qm anish kumar 1502026

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A Report on

Comparison of BS IV norms with BS III norms and theirimpact over Environmental Pollution

At

NITIE, Mumbai

Submitted by

Anish Kumar 1502026

For the Course:

Quality Management

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1. Vehicular Pollution in India

India is the 7th largest country in the world covering an area of 3.5 million square km and has

a population of 1.2 billion. According to 2011 census figures, 30 percent of India’s populationlives in urban areas and the rate of urbanization is growing steadily due to the push/pull effects

of employment opportunities and the declining viability of the agricultural sector. This, in

addition to the fact that India now has the 4th largest economy in the world - $4.463 trillion

(2011 est.), has resulted in a large and growing movement of goods, services, and people fueled

by trade and employment opportunities – almost all of which is powered by fossil fuels.

A growing demand of passenger and public transport has led to more air pollution and

greenhouse gas (GHG) emissions. A study conducted by the Central Pollution Control Board

(New Delhi, India) in six cities – Delhi, Kanpur, Bangalore, Pune, Chennai, and Mumbai,

concluded that the transport sector contributes to more than 30 percent of the ambient air

quality in these cities – either directly from the vehicle exhaust or indirectly via the re-

suspension of dust on roads due to vehicular movement. According US Energy Information

Administration, India's transportation energy use will grow at about 5.5 percent a year –

significantly higher than the world average of 1.4 percent per year, more than quadrupling the

total energy use from the road transport in 2035. Likewise the per capita energy use for

passenger vehicles in India is estimated to increase threefold.

Besides major cities like Delhi, Mumbai, Chennai, Kolkata, Bangalore, Hyderabad, and

Ahmedabad, the secondary cities (with population more than 2 million) like Pune, Surat,

Indore, Bhopal, Nagpur, Jaipur, Varanasi, Nagpur, Agra, Guwahati, Patna, Kanpur, Panaji,

Trivandrum, and Cochin, are growing both geographically as well as in population, putting pressure on local infrastructure.

Urban passenger modal shares in Indian cities

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The increase in traffic along with inadequate infrastructure facilities is responsible for higher

emissions of local pollutants and GHGs in several of these cities. While the message is clear;

with the growing air pollution and GHG emissions from the transport sector in cities and at the

national level, regulatory agencies will have to take a quantum leap, especially in terms of

managing traffic in cities and freight at the national level. They will have to implement radical

solutions ranging from technical, social, policy, to economic, within a short time-frame for

long-term gains.

The total registered vehicle fleet in India is 112 million in 2010. Of the passenger transport

fleet, 2-Wheelers are very popular due to their cost, fuel efficiency, and ease of use in congested

traffic. All the vehicles (motorized and non-motorized) are utilized for multiple purposes, for

both passenger and freight transport, varying loading conditions, at all terrains from high

altitude Kashmir to the plains of Tamilnadu and Kerala. While the total vehicle numbers have

increased significantly between 1990 and 2010, the per capita rate of ownership of private cars

in India is still lower than many of the European Nations, United States, and Canada. As

incomes rise, car ownership will increase proportionately and consequently the total emissionsand pollution. We estimate that the total fleet will increase to 500 to 600 million by 2030, based

on low and high sales growth projections, with major of the passenger fleet concentrated in the

urban centers.

Total emissions from road transport in India for year 2010

The emissions inventory is built for the following pollutants – particulates in two bins (PM10,

PM2.5), sulfur dioxide (SO2), nitrogen oxides (NOx), carbon monoxide (CO), volatile organic

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compounds (VOC), black carbon (BC), organic carbon (OC) and Carbon Dioxide (CO2), for

the period of 2010 to 2030 under the business as usual and some control scenarios. Emissions

from the transport sector are a result of multiple factors - including but not limited to, vehicle

fuel standards, badly maintained roads and public transport vehicles, lack of transportation and

urban planning, adulterated fuel, aging fleet, and freight movement. There cannot be a silver

bullet to address this issue and one cannot have an impact on emissions from transport using

only one policy instrument. For instance improving vehicle standards by itself will not reduce

pollution, unless it is accompanied by a host of other complementing policies. While

technological improvements and stricter emission standards will decrease the on-road

emissions, factors such as a greater number of vehicles (diesel fueled in particular), the large

number of short trips and traffic congestion – may offset the benefits derived from these

improvements. A summary of results from business as usual and assumed “what-if” scenarios

is presented below.

Estimated emission and energy outlook for the road transport in India

It is assumed that the actual emissions in 2030 could be anywhere between the red line

(business as usual - BAU) and the dotted black line (LE5-15UPT = lower sales projections withintroduction of Bharat 5 (equivalent of Euro 5) standards by 2015, with an aggressive urban

passenger transport policy to promote public transport and non-motorized transport, in order to

reduce 25 percent of the vehicle kilometers traveled from passenger vehicles).

Air pollution disproportionately affects those most vulnerable (sick, old, and children) and in

India, those with means travel in cars and use air conditioning indoors, which to a small extent

insulates them from chronic pollutant exposure. However, most people are directly exposed to

pollution on road corridors or those living along the roads bear the brunt. Health impact

analysis following the dispersion modeling under various scenarios, estimates the mortality

and morbidity as a result of particulate pollution using concentration-response functions fromextensive epidemiological studies. This in all likelihood is a gross underestimate that captures

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only the direct impacts of air pollution (respiratory illness, allergies etc.). The indirect impacts

of exposure to pollutants are increase in inflammation, cardiac conditions, decrease in fertility,

cancer, premature birth, among others.

The health impacts of air pollution from the transport sector are not insignificant – and the

nature of the issue is that those areas with the most population density are most affected. The

health impact analysis estimates up to 49,500 deaths in 2010 and 158,500 in 2030 due to

road transport in India.

The only way we can have a real impact on air pollution, GHG emissions, and health impacts

from the transport sector is by addressing the issue on multiple fronts. Policy measuresimplemented in isolation, without a multi-pronged approach will not work. For example,

setting fuel efficiency standards and enforcing them is important, but will work only if, among

other conditions, roads are also maintained, traffic bottlenecks are eased through traffic

management, vehicles maintenance is promoted, and the fuel used is unadulterated. Unless

behavioral change gets people to use more public and non-motorized transport, emissions will

continue to be a big issue. This will require a concerted and coordinated effort between multiple

stakeholders like individuals, industry, and the government. The government needs to provide

resources towards public transport to implement policies that fall outside the purview of

transport (for instance urban zoning) and the industries can provide incentives to employees to

spur the use of public transport.

Unless air pollution is addressed on multiple fronts in conjunction with one another, it

will continue to be a significant issue for health impacts on population and GHG

emissions for climate policy.

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2. 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, includingmotor vehicles.

The standards and the timeline for implementation are set by the Central Pollution Control

Board under the Ministry of Environment & Forests and climate change. 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. Exposure to air pollution can lead to

respiratory and cardiovascular diseases, which is estimated to be the cause for 620,000 early

deaths in 2010, and the health cost of air pollution in India has been assessed at 3 per cent of

its GDP.

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 29 April 1999 the Supreme Court of India ruled that all vehicles in India have to meet Euro

I or India 2000 norms by 1 June 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. Italso 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.

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.

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Comparison between European, US, and Bharat Stage (Indian) emission standards for

gasoline passenger cars.

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.

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.

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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)

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.

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Exploratory Research

Exploratory research is research conducted for a problem that has not been clearly defined. It

often occurs before we know enough to make conceptual distinctions or posit an explanatory

relationship. Exploratory research helps determine the best research design, data collectionmethod and selection of subjects. It should draw definitive conclusions only with extreme

caution. Given its fundamental nature, exploratory research often concludes that a perceived

problem does not actually exist.

Exploratory research often relies on secondary research such as reviewing available literature

and/or data, or qualitative approaches such as informal discussions with consumers, employees,

management or competitors, and more formal approaches through in-depth interviews, focus

groups, projective methods, case studies or pilot studies. The Internet allows for research

methods that are more interactive in nature. For example, RSS feeds efficiently supply

researchers with up-to-date information; major search engine search results may be sent by

email to researchers by services such as Google Alerts; comprehensive search results are

tracked over lengthy periods of time by services such as Google Trends; and websites may be

created to attract worldwide feedback on any subject.

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Gasoline vehicles must also meet an evaporative (SHED) limit of 2 g/test (effective 2000).

The test cycle has been the NEDC for low-powered vehicles (max. speed limited to 90 km/h).

Before 2000, emissions were measured over an Indian test cycle.

ECE+EUDC. The ECE+EUDC test cycle — also known as the MVEG-A cycle — was used for

EU type approval testing of emissions and fuel consumption from light duty vehicles [EEC

Directive 90/C81/01]. The test is performed on a chassis dynamometer. The entire cycle

includes four ECE segments (Figure 1) repeated without interruption, followed by one EUDC

segment (Figure 2). Before the test, the vehicle is allowed to soak for at least 6 hours at a test

temperature of 20-30°C. It is then started and allowed to idle for 40s.

NEDC. Effective year 2000, that idling period has been eliminated, i.e., engine starts at 0 s and

the emission sampling begins at the same time. This modified cold-start procedure is referred

to as the New European Driving Cycle (NEDC) or as the MVEG-B test cycle.

The full test starts with four repetitions of the ECE cycle (Figure 1). The ECE is an urban

driving cycle, also known as UDC. It was devised to represent city driving conditions, e.g. in

Paris or Rome. It is characterized by low vehicle speed, low engine load, and low exhaust gas

temperature.

Figure 1. ECE 15 Cycle

The EUDC (Extra Urban Driving Cycle) segment has been added after the fourth ECE cycle

to account for more aggressive, high speed driving modes. The maximum speed of the EUDC

cycle is 120 km/h. An alternative EUDC cycle for low-powered vehicles has also been defined

with a maximum speed limited to 90 km/h, Figure 3.

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Figure 2. EUDC Cycle

Figure 3. EUDC Cycle for Low Power Vehicles

Emissions are sampled during the cycle according to the constant volume

sampling (CVS) technique, analysed, and expressed in g/km for each of the

pollutants.

The following table includes a summary of selected parameters for the ECE 15,

EUDC and NEDC cycles.

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Characteristics Unit ECE 15 EUDC NEDC†

Distance km 0.9941 6.9549 10.9314

Total time s 195 400 1180

Idle (standing) time s 57 39 267

Average speed (incl. stops) km/h 18.35 62.59 33.35

Average driving speed (excl. stops) km/h 25.93 69.36 43.10

Maximum speed km/h 50 120 120

Average acceleration1 m/s2 0.599 0.354 0.506

Maximum acceleration1 m/s2 1.042 0.833 1.042

† Four repetitions of ECE 15 followed by one EUDC 1 Calculated using central difference method

Type I, II and III Tests. The urban driving cycle — ECE 15, Figure 1 — represents Type I

test, as defined by the original ECE 15 emissions procedure. Type II test is a warmed-up idle

tailpipe CO test conducted immediately after the fourth cycle of the Type I test. Type III test

is a two-mode (idle and 50 km/h) chassis dynamometer procedure for crankcase emission

determination.

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Bharat Stage IV standards for 2-wheeled gasoline vehicles (motorcycles) were adopted in July

2014. BS IV standards introduced several new requirements, including:

Tightened NOx+HC emission limits.

Harmonization of the emission testing cycle and the definition of motorcycle classes

with the UNECE Global Technical Regulation 2 (GTR-2). Beginning with BS IVstandards, emissions are tested over the Worldwide Harmonized Motorcycle Test Cycle

(WMTC).

First-ever evaporative emission standards.

BS IV 2 Wheel Vehicle Classification and Testing Requirements

Class Definition* Test Cycle†

Class 1 50 < D < 150 cc andVmax ≤ 50 km/h

orD < 150 cc and

50 < Vmax < 100 km/h

Part 1 reduced speed cold [0.5] +Part 1 reduced speed hot [0.5]

Class 2-1 D < 150 cc and

100 ≤ Vmax < 115 km/hor

D ≥ 150 cc and Vmax < 115 km/h

Part 1 reduced speed cold [0.5] +

Part 1 reduced speed hot [0.5]

Class 2-2 115 ≤ Vmax < 130 km/h Part 1 cold [0.3] + Part 2 hot [0.7]

Class 3-1 130 < Vmax < 140 km/h Part 1 cold [0.25] + Part 2 hot [0.5] +Part 3 reduced speed [0.25]

Class 3-2 Vmax ≥ 140 km/h Part 1 cold [0.25] + Part 2 hot [0.5] +Part 3 [0.25]

* Abbreviations: D - engine displacement; Vmax - maximum design speed.† WMTC phase sequence. Values in square br ackets are weighting factors.

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BS IV Emission Standards for 2-Wheel Gasoline Vehicles, g/km

Date* Stage Class CO NOx

HC+NOx†

SHED ≤ 2 g SHED ≤ 6 g

2016.04 BS IV Class 1 & 2-1 1.403 0.39 0.79 0.59

Class 2-2 1.970 0.34 0.67 0.47

Class 3-1 & 3-2 1.970 0.20 0.40 0.20

* New type approvals — all models one year later.† The limit depends on the result of the evaporative emission test (SHED).

The BS IV regulation also includes emission standards for mopeds with D ≤ 50 cc and Vmax

≤ 50 km/h. The applicable limits are:

CO = 0.75 g/km

HC+NOx = 0.75 g/km

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5. Conclusion

The need for an integrated, holistic approach for controlling vehicular emission cannot be over-

emphasized. More importantly, the auto and oil industry need to come together in evolving fuelquality standards and vehicular technology to meet the air quality targets.

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6. References

Some of the references which were used in this report are:

1.

http://www.urbanemissions.info/india-road-transport

2.

https://en.wikipedia.org/wiki/Bharat_Stage_emission_standards

3. https://www.dieselnet.com/standards/in/#regs

4. https://www.dieselnet.com/standards/in/ld.php

5.

https://www.dieselnet.com/standards/cycles/ece_eudc.php

6. https://www.dieselnet.com/standards/in/2wheel.php#bs3

7. http://www.siamindia.com/technical-regulation.aspx?mpgid=31&pgidtrail=33





https://www.dieselnet.com/standards/in/#regs


https://www.dieselnet.com/standards/in/ld.php




https://www.dieselnet.com/standards/in/2wheel.php#bs3


http://www.siamindia.com/technical-regulation.aspx?mpgid=31&pgidtrail=33









qm anish kumar 1502026

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