementation Source : European Commission Directives( 85/210/EEC, 85/536/EEC,
93/12/EEC, 98/70/EC) Concawe Reports ( 6/97, 9/98, 4/99).

The lead time of the range of 5 years is required for implementation of the quality
upgradation projects and supply of improved quality of fuels across the country.

The rationale behind allowing a time frame of 4-5 years in Europe has been to allow
the automobile industry and the oil industry to take the required steps for
upgrading the technology and to execute projects which involve creation of new
facilities, particulary at refineries besides allowing the society and the
Governments to absorb the costs. The European schedules of norms finalisation and
implementation are given in Table 12.1.

Selection of process licensors Preparation of process packages Selection of LSTK

contractors Construction of facilities Commissioning of facilities Turn around of
products for marketing

Time requirement for Indian oil industry

Taking the above steps into consideration, the indicative time frame required for
implementation of the projects for product quality upgradation by oil companies in
India would be as given in Table 12.2.

The lead time of the range of 5 years is required for implementation of the quality
In oil industry, the following stages are upgradation projects and supply of
involved for implementation of the quality improved quality of fuels across the
country. upgradation projects : The refineries need to take shutdowns of Project
development and investment their processing units for implementation of approvals
projects. Since all refineries cannot be shut Environmental approvals Shifting
of facilities in case of space down simultaneously, it would involve staggering of
shutdowns so that product constraints Selection of project management
availability in the country is not affected adversely. contractors
Table 12.2 Time frame for various activities of projects Activity Notification of
fuel quality stipulations Project development and approval of project investments
Environmental clearance Project implementation Commissioning of project facilities
Marketing installations flush out and stabilization Total
184

Time required Zero date 6 months 9 months 30 - 36 months 3 months 6 - 12 months 54

- 66 months
AUTO FUEL POLICY REPORT
Logistics and other infrastructure constraints need to be taken into account,
before introducing various quality products for distribution. In this context, the
constraint in pumping various grades of products in the pipelines, creation/
segregation of storage and distribution facilities require consideration. Setting
up of these infrastructure facilities would require time. Finally the stocks in the
marketing chain, namely terminals, depots, pipelines, retail outlets, etc., are
also to be turned around with the upgraded fuel after stabilization of production
at the refineries. This process of upgrading the fuel in the marketing setup across
the country would require 6 to 12 months period, depending on the consumption
levels. Hence, considering the complexities of upgrading the auto fuel quality
across the country, a time frame of about 5 years, which is in line with the
worldwide practice, is required.

being launched in the country for improvement in air quality including progressive
introduction of Bharat Stage II norms in the entire country and Euro III equivalent
Bharat Stage III norms in the cities having substantial vehicle population.
Further, the EU experience with Euro IV regime may also be the guiding factor. This
may call for a review after 2005. At this point of time we recommend that Euro IV
norms which would be implemented in Europe from 2005 could be considered for
implementation as Bharat Stage IV from year 2010 in identified cities. In respect
of 2 & 3 wheeler norms, India is already ahead of most of the advanced world as far
as the emission norms are concerned. However, there is a need for tightening
further of the norms for 2 & 3 wheelers on account of their large population. US
and Europe do not have a large population of such vehicles and the emissions from
such vehicles do not contribute significantly to their air pollution problem. The
Committee considered the strignent emission norms of Taiwan which are planned to be
implemented there from the year 2003. After extensive deliberations, the new India
specific norms to be implemented from the year 2005, which may be called the Bharat
Stage II norms for 2 & 3 wheelers, have been finalized. It has been decided to have
the same emission norms for 2 stroke and 4 stroke engines. As regards the next
stage of norms for 2 & 3 wheelers beyond 2005, the Committee has finalized the
details of the norms. The Committee notes the stages of development of different
technologies in this sector and apperciates that some time would be required to
assess the actual commercialisation of such technologies on mass scale. It
therefore, recommends, that these norms may preferbly be adopted by the year 2008
but not later than the year 2010 in any case. These may be called the Bharat Stage
III norms. In respect of 2 & 3 wheeler norms, India is already ahead of most of the
advanced world as far as the emission norms are concerned. However, there is a need
for tightening further of the norms for 2 & 3 wheelers on account of their large
population.

Different emission norms for new vehicles in various regions

India is a vast country where different cities have different climatic conditions,
human population, different vehicle population density and sources of pollution.
Some cities with large human population and high vehicle population require actions
for vehicle pollution control ahead of the rest of the country. As brought out in
Chapter 5, the Committee has identified cities where higher level of emission norms
and fuel quality is to be made applicable ahead of the rest of the country. The
Committee felt that although leap frogging to Euro IV vehicle technologies and auto
fuel quality to bring the country at par with the EU may be a noble target,
however, in the Indian situation, considering the investment priorities the country
has to follow, a view on this need should be based on the experience of the multi-
faceted drive

PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES

185
Road Map for Vehicular Emission Norms for New Vehicles
Road Map for Vehicular Emission Norms for New Vehicles New Vehicles (except 2 & 3
Wheelers) Entire Country
Bharat Stage II emission norms From 1 April, 2005 Euro III equivalent emission
norms From 1 April, 2010
Box 12.1

For Cities of Delhi / NCR, Mumbai, Kolkata, Chennai, Bangalore, Hyderabad,

Ahmedabad, Pune, Surat, Kanpur and Agra
Bharat Stage II emission norms

Delhi, Mumbai, Kolkata & Chennai Already introduced in the year 2000 & 2001
Bangalore, Hyderabad Ahmedabad, Pune, Surat, Kanpur and Agra From 1 April, 2003

Euro III equivalent emission norms for all private vehicles, city public service
vehicles and city commercial vehicles. From 1 April, 2005 Euro IV equivalent
emission norms for all private vehicles, city public service vehicles and city
commercial vehicles From 1 April, 2010

Road Map for Vehicular Emission Norms for New Vehicles New 2 & 3 Wheelers Emission
Norms for 2 / 3 Wheelers to be the same in the Entire Country
Bharat Stage II norms From 1 April, 2005 Bharat Stage III norms Preferably from 1
April, 2008 but not later than 1 April, 2010 in any case.

Box 12.2

Details of Vehicular Emission Norms and Auto Fuel Quality

Box 12.3

Details of Vehicular Emission Norms Bharat Stage II, Euro III & Euro IV equivalent
emissions norms for all categories of new vehicles (excluding 2 / 3 wheelers) are
given in Tables 12.3 to 12.5. The Bharat Stage II and Bharat Stgae III emission
norms for 2 / 3 wheelers for the year 2005 & 2008 are given in Table 12.6. Details
of Auto Fuel Quality To meet the recommended vehicular emission norms, quality of
auto fuels to be supplied are detailed in Tables 8.11 to 8.16 and Table 9.14 to
9.15.
186 AUTO FUEL POLICY REPORT
Emission norms details
Table 12.3 Bharat Stage II emission norms (a) Motor cars with seating capacity of
and upto 6 persons (including driver) and GVW not exceeding 2500 kg. Vehicles with
CO Petrol engine Diesel engine 2.2 1.0 Standards (TA = COP), g/km (HC + NOx) 0.5
0.7 PM 0.08

(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. Limit values (TA=COP), g/km

Class

Ref. Mass (rw), kg

Mass of CO Petrol Diesel 1.0 1.25 1.5

Mass (HC + NOx) Petrol 0.5 0.6 0.7 Diesel 0.7 1.0 1.2

Mass of PM Diesel 0.08 0.12 0.17

I II III

rw<1250 1250<rw<1700 1700<rw

2.2 4.0 5.0

(c)

For light commercial vehicles Limit values (TA=COP), g/km

Class Ref. Mass (rw), kg

Mass of CO Petrol Diesel 1.0 1.25 1.5

Mass (HC + NOx) Petrol 0.5 0.6 0.7 Diesel 0.7 1.0 1.2

Mass of PM Diesel 0.08 0.12 0.17

I II III

rw<1250 1250<rw<1700 1700<rw

2.2 4.0 5.0

(d)

For heavy duty vehicles Limit values (TA=COP), g/kWh CO 4.0 HC 1.1 NO x 7.0 PM 0.15

PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES

187
188

Table 12.4 Euro III equivalent emission norms (a) For passenger cars and light
commercial vehicles Reference mass (rw, kg) Limit values Mass of carbon monooxide
(CO) Mass of hydrocarbons (HC) Mass of oxides of nitrogen (NO) Combined mass of
hydrocarbons and oxides of nitrogen (HC + NOx) L2 + L3 (g/km) Petrol Diesel 0.56
0.56 0.72 Mass of particulates (PM)1

L1 (g/km) Category M2 Class I N3 II All rw 1305 1305 < rw 1760 1760 < rw
Petrol 2.3 2.3 4.17 Diesel 0.64 0.64 0.80

L2 (g/km) Petrol 0.20 0.20 0.25 Diesel -

L3 (g/km) Petrol 0.15 0.15 0.18 Diesel 0.50 0.50 0.65

L4 (g/km) Diesel 0.05 0.05 0.07

III
1 2

5.22

0.95

0.29

0.21

0.78

0.86

0.10

For compression ignition engines Except vehicles designed to carry more than 6
number occupants and the mass of which exceeds 2500 kg. 3 And those category M
vehicles which are specified in (2) above

(b) Heavy duty vehicles for diesel engines Diesel engines over the ESC / ELR Test
Cycles Gaseous and PM emissions (g/kwh) CO 2.1
1

AUTO FUEL POLICY REPORT

Smoke(m-1) PM 0.101 0.80

HC 0.66

NOX 5.0

A particulate matter limit of 0.13 g/kwh applies for small engines having a swept
volume of less than 0.75 dm3 per cylinder and a rated speed greater than 3000 min
1. (contd.)
PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES 189

Table 12.4 (contd.) (c) Diesel and gas engines over the ETC test cycles Gaseous and
PM Emissions (g/kwh) CO 5.45
1

NMHC 0.78

CH 4 1.6

NOx 5.0

PM 0.161

A particulate matter limit of 0.21 g/kwh applies for small engines having a swept
volume of less than 0.75 dm3 per cylinder and a rated speed greater than 3000 min
1.

Table 12.5 Euro IV equivalent emission norms (a) For passenger cars and light
commercial vehicles Reference mass (rw, kg) Limit values Mass of carbon mono-oxide
(CO) Mass of hydrocarbons (HC) Mass of oxides of nitrogen (NO) Combined mass of
hydrocarbons and oxides of nitrogen (HC + NO) L2 + L3 (g/km) Petrol Diesel 0.30
0.30 0.39 Mass of particulates (PM)1

L1 (g/km) Category M2 Class I N3 II All rw 1305 1305 < rw 1760 1760 < rw
Petrol 1.0 1.0 1.81 Diesel 0.50 0.50 0.63

L2 (g/km) Petrol 0.10 0.10 0.13 Diesel -

L3 (g/km) Petrol 0.08 0.08 0.10 Diesel 0.25 0.25 0.33

L4 (g/km) Diesel 0.025 0.025 0.040

II
1 2

2.27

0.74

0.16

0.11

0.39

0.46

0.06

For compression ignition engines Except vehicles designed to carry more than 6
number occupants and the mass of which exceeds 2500 kg. 3 And those category M
vehicles which are specified in (2) above

(contd.)
Table 12.5 (contd.) (b) For heavy duty vehicles for diesel engines (i) Diesel
engines over the ESC / ELR Test Cycles Gaseous and PM emissions (g/kwh) CO 1.5 HC
0.46 NOX 3.5 PM 0.021 0.50 Smoke (m-1)

(ii) Diesel and gas engines over the ETC Test Cycles Gaseous and PM Emissions
(g/kwh) CO 4.0
1

NMHC 0.55

CH4 1.1

NO x 3.0

PM 0.032

A particulate matter limit of 0.13 g/kwh applies for small engines having a swept
volume of less than 0.75 dm3 per cylinder and a rated speed greater than 3000 min.
2 A particulate matter limit of 0.21 g/kwh applies for small engines having a swept
volume of less than 0.75 dm3 per cylinder and a rated speed greater than 3000 min
1.

ambient air quality in cities, the Committee recommends Bharat Stage II and Bharat
Considering the large population of 2 and 3 Stage III emission norms for this
category wheelers and their contribution on the of vehicles as given in Table 12.6.
2 and 3 wheeler emission norms

Table 12.6 Emission norms and deterioration factors (DF) for 2 and 3 wheelers
Vehicle Pollutants, g/km Year 2005 Bharat Stage II Norms DF* 2 Wheelers CO HC + NOX
3 Wheelers (Petrol) 3 Wheelers (Diesel) CO HC + NOX CO HC + NOX PM 1.50 1.50 2.25
2.00 1.00 0.85 0.10 1.2 1.2 1.2 1.2 1.1 1.0 1.2 Preferably from year 2008 Bharat
Stage III Norms DF 1.0 1.0 1.25 1.25 0.50 0.50 0.05 1.2 1.2 1.2 1.2 1.1 1.0 1.2

* Deterioration factors to account for deterioration of devices like catalytic

converter.

190

AUTO FUEL POLICY REPORT

2 and 3 wheelers - other issues
The views of the Committee on other related issues are : 1. The emission norms for
new 2 and 3 wheelers should not be different for 2 stroke and 4 stroke vehicles. 2.
In view of an element of arbitrariness of Deterioration Factor (DF) and the fact
that meeting ambient air quality is dependent on actual emissions from on-road
vehicles, the prescribed values of DF may be reviewed in the year 2005 after the
results of field trials conducted by the manufacturers are available. 3. It is
recommended that the progress in terms of meeting the proposed 2008 emission norms
be reviewed in the year 2005. 4. The 2 and 3 wheeler vehicle manufacturers may be
asked to give mandatory on-road emission warranty for 30,000 km in respect of such
parts which may have impact on emissions including that of catalytic converter. 5.
In order to reflect the actual conditions on the road, the Committee recommends
appropriate Reference Vehicle Mass for the Chassis Dynamometer Tests, as given
below : i) 2 wheelers - as at present ii) 3 wheelers - two persons + driver iii) 3
wheelers (Diesel) - GVW as declared by the manufacturers

Emission testing facilities

At present ARAI, VRDE, and IIP are the test agencies approved by the Ministry of
Road Transport and Highways for certification of emission compliance. Most of the
emission testing for type approvals and conformity of production are, however,
carried out at ARAI, Pune. The test facilities

available at all these test agencies are inadequate to meet the requirements of
testing due to expansion of automobile industry, automobile market, and
technological developments. Further, the introduction of more stringent emission
norms proposed for the future will require new test systems which are not available
with testing agencies. These facilities have to be set up well in time before next
stage norms (Euro III equivalent) are introduced as envisaged from April 2005 in
eleven cities. It is understood that SIAM has submitted a report on the Upgradation
of Test Facilities for Automobiles in India to the Ministry of Heavy Industries.
According to SIAM, this report has laid down the requirements of the testing
facilities for automobiles keeping in view the present and anticipated needs of the
Indian automobile industry upto the year 2015. The proposed facilities which
include emissions, noise, safety / crash, proving ground, reliability, environment,
materials, and electromagnetic compliance laboratories will cater to the
requirements of the automobile industry taking into consideration the enhanced
safety and emission regulations, harmonization of standards, certifications of
imported vehicles, introduction of newer models and also make India a hub for
vehicle development activities particularly for South Asian region. These
facilities, which have been proposed on an elaborate scale to cater to the complete
requirements of the automobile industry for automobile testing for compliance of
various norms and also for homologation are estimated to cost about Rs. 1500 crore.
The cost of emission equipments proposed for two centres in the northern and
southern India are estimated to be Rs. 154 crore which have been included in the
proposal. The leading test agencies i.e. ARAI and VRDE have indicated immediate
requirements of

The 2 and 3 wheeler vehicle manufacturers may be asked to give mandatory on-road
emission warranty for 30,000 km in respect of such parts which may have impact on
emissions including that of catalytic converter.

PROPOSED VEHICULAR EMISSION NORMS FOR NEW VEHICLES

191
It is expected that load for emissions testing will increase with the
implementation of stricter norms in future requiring more developmental work by the
industry which will also lead to increased testing load for type approvals.

Rs. 132 crore and Rs. 31 crore, respectively for upgradation over the next 23
years. However, they have indicated their requirements upto 2010 as Rs. 547 crore
(ARAI) and Rs. 80 crores (VRDE). In the northern region, at present IIP is the only
certifying agency. IIP has indicated an immediate requirement of emission
equipments and upgradation costing around Rs. 102 crore over the next two years.
The requirement upto 2010 is about Rs. 160 crore. The above proposal of the Society
of Indian Automobile Managements (SIAM) and other test agencies reported to be
under consideration by the Ministry of Heavy Industries includes plans for
strength-ening the automobile testing infrastructure and also to increase the
emission testing capabilities in the country. It is expected that load for
emissions testing will increase with the implementation of stricter norms in future
requiring more developmental work by the industry which will also lead to increased
testing load for type approvals. Further requirement of surveillance and monitoring
of emission norms compliance including emission warranty of the vehicles produced
by the automobile industry will require more emission testing facilities in the
country. A plan is, therefore, needed to be put in place for new emission test
centres which should

be strategically located in at least 4 regions i.e. northern, southern, western and

eastern part of India, in addition to the upgradation of facilities at existing
test centres. These centres could be independent emission testing centers to be
operated as per the guidelines of the proposed National Automobile Pollution and
Fuel Authority. The details of equipments required at each of the new emission test
centres for emission testing as per the proposed norms for future alongwith the
land, building, utilities and estimated cost are given in Annexure 12.1. As
indicated in the annexure, the cost of each centre shall be around Rs.75 crore. The
setting up of 4 such new emission test centres in the country will, therefore, cost
around Rs. 300 crore. The facilities for testing of evaporative emissions and low
temperature carbon monoxide emissions which are normally done in variable volume
variable temperature shed and the climatic chamber for simulation of low
temperatures have not been included in the above scheme. These facilities, if
included, will cost additional Rs. 25 30 crore at each centre and would require
additional land, building and utilities. It is envisaged that testing requirement
of these facilities would be limited and one or two facilities in the country be
built up as per the SIAM proposal submitted to the Ministry of Industry would be
adequate.

192

AUTO FUEL POLICY REPORT