Motor vehicle emission control

• Air pollution is an important public health problem in most cities of the

developing world. Pollution levels in megacities such as Bangkok, Cairo, Delhi and
Mexico City exceed those in any city in the industrialized countries.

• Epidemiological studies show that air pollution in developing countries accounts

for tens of thousands of excess deaths and billions of dollars in medical costs and
lost productivity every year.

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Motor vehicle emission - Pollutants

• Respirable particulate matter from smoky diesel vehicles, two-stroke motorcycles and 3-
wheelers,

• Lead aerosol from combustion of leaded gasoline.

• Carbon monoxide from gasoline vehicles and burning of waste and firewood.

• Photochemical smog (ozone) produced by the reaction of volatile organic compounds

and nitrogen oxides in the presence of sunlight; motor vehicle emissions are a major
source of nitrogen oxides and volatile organic compounds.

• Known or suspected carcinogens such as benzene, 1,3 butadiene, aldehydes, and poly-
nuclear aromatic hydrocarbons from motor vehicle exhaust and other sources.
2
Mitigation & Management

• Technical measures involving vehicles and fuels.

• Transport demand management and market incentives.

Technical and economic measures to discourage the use of private cars and
motorcycles and to encourage the use of public transport and non-motorized transport
modes are essential for reducing traffic congestion and controlling urban sprawl.

• Infrastructure and public transport improvements.

3
Motor vehicle emission control

The Indian government enacted a revised Motor Vehicle Act in 1990, making
emission regulations a federal government responsibility

• From April 1, 1996, all two-stroke engines in two and three-wheelers would be
required to comply with the tighter emission standards shown below:
• Three-wheelers CO: 6.75 g/km; HC+NOx: 5.41 g/km

• Two-wheelers CO: 4.50 g/km; HC+NOx: 3.50 g/Km

4
Motor vehicle emission control

5
Factors Influencing Motor Vehicle Emissions
Vehicle/Fuel Characteristics
• Engine type and technology—two-stroke, four-stroke; Diesel, Otto, Wankel, other engines; fuel
injection, turbocharging,
• Exhaust, crankcase, and evaporative emission control systems in place—catalytic converters, exhaust
gas recirculation, air injection, Stage II and other vapour recovery systems
• Engine mechanical condition and adequacy of maintenance
• Air conditioning, trailer towing, and other vehicle appurtenances
• Fuel properties and quality—contamination, deposits, sulphur, distillation characteristics,
composition
• Alternative fuels
• Deterioration characteristics of emission control equipment
• Deployment and effectiveness of inspection/maintenance (I/M) and anti-tampering (ATP) program
6
Factors Influencing Motor Vehicle Emissions

Fleet characteristics
• Vehicle mix (number and type of vehicles in use)

• Vehicle utilization (kilometres per vehicle per year) by vehicle type.

• Age profile of the vehicle fleet

• Traffic mix and choice of mode for passenger/goods movements

• Emission standards in effect and incentives/disincentives for purchase of cleaner vehicles

• Awareness programmes

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Factors Influencing Motor Vehicle Emissions
Operating Characteristics
• Altitude, temperature, humidity (for NOx emissions)

• Vehicle use patterns - number and length of trips, number of cold starts, speed, loading,
aggressiveness of driving behaviour

• Degree of traffic congestion, capacity and quality of road infrastructure, and traffic control
systems

• Transport demand management programs

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Vehicle speed and Pollutant emission

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Lead emission
Worldwide, leaded gasoline has been estimated to account for three
quarters or more of atmospheric lead emissions (tetra-ethyl lead (TEL) ). Annual
world use of lead in gasoline additives was estimated to be about 70,000 tons in
1993.

Source: Shah 1994; Thomas 1995; Oil and Gas Journal 1995; Walsh 1996b

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Controlling Emissions

The principal pollutant emissions from vehicles equipped with spark-

ignition gasoline engines include unburned hydrocarbons, carbon monoxide, and
nitrogen oxides in the exhaust.
• Vehicle Technology for Controlling Emissions

• Controlling Emissions from In-Use Vehicles

• Fuel Options for Controlling Emissions

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Vehicle Technology for Controlling Emissions
• Diesel engines, unlike spark-ignition engines, do • Particulate matter emissions from diesel engines
not premix fuel with air before it enters the are considerably higher than from gasoline
cylinder. Instead, the fuel is injected at high engines.
pressure near the top of the compression stroke.
• Diesel emissions in the form of black smoke are
Once injected, the fuel is heated to ignition by
a major source of high ambient concentrations
the compressed air in the cylinder, eliminating
of particulate matter in most large cities of the
the need for a separate spark-ignition system.
developing world.
• Compared with gasoline spark-ignition engines,
heavy-duty diesel engines have lower carbon
monoxide and hydrocarbon emissions but
higher nitrogen oxide emissions.

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Vehicle Technology for Controlling Emissions
• Gas turbine engine are used in aircraft, • Electric/Hybrid vehicles have been pursued

stationary applications, high-speed trains, and because of their mechanical simplicity and the
absence of direct pollutant emissions, although
marine vessels. These engines have high
emissions from the power source should be taken
output in relation to engine size and low
into account.
emissions because of a low-pressure
• The potential to recover kinetic energy during
combustion process.
braking can contribute to increased fuel efficiency.

• Electric vehicles are used in specialized

applications, but current battery technology is
inadequate for electric vehicles to compete with
internal combustion vehicles in most applications.

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Catalytic converters
The catalytic converter is one of the most effective emission control devices available.
Catalytic converters are used in exhaust systems to provide a site for the oxidation and reduction of
toxic by-products (like nitrogen oxides, carbon monoxide, and hydrocarbons) of fuel into less
hazardous substances such as carbon dioxide, water vapor, and nitrogen gas. The catalytic converter
processes exhaust to remove pollutants, achieving considerably lower emissions than is possible with
in-cylinder techniques.

• Vehicles with catalytic converters require unleaded fuel, since lead forms deposits that “poison” the
catalytic converter by blocking the access of exhaust gases to the catalyst

• The catalytic converter comprises a ceramic support, a wash-coat (usually aluminium oxide) to
provide a very large surface area and a surface layer of precious metals (platinum, rhodium, and
palladium are most commonly used) to perform the catalyst function. Catalysts containing palladium
are more sensitive to the sulphur content of gasoline than platinum/rhodium catalysts
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Catalytic converters

15
Catalytic converters - Working

The converter contains catalytic core, washcoat and catalyst. The catalyst is most often a
precious metal. Catalytic converters contain the catalytic substance in their configuration,
which are a combination of Platinum Group Metals (PGMs) platinum, palladium and rhodium.
Rhodium is used as a reduction catalyst, palladium is used as an oxidation catalyst, and
platinum is used both for reduction and oxidation. It consist the following.

• Reduction Catalytic Converter

• Oxidation Catalytic Converter (Two way)

• Three way Catalytic Converter (Three way)

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Catalytic converters - Working

Washcoat: Modern emission control catalysts utilize monolithic flow-through supports coated
with high surface area inorganic oxides and, in most cases, precious metals. After the method
of its application, the refractory oxide layer is called the washcoat. It is a porous, high
surface area layer bonded to the surface of the support. The main function of the washcoat is
to provide high surface area needed for the dispersion of catalytic metals. Additionally, the
washcoat can physically separate and prevent undesired reactions between components of a
complex catalytic system

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Reduction Catalytic Converter
The reduction ct is the 1st stage of the
catalytic converter. It uses platinum and
rhodium to decrease the nitrogen oxide
emissions.
2NO → N2 + O2
Oxidation (Two-way) Catalytic Converter
A 2-way catalytic converter has two immediate
tasks:
Oxidation of carbon monoxide to carbon
dioxide:
2CO + O2 → 2CO2
Oxidation of hydrocarbons (unburned and
partially burned fuel) to carbon dioxide and
water:
CxH2x+ 2+[(3x+1)/2]O2 → xCO2 + (x+1) H2O
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Oxidation-Reduction Catalytic Converter (Three way)
TWCs have the benefit of performing the
oxidation of carbon monoxide (CO),
hydrocarbons (HC) and the reduction of
nitrogen oxides (NOx) concurrently
Oxidation:
2CO + O2 → 2CO2
HC + O2 → CO2 + H2O
Reduction/three-way :
2CO + 2NO → 2CO2 + N2
HC + NO → CO2 + H2O + N2
2H2 + 2NO → 2H2O + N2
Water Gas Shift: CO + H2O → CO2 + H2
Steam reforming : HC + H2O → CO2 + H2

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Selective catalytic reduction

Selective catalytic reduction (SCR) of NOx by nitrogen compounds, such as ammonia or urea commonly referred
to as simply “SCR” has been developed for and well proven in industrial stationary applications. Since mid-2000s,
urea-SCR technology has been also adopted for mobile diesel engines. Selective catalytic reduction (SCR) is not
expected in passenger cars but might be used in larger light commercial vehicles.
Two forms of ammonia may be used in SCR systems: pure anhydrous ammonia and aqueous ammonia.
Anhydrous ammonia is toxic, hazardous, and requires thick-shell, pressurized storage tanks and piping due to its
high vapour pressure. Aqueous ammonia, NH3·H2O, is less hazardous and easier to handle. Reactions involved
are
6NO + 4NH3 → 5N2 + 6H2O 4NO + 4NH3 + O2 → 4N2 + 6H2O
6NO2 + 8NH3 → 7N2 + 12H2O 2NO2 + 4NH3 + O2 → 3N2 + 6H2O
NO + NO2 + 2NH3 → 2N2 + 3H2O

Diesel Emission Control System 20

Selective catalytic reduction - Limitation
• Undesirable processes occurring in SCR systems include several competitive, nonselective reactions with oxygen, which is
abundant in the system. These reactions can either produce secondary emissions or, at best, unproductively consume
ammonia. Partial oxidation of ammonia, given by the following equations.
2NH3 + 2O2 → N2O + 3H2O
4NH3 + 3O2 → 2N2 + 6H2O
• may produce nitrous oxide (N2O) or elemental nitrogen, respectively. Complete oxidation of ammonia, expressed by the
following equation.
4NH3 + 5O2 → 4NO + 6H2O
• When the flue gas contains sulfur, as is the case with diesel exhaust, SO2 can be oxidized to SO3 with the following formation
of H2SO4 upon reaction with H2O. These reactions are the same as those occurring in the diesel oxidation catalyst. In another
reaction, NH3 combines with SO3 to form (NH4)2SO4 and NH4HSO4 which deposit on and foul the catalyst, as well as piping
and equipment. At low exhaust temperatures, generally below 250°C, the fouling by ammonium sulfate may lead to a
deactivation of the SCR catalyst
NH3 + SO3 + H2O → NH4HSO4
2NH3 + SO3 + H2O → (NH4)2SO4
• The SCR process requires precise control of the ammonia injection rate. An insufficient injection may result in unacceptably
low NOx conversions. An injection rate which is too high results in release of undesirable ammonia to the atmosphere.
These ammonia emissions from SCR systems are known as ammonia slip. The ammonia slip increases at higher NH3/NOx
ratios

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Alternative fuels

22
Alternative fuel - Natural Gas

Overview of Natural Gas in vehicles

23
Alternative fuel - Biofuel

Overview of bio-fuel in vehicles

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Alternative fuel - Natural Gas

HEV - Hybrid electric vehicles

PHEV - Plugin Hybrid electric
vehicles
BEV - Battery electric vehicle
FCEV - Fuel cell electric vehicle

Overview of HEV
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Distribution Losses

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Regulatory standards: Indian Motor Transport

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. Bharat stage Emission
Standards (BSES) are emission standards instituted by the Government of India to regulate the output
of air pollutants from internal combustion engines including motor vehicles. The standards, based on
European regulations were first introduced in 2000. All new vehicles manufactured after the
implementation of the norms have to be compliant with the regulations.

Since October 2010, Bharat Stage (BS) III norms have been enforced across the country. In 13 major
cities, Bharat Stage IV emission norms have been in place since April 2010 and it has been enforced for
entire country since April 2017. In 2016, the Indian government announced that the country would
skip the BS-V norms altogether and adopt BS-VI norms by 2020
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Effects of new Regulations on the Environment, Public health, and the
Economy in India
The implementation of standard regulations improve ambient air quality, help mitigate
• global warming,
• safeguard public health, and
• Strengthen the economy through vehicular emissions and fuel quality controls.

The World Health Organization’s 2010 Global Burden of Disease study estimated that
ambient fine particulate matter (PM2.5) was responsible for 712,000 premature deaths in
South Asia in 2010. A separate study estimated that between 20,000 and 50,000 premature
deaths in India in 2010 were caused by PM2.5 emissions from the transportation sector
alone. In 2012, a World Bank study for India estimated the cost of outdoor air pollution to be
Rs. 110,000 cr higher than for any other type of environmental damage
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Impacts of regulation

Annual percentage reduction in new vehicle emissions of various

Annual premature deaths in India avoided between 2000 and 2010 due
pollutants owing to regulatory action taken by India from 2000 to 2010
to lower ambient PM2.5 levels attributable to vehicle emissions control
programs

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Impacts of regulation

Results wrt. India Emissions Model (IEM) and a

parallel India Health Assessment Model (IHAM)
to analyze in full India’s past, current, and
potential future vehicle and fuel regulations
developed by ICCT (International Council For
clean Transportation)

Annual economic benefits between 2000 and 2010 owing to lower ambient
PM2.5 levels from vehicle emissions controls

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Cost for implementing Regulations

List of technologies
and cost for gasoline
and diesel-powered
cars and other light-
duty vehicles for each
regulatory level.

31
Cost for implementing Regulations

Technologies and cost

for diesel and CNG
heavy-duty buses for
each regulatory level.

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Emission Measurement
The European test procedure and emissions standards are used in the
European Union, most Eastern European countries, China, and India, where it
includes an Indian driving cycle.
All these test procedures measure exhaust emissions produced while the
vehicle is driven through a prescribed driving cycle on a chassis dynamometer.
Emissions are sampled by means of a constant volume sampling (CVS) system

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Testing Methodology – LDV (Passenger Car)
Test Vehicle: Input-Engine Specification, Fuel, Combustion type, Gross weight

Test Facility (Climatic Chamber, Chassis dynamometer, Emission measuring system)

Dilution of exhaust gas with treated air stream

Collection of constant volume of diluted exhaust gas with ‘Tedlar’ bags

Analysis of collected air for pollutant

In addition to bag measurement second by second measurement of pollutants with

sampling probe filled with exhaust
The concentration of the gaseous pollutants inside the bags was measured using the following
analyzers calibrated daily:
• CO IR analyser
• NOx chemiluminescence analyser.
• HC FID analyser (heated on-line FID for the diesel vehicle)
• CO2: IR analyser 34
Testing Methodology – LDV (Passenger Car)

Fuel Consumption Measurement: it is very difficult to reliably measure fuel consumption using conventional
systems like external tanks and/or scales. Therefore, fuel consumption is usually calculated using the
emission data and the Carbon Balance approach below, as prescribed by the UN-ECE Reg. 101. The fuel
consumption, expressed in litres for 100 km, was calculated by means of the following formula which is valid
for vehicles with a positive ignition engine fueled with petrol:

FC = (0.1154 / D) · [(0.866 · HC) + (0.429 · CO) + (0.273 · CO2)]

Where:

• FC = the fuel consumption in litre for 100 km (HC= the measured emission of hydrocarbons in g/km)

• CO = the measured emission of carbon monoxide in g/km

• CO2 = the measured emission of carbon dioxide in g/km

• D = the density of the test fuel.

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Vehicle types in Regulatory Standards
Based on the vehicle type it is categorised as follows

Category Classification List of vehicles Gross weight

Light Duty vehicles LDV passenger cars, utility vehicles, vans, and ≤3500 Kg
Category (M & N) light commercial
vehicles
Heavy Duty Vehicles HDV commercial trucks, buses, and on-road >3500 Kg
Category ( M & N) vocational
vehicles such as refuse haulers and
cement mixers
Two and Three motorcycles, mopeds, auto-rickshaws,
Wheeler and small
three-wheeled goods carriers
Non road – agricultural tractors and trailers,
Vehicles/equipment construction machinery, and generator
sets

Category M - Motor vehicles with at least four wheels designed and constructed for the carriage of passengers (≤ 5 Tonnes).
Category N - Motor vehicles with at least four wheels designed and constructed for the carriage of goods (≤ 12 Tones).
Category O - Trailers (≤ 12 10 Tonnes)
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Driving Cycle in Emission/Fuel Consumption Testing
A driving cycle commonly represents a set of vehicle speed points versus time. It is used to assess fuel
consumption and pollutants emissions of a vehicle in a normalized way, so that different vehicles can be
compared. The driving cycle is performed on a chassis dynamometer, where tailpipes emissions of the
vehicle are collected and analyzed to assess the emissions rates. Many standard driving Cycles are
standardized as listed below.

NEDC New European Driving Cycle and was the official emissions test

WTTP Worldwide Harmonized Light Vehicles Test Procedures and is the new test cycle that replaces
NEDC.
Real Driving Emissions / Euro 6 Real Driving Emissions (RDE) works by fitting equipment called a
Portable Emissions Measurement System (PEMS) to the vehicle, which measures emissions while the
vehicle is driven on the road.

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Chassis Dynamometer - Emission/Fuel Consumption Testing
A chassis dynamometer is a piece of test equipment fitted with rollers for the wheels of a vehicle, that
is capable of providing drive input and measuring output such as power and torque at the wheels.
chassis dynamometer loads the drive wheels to simulate real-world conditions.

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Layout of Chassis dynamometer testing (PC: Meidensha Corporation
Driving Cycle – Indian Standard – Example (Four wheelers)
The operating cycle on the chassis dynamometer for four wheelers shall be as per modified Indian Driving
Cycle i.e. Urban Driving Cycle (Table II) and Extra Urban Driving Cycle (Table III). (Ref: ARAI)

Extra Urban Driving Cycle

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Driving Cycle – Indian Standard and European Standard
Comparison between Indian and European test cycle:

Extra Urban Driving Cycle – Indian Standard Extra Urban Driving Cycle – European Standard

The main difference between the European and Indian testing cycles is that the Indian test has a maximum speed of 90 Km/h,
while the European test goes up to 120 km/h.
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Testing Methodology – LDV (Passenger Car, NDEC/EDC)

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Vehicle Compliance and Enforcement program
To deliver on the promise of environmental and health benefits from new vehicle
standards, an effective vehicle compliance and enforcement program has to be in place to
ensure that regulations for new and in-use vehicles are effectively implemented
EPA – LDV Compliance Program
• Preproduction certification
• Confirmatory testing
• Selective Enforcement Audit
• In-use surveillance performed by the EPA
• Verification performed by the manufacturer under the EPA’s In-Use Verification Program
(IUVP)
• Recall in case of noncompliance, and
• Warranties and defect reporting

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Vehicle Compliance and enforcement program

43
Vehicle Compliance and enforcement program
Compliance program Details
stage
Preproduction All engines and vehicles sold are required to be covered by a certificate of conformity before
certification entering the market. It demonstrates that the engine or vehicle conforms to all applicable
emissions and fuel economy requirements. A deterioration factor is applied to the test results
before a vehicle passes or fails
Confirmatory Testing Confirmatory tests are targeted and random tests performed by EPA to validate the emission and
fuel economy results reported for certification. The majority of vehicles targeted for
confirmatory testing are those models that use new technology or new designs. Others are
targeted because of potential emission concerns, in particular, models with certified emission
levels close to the maximum permitted
Selective enforcement Sometimes manufacturers occasionally producing classes of new vehicles that did not comply
audit with standards, even though the certified prototypes met the standards. The SEA aims to identify
cases where prototype vehicles supplied by manufacturers are not representative of production.
In use surveillance Use of external information to focus on potential problems, vehicle classes can be scrutinized
performance based on 1) manufacturer defect report, 2) information from state inspection and maintenance
programs, 3) manufacturer service bulletins, 4) certification test results, 5) newer technologies
or engines, 6) sales volume, 7) In-Use Verification Program

44
Vehicle Compliance and enforcement program
Compliance program Details
stage
In-Use Verification in-use vehicles. Manufacturers are responsible for testing one to five vehicles per test group.
Program (IUVP) and In- If 50% of vehicles in a test group fail and the average emission levels are greater than 1.3 times
Use Confirmatory the standard limits, the manufacturer must automatically conduct an IUCP test. In the IUCP, test
Program (IUCP) vehicles are selected and tested in a more rigorous manner. Failure of IUCP tests can lead to
recall.
Recall in case of non- The Clean Air Act authorizes the EPA to require a manufacturer to recall vehicles or engines,
compliance at its own expense, if it is determined that a substantial number of vehicles or engines from that
group do not meet the standards.
Warranties and defect Warranties (the Performance Warranty and the Design and Defect) protect vehicle owners from
reporting the cost of repairs for emission-related failures that cause the vehicle or engine to exceed
emission standards.
The EPA requires manufacturers to monitor known defects in emission control systems of
properly maintained engines. They must submit defect reports to the EPA whenever
25 or more vehicles within the same model year are found to have particular emission related
defects

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Compliance enforcement approach of India
India’s vehicle enforcement and compliance program consists of three main elements:
1) new vehicle type approval
2) conformity of production (COP) and
3) inspection and maintenance programs (I/M).
New vehicle type approval and COP are responsibilities of the MoRTH, in conjunction with some other ministries and
government institutions,
Whereas I/M programs fall under the direction of state and local governments’ road transport offices, although standards
are set nationally.

46
Vehicle Compliance and enforcement program- Improvements Required
India needs improvement in several critical program areas, particularly for in-use vehicles. Many
major cities, notably Delhi, have ramped up inspections and have implemented changes to enforce PUC rules.
Nonetheless, expanded authority for officials responsible for enforcing emissions norms, increased funding,
improved training, updated technologies, and explicit policies will be required for vehicle compliance.

• Institute a national in-use compliance program

• Create a single agency fully responsible for vehicle emission and fuel quality standards and compliance

• Reform SCOE (Standing Committee on Implementation of Emission Legislation) to widen its representation
and open it to the public.

• Mandate annual vehicle registration and integrate it with PUC (Pollution Under Control) and other I/M
procedures

• Implement specific legal procedures for MoRTH to order recalls.

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Regulation BS VI in India - Overview

On February 19, 2016, the Indian Ministry of Road Transport and Highways (MoRTH) issued a draft
notification of Bharat Stage (BS) VI emission standards for all major on-road vehicle categories in India.
The standards apply to light- and heavy duty vehicles, as well as two- and three-wheeled vehicles. As
proposed, the BS VI standards will go into effect for all vehicles in these categories manufactured on or
after April 1, 2020. With this proposal, the Indian Government has confirmed its intent to leapfrog BS V
level emission standards and move directly to the more stringent and robust BS VI level.

The draft BS VI proposal specifies,

• Mass emission standards

• Type approval requirements

• On-board diagnostic (OBD) system and durability levels for each vehicle category and sub-classes therein

• Reference and commercial fuel specifications

48
Regulation BS VI in India - Proposed level of Pollutants Control

BS IV and VI emission limits for compression

ignition vehicles.
Note: All regulated pollutants are not shown
here. An independent BS IV NOX limit is not
defined for three-wheeled vehicles. Shown
here is the combined NOX+HC limit equal to
0.380 g/km.

49
Regulation BS VI in India - Overview

• In-service conformity testing using portable emissions measurement systems (PEMS). It should be noted that
the procedures for PEMS testing of real-world driving emissions are not included in the BS VI proposal and will
be fully specified in the forthcoming AIS 137 implementing standard.

• BS VI OBD requirements will be introduced in two phases, with preliminary OBD thresholds (BS VI-1 OBD)
applicable for all vehicles manufactured on or after April 1, 2020, and final thresholds (BS VI-2 OBD) applicable
from April 1, 2023. Proposed threshold values for BS VI-1 OBD and BS VI-2 OBD are equivalent to preliminary
and final Euro 6 threshold limits, respectively

• Monitoring requirements will be based on AIS 137 (Automotive Industry Standard 137)

• BS VI regulation also follows Euro 6 specifications for establishing the durability of pollution control devices

• The draft notification does not specify whether or when the world harmonized lightduty vehicles test procedure
(WLTP) will be adopted in India.

50
Regulation BS VI in India - Overview
• In addition to emission standards for new vehicles, the BS VI regulation also includes specifications for reference
and commercial fuels. Fuel types include diesel, gasoline, and hydrogen. A key aspect of the fuel specifications is
a limit on the maximum allowable sulfur content in gasoline and diesel fuels of 10 ppm. Especially for diesel
engines, low sulfur fuels are necessary for the application of advanced emission control technologies, such as
DPFs (Diesel Particulate Filter), which will be required to meet BS VI emission standards.

• Specifications for several other BS VI gasoline and diesel fuel parameters do not directly follow European values.
Key differences between BS VI and European commercial fuel parameters are summarized in Table.

51
Regulation BS VI in India - Overview

• Additional provisions are included in BS VI specifications for commercial fuels sold in North Eastern States,
where a higher aromatic content is permitted for gasoline and a lower minimum cetane number is permitted for
diesel fuel. In each case, these provisions expire April 1, 2023. Thereafter, fuel sold in this region will be required
to meet nationwide BS VI specifications.

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Reference Documents for Standards

1. https://www.araiindia.com/pdf/Indian_Emission_Regulation_Booklet.pdf

2. http://www.indiaenvironmentportal.org.in/files/file/BS%20VI%20Emission%20Norms%20for%20M&N%20
Category.pdf

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