Bharat Stage emission standards

Bharat Stage emission standards

Bharat stage emission standards are emission standards instituted by the Government
of India to regulate the output of air pollutants from internal combustion engine
equipment, including motor vehicles. The standards and the timeline for
implementation are set by the Central Pollution Control Board under the Ministry of
Environment & Forests. The standards, based on European regulations were first
introduced in 2000. Progressively stringent norms have been rolled out since then.
All new vehicles manufactured after the implementation of the norms have to be
compliant with the regulations. Since October 2010, Bharat stage III norms have
been enforced across the country. In 13 major cities, Bharat stage IV emission
norms have been in place since April 2010. The phasing out of 2 stroke engine for
two wheelers, the stoppage of production of Maruti 800 & introduction of electronic
controls have been due to the regulations related to vehicular emissions. While the
norms help in bringing down pollution levels, it invariably results in increased
vehicle cost due to the improved technology & higher fuel prices. However, this
increase in private cost is offset by savings in health costs for the public, as
there is lesser amount of disease causing particulate matter and pollution in the
air.

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.
Bharat Stage emission standards

Background Table 1: Indian Emission Standards (4-Wheel Vehicles)

Standard India 2000 Bharat Stage II Euro 1 Euro 2 Reference 2000 2001 2003.04
2005.04 Bharat Stage III Euro 3 2005.04 2010.04 Bharat Stage IV Euro 4 2010.04 Date
Nationwide NCR*, Mumbai, Kolkata, Chennai NCR*, 13 Cities Nationwide NCR*, 13
Cities Nationwide NCR*, 13 Cities Region

* 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.

Trucks and buses

Emission standards for new heavy-duty diesel enginesapplicable to vehicles of GVW
> 3,500kgare listed in Table 2.

Exhaust gases from vehicles form a significant portion of air pollution which is
harmful to human health and the environment
Bharat Stage emission standards

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.

Light duty diesel vehicles

Emission standards for light-duty diesel vehicles (GVW 3,500kg) are summarized
in Table 3. Ranges of emission limits refer to different classes (by reference
mass) of light commercial vehicles; compare the EU light-duty vehicle emission
standards page for details on the Euro 1 and later standards. The lowest limit in
each range applies to passenger cars (GVW 2,500kg; up to 6 seats).

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.
Bharat Stage emission standards

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

Light duty gasoline vehicles

4-wheel vehicles Emissions standards for gasoline vehicles (GVW 3,500kg) are
summarized in Table 5. Ranges of emission limits refer to different classes of
light commercial vehicles (compare the EU light-duty vehicle emission standards
page). The lowest limit in each range applies to passenger cars (GVW 2,500kg; up
to 6 seats).

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.
Bharat Stage emission standards

Table 6
Year 1991 1996 2000 2005 (BS II) CO HC HC+NOx

12-30 8-12 6.75 4.00 2.25 5.40 2.00 2.00 1.25

2010.04 (BS III) 1.25

Table 7
Year 1991 1996 2000 2005 (BS II) CO HC HC+NOx

12-30 8-12 5.50 2.00 1.5 3.60 2.00 1.5 1.0

2010.04 (BS III) 1.0

Table 8
Year CO HC+NOx PM 0.10 0.05

2005.04 1.00 0.85 2010.04 0.50 0.50

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
(Equivalent to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II
Norms for Delhi. 2001 - Bharat Stage II (Equivalent to Euro II) Norms for All
Metros, Emission Norms for CNG & LPG Vehicles. 2003 - Bharat Stage II (Equivalent
to Euro II) Norms for 13 major cities. 2005 - From 1 April Bharat Stage III
(Equivalent to Euro III) Norms for 13 major cities. 2010 - Bharat Stage III
Emission Norms for 4-wheelers for entire country whereas Bharat Stage - IV
(Equivalent to Euro IV) for 13 major cities. Bharat Stage IV also has norms on OBD
(similar to Euro III but diluted)
Bharat Stage emission standards

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.

Non-road diesel engines

Construction machinery
Emission standards for diesel construction machinery were adopted on 21 September
2006. The standards are structured into two tiers: Bharat (CEV) Stage IIThese
standards are based on the EU Stage I requirements, but also cover smaller engines
that were not regulated under the EU Stage I. Bharat (CEV) Stage IIIThese
standards are based on US Tier 2/3 requirements. The standards are summarized in
the following table:

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

7.5 7.5 7.5 4.7 4.0 4.0

0.80 0.80 0.60 0.40 0.30 0.20

130 P < 560 2011.04 3.5

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.
Bharat Stage emission standards

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.
Bharat Stage emission standards

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

176kW < P 800kW 2004.11 3.5

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

2003.07 - 2005.06 150 2005.07 150

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
Bharat Stage emission standards

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

Less than 200/210 MWe

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.
Bharat Stage emission standards

10

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

10-45 40-70 90 210 2 88 84 (AKI) 0.05 0.013 35-60 3 5 -

10-45 40-70 75min 210 2 91 81 (MON) 150mg/Kg 0.005 60 1

10-45 40-70 75min 210 2 91 81 (MON) 50mg/Kg 0.005 60 1

% Volume

21 42

21 35

Indian diesel specifications:

Bharat Stage emission standards

11

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

820-800 820-845 820-845 500 48 or 46 350 51 and 46 11 85 95 360 50 51 and 46 11 360

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)

Indian bio-diesel specifications:

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

ASTM D 4530ISO 10370 ISO 6245 ASTM D 2709 P:4 P:40

Bharat Stage emission standards

12
ISO 3733 ISO 6296

viii ix x xi xii xiii xiv xv xvi xvii xviii

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

24 1 51 0.50 0.20 0.20 96.5 0.02 0.25 10.0 To report

EN 12662 ISO 2160 ISO 5156 EN 14110 EN 14103 ASTM D 6584 ASTM D 6584 ASTMD 4951 EN
14108 & EN 14109

P:15 P:9 P:1 / Sec 1 -

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

Criticism and commentary

Ineffectiveness of present pollution control system
Presently, all vehicles need to undergo a periodic emission check (3 months/ 6
months) at PUC Centres at Fuel Stations and Private Garages which are authorised to
check the vehicles. In addition, transport vehicles need to undergo an annual
fitness check carried out by RTOs for emissions, safety and roadworthiness. The
objective of reducing pollution not achieved to a large extent by the present
system. Some reasons for this are: Independent centres do not follow rigorous
procedures due to inadequate training Equipment not subjected to periodic
calibration by independent authority Lack of professionalism has led to
malpractice Tracking system of vehicles failing to meet norms non-existent

Comparison between Bharat Stage and Euro norms

The Bharat Stage norms have been styled to suit specific needs and demands of
Indian conditions. The differences lie essentially in environmental and
geographical needs, even though the emission standards are exactly the same. For
instance, Euro-III is tested at sub-zero temperatures in European countries. In
India, where the average annual temperature ranges between 24 and 28 degree
Celsius, the test is done away with. Another major distinction is in the maximum
speed at which the vehicle is tested. A speed of 90km/h is stipulated for BS-III,
whereas it is 120km/h for Euro-III, keeping emission limits the same in both
cases. In addition to limits, test procedure has certain finer points too. For
instance, the mass emission test measurements done in g/km on a chassis dynamometer
requires a loading of 100kg weight in addition to unloaded car weight in Europe.
In India, BS-III norms require an extra loading of 150kg weight to achieve the
desired inertia weight mainly
Bharat Stage emission standards due to road conditions here.

13

Non-existence of CO2 limits

Various groups and agencies have criticized the government and urged the government
of India to draft mandatory fuel efficiency standards for cars in the country, or
at least to make the CO2 emissions labelling mandatory on all new cars in the
country. The auto companies should inform the customers about a vehicles
emissions.

Lag behind Euro standards

There has been criticism of the fact that the Indian norms lag the Euro norms. At
present, this lag is around 5 years. Also, there was suggestion from some bodies to
implement Euro IV norms after Euro II norms, skipping the Euro III norms totally.
This is because the Euro III norms are only a small improvement over Euro II,
whereas Euro IV norms mark a big leap over Euro II. The justification cited for
this lag is that enforcing tight norms too soon would drive up automobile prices,
thereby stifling growth of the automotive industry in the country.

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)

CMVR- Technical Standing Committee (CMVR-TSC)

This Committee advises MoSRT&H on various technical aspects related to CMVR. This
Committee has representatives from various organisations namely; Ministry of Heavy
Industries & Public Enterprises (MoHI&PE)), MoSRT&H, Bureau Indian Standards (BIS),
Testing Agencies such as Automotive Research Association of India (ARAI), Vehicle
Research Development & Establishment (VRDE), Central Institute of Road Transport
(CIRT), industry representatives from Society of Indian Automobile Manufacturers
(SIAM), Automotive Component Manufacturers Association (ACMA) and Tractor
Manufacturers Association (TMA) and representatives from State Transport
Departments. Major functions the Committee are: To provide technical
clarification and interpretation of the Central Motor Vehicles Rules having
technical bearing, to MoRT&H, as and when so desired.
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

14

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.

Standing Committee on Implementation of Emission Legislation (SCOE)

This Committee deliberates the issues related to implementation of emission
regulation. Major functions of this Committee are To discuss the future
emission norms To recommend norms for in-use vehicles to MoSRT&H To finalise the
test procedures and the implementation strategy for emission norms Advise MoSRT&H
on any issue relating to implementation of emission regulations.

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
Article Sources and Contributors

15

Article Sources and Contributors

Bharat Stage emission standards Source: http://en.wikipedia.org/w/index.php?
oldid=589328653 Contributors: Aiko1031, Alan Liefting, Aravind108, Arunsingh16,
Bgwhite, Denzil Simoes, Dewritech, Effulgence108, Evano1van, Ewen, Gobonobo,
GoingBatty, Gunnar Larsson, Jezhotwells, Jkarthik85, John of Reading, Katana0182,
Kolbasz, Lightmouse, MZMcBride, Mephiston999, Mild Bill Hiccup, Nick Number,
Rjwilmsi, The Discoverer, Tim1357, Typ932, WikHead, Z22, 26 anonymous edits

Image Sources, Licenses and Contributors

Image:Compare Euro US Indian gasoline emission standards.gif Source:
http://en.wikipedia.org/w/index.php?
title=File:Compare_Euro_US_Indian_gasoline_emission_standards.gif License:
Creative Commons Attribution-Sharealike 3.0 Contributors: Denzil Simoes
Image:Compare Euro US Indian diesel emission standards.gif Source:
http://en.wikipedia.org/w/index.php?
title=File:Compare_Euro_US_Indian_diesel_emission_standards.gif License: Creative
Commons Attribution-Sharealike 3.0 Contributors: Denzil Simoes Image:Exhaust.jpg
Source: http://en.wikipedia.org/w/index.php?title=File:Exhaust.jpg License:
Public Domain Contributors: Jensbn, Mattes, Packa, , 1 anonymous edits

License
Creative Commons Attribution-Share Alike 3.0 //creativecommons.org/licenses/by-
sa/3.0/