Bharat Stage emission standards 1

Bharat Stage emission standardsBharat stage emission standards are emission standards instituted by the Government of India to regulate theoutput of air pollutants from internal combustion engine equipment, including motor vehicles. The standards and thetimeline 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 beenrolled out since then. All new vehicles manufactured after the implementation of the norms have to be compliantwith the regulations. Since October 2010, Bharat stage III norms have been enforced across the country. In 13 majorcities, 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 ofelectronic 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 theimproved technology & higher fuel prices. However, this increase in private cost is offset by savings in health costsfor the public, as there is lesser amount of disease causing particulate matter and pollution in the air.

Motor vehicles

Comparison between European, US, and BharatStage (Indian) emission standards for gasoline

passenger cars.

Comparison between European, US, and BharatStage (Indian) emission standards for dieselpassenger cars. The sizes of the green circles

represent the limits for particulate matter.

History

The first emission norms were introduced in India in 1991 for petroland 1992 for diesel vehicles. These were followed by making theCatalytic converter mandatory for petrol vehicles and the introductionof unleaded petrol in the market.

On April 29, 1999 the Supreme Court of India ruled that all vehicles inIndia have to meet Euro I or India 2000 norms by June 1, 1999 andEuro II will be mandatory in the NCR by April 2000. Car makers werenot prepared for this transition and in a subsequent judgment theimplementation date for Euro II was not enforced...

In 2002, the Indian government accepted the report submitted by theMashelkar committee. The committee proposed a road map for the rollout of Euro based emission norms for India. It also recommended aphased implementation of future norms with the regulations beingimplemented in major cities first and extended to the rest of thecountry after a few years.

Based on the recommendations of the committee, the National AutoFuel policy was announced officially in 2003. The roadmap forimplementation of the Bharat Stage norms were laid out till 2010. Thepolicy also created guidelines for auto fuels, reduction of pollution from older vehicles and R&D for air quality datacreation and health administration.

Bharat Stage emission standards 2

Background

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

Standard Reference Date Region

India 2000 Euro 1 2000 Nationwide

Bharat Stage II Euro 2 2001 NCR*, Mumbai, Kolkata, Chennai

2003.04 NCR*, 13 Cities†

2005.04 Nationwide

Bharat Stage III Euro 3 2005.04 NCR*, 13 Cities†

2010.04 Nationwide

Bharat Stage IV Euro 4 2010.04 NCR*, 13 Cities†

* 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, theNational Auto Fuel Policy introduces certain emission requirements for interstate buses with routes originating orterminating 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) standardswould come in force from April 1, 2010.

Trucks and buses

Exhaust gases from vehicles form a significantportion of air pollution which is harmful to

human health and the environment

Emission standards for new heavy-duty diesel engines—applicable tovehicles of GVW > 3,500 kg—are listed in Table 2.

Bharat Stage emission standards 3

Table 2

Year Reference Test CO HC NOx

PM

1992 - ECE R49 17.3-32.6 2.7-3.7 - -

1996 - ECE R49 11.20 2.40 14.4 -

2000 Euro I ECE R49 4.5 1.1 8.0 0.36*

2005† Euro II ECE R49 4.0 1.1 7.0 0.15

2010† Euro III ESC 2.1 0.66 5.0 0.10

ETC 5.45 0.78 5.0 0.16

2010‡ Euro IV ESC 1.5 0.46 3.5 0.02

ETC 4.0 0.55 3.5 0.03

* 0.612 for engines below 85 kW † 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 vehiclesEmission standards for light-duty diesel vehicles (GVW ≤ 3,500 kg) are summarized in Table 3. Ranges of emissionlimits refer to different classes (by reference mass) of light commercial vehicles; compare the EU light-duty vehicleemission standards page for details on the Euro 1 and later standards. The lowest limit in each range applies topassenger cars (GVW ≤ 2,500 kg; up to 6 seats).

Table 3

Year Reference CO HC HC+NOx

NOx

PM

1992 - 17.3-32.6 2.7-3.7 - - -

1996 - 5.0-9.0 - 2.0-4.0 - -

2000 Euro 1 2.72-6.90 - 0.97-1.70 0.14-0.25 -

2005† Euro 2 1.0-1.5 - 0.7-1.2 0.08-0.17 -

2010† Euro 3 0.640.800.95

- 0.560.720.86

0.500.650.78

0.050.070.10

2010‡ Euro 4 0.500.630.74

- 0.300.390.46

0.250.330.39

0.0250.040.06

† 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 90 km/h). Before2000, 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 respectiveemission standards are listed in Table 4.

Bharat Stage emission standards 4

Table 4

Year Reference CO HC NOx

PM

1992 - 14.0 3.5 18.0 -

1996 - 11.20 2.40 14.4 -

2000 Euro I 4.5 1.1 8.0 0.36*

2005† Euro II 4.0 1.1 7.0 0.15

* 0.612 for engines below 85 kW † earlier introduction in selected regions, see Table 1

Light duty gasoline vehicles

4-wheel vehicles

Emissions standards for gasoline vehicles (GVW ≤ 3,500 kg) are summarized in Table 5. Ranges of emission limitsrefer 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 ≤ 2,500 kg; up to 6 seats).

Table 5

Year Reference CO HC HC+NOx

NOx

1991 - 14.3-27.1 2.0-2.9 -

1996 - 8.68-12.4 - 3.00-4.36

1998* - 4.34-6.20 - 1.50-2.18

2000 Euro 1 2.72-6.90 - 0.97-1.70

2005† Euro 2 2.2-5.0 - 0.5-0.7

2010† Euro 3 2.34.175.22

0.200.250.29

- 0.150.180.21

2010‡ Euro 4 1.01.812.27

0.10.130.16

- 0.080.100.11

* 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 5

Table 6

Year CO HC HC+NOx

1991 12-30 8-12 -

1996 6.75 - 5.40

2000 4.00 - 2.00

2005 (BS II) 2.25 - 2.00

2010.04 (BS III) 1.25 - 1.25

Table 7

Year CO HC HC+NOx

1991 12-30 8-12 -

1996 5.50 - 3.60

2000 2.00 - 2.00

2005 (BS II) 1.5 - 1.5

2010.04 (BS III) 1.0 - 1.0

Table 8

Year CO HC+NOx

PM

2005.04 1.00 0.85 0.10

2010.04 0.50 0.50 0.05

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 6

CO2 emissionIndia’s auto sector accounts for about 18 per cent of the total CO2 emissions in the country. Relative CO2 emissionsfrom transport have risen rapidly in recent years, but like the EU, currently there are no standards for CO2 emissionlimits 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 inthe EU to ensure that information relating to the fuel economy and CO2 emissions of new passenger cars offered forsale or lease in the Community is made available to consumers in order to enable consumers to make an informedchoice.

Non-road diesel engines

Construction machineryEmission standards for diesel construction machinery were adopted on 21 September 2006. The standards arestructured into two tiers:• Bharat (CEV) Stage II—These 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 III—These standards are based on US Tier 2/3 requirements.The standards are summarized in the following table:

Table 9

Engine Power Date CO HC HC+NOx

NOx

PM

kW g/kWh

Bharat (CEV) Stage II

P < 8 2008.10 8.0 1.3 - 9.2 1.00

8 ≤ P < 19 2008.10 6.6 1.3 - 9.2 0.85

19 ≤ P < 37 2007.10 6.5 1.3 - 9.2 0.85

37 ≤ P < 75 2007.10 6.5 1.3 - 9.2 0.85

75 ≤ P < 130 2007.10 5.0 1.3 - 9.2 0.70

130 ≤ P < 560 2007.10 5.0 1.3 - 9.2 0.54

Bharat (CEV) Stage III

P < 8 2011.04 8.0 - 7.5 - 0.80

8 ≤ P < 19 2011.04 6.6 - 7.5 - 0.80

19 ≤ P < 37 2011.04 5.5 - 7.5 - 0.60

37 ≤ P < 75 2011.04 5.0 - 4.7 - 0.40

75 ≤ P < 130 2011.04 5.0 - 4.0 - 0.30

130 ≤ P < 560 2011.04 3.5 - 4.0 - 0.20

The limit values apply for both type approval (TA) and conformity of production (COP) testing. Testing isperformed on an engine dynamometer over the ISO 8178 C1 (8-mode) and D2 (5-mode) test cycles. The BharatStage III standards must be met over the useful life periods shown in Table 10. Alternatively, manufacturers may usefixed 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 7

Table 10

Power Rating Useful Life Period

hours

< 19 kW 3000

19-37 kW constant speed 3000

variable speed 5000

> 37 kW 8000

Agricultural tractorsEmission standards for diesel agricultural tractors are summarized in Table 11.

Table 11

Standard Reference Date Region

India 2000 Euro 1 2000 Nationwide

Bharat Stage II Euro 2 2001 NCR*, Mumbai, Kolkata, Chennai

2003.04 NCR*, 11 Cities†

2005.04 Nationwide

Bharat Stage III Euro 3 2005.04 NCR*, 11 Cities†

2010.04 Nationwide

Bharat Stage IV Euro 4 2010.04 NCR*, 11 Cities†

* 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 periodsand deterioration factors are the same as for Bharat (CEV) Stage III, Table 10.

Electricity generation

Generator setsEmissions from new diesel engines used in generator sets have been regulated by the Ministry of Environment andForests, 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 ResearchAssociation of India and the Vehicle Research and Development Establishment. The emission standards are listedbelow.

Bharat Stage emission standards 8

Table 12

Engine Power (P) Date CO HC NOx

PM Smoke

g/kWh 1/m

P ≤ 19 kW 2004.01 5.0 1.3 9.2 0.6 0.7

2005.07 3.5 1.3 9.2 0.3 0.7

19 kW < P ≤ 50 kW 2004.01 5.0 1.3 9.2 0.5 0.7

2004.07 3.5 1.3 9.2 0.3 0.7

50 kW < P ≤ 176 kW 2004.01 3.5 1.3 9.2 0.3 0.7

176 kW < P ≤ 800 kW 2004.11 3.5 1.3 9.2 0.3 0.7

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 1100 75

2003.07 - 2005.06 150 100 970 75

2005.07 150 100 710 75

Concentrations are corrected to dry exhaust conditions with 15% residual O2.

Power plantsThe emission standards for thermal power plants in India are being enforced based on Environment (Protection) Act,1986 of Government of India and it’s amendments from time to time.[1] A summary of emission norms for coal andgas based thermal power plants is given in Tables 14 and 15

Table 14

Capacity Pollutant Emission limit

Coal based thermal plantsBelow 210 MW Particulate matter (PM) 350 mg/Nm3210 MW & above 150 mg/Nm3500 MW & above 50 mg/Nm3Gas based thermal plants400 MW & above NOX(V/V at 15% excess oxygen) 50 PPM for natural gas; 100 PPM for naphthaBelow 400 MW & up to 100 MW 75 PPM for natural gas; 100 PPM for naphthaBelow 100 MW 100 PPM for naphtha/natural gasFor conventional boilers 100 PPM

Bharat Stage emission standards 9

Table 15

Power Generation Capacity Stack Height (Metre)

Less than 200/210 MWe

H = 14 (Q)0.3 where Q is emission rate of SO2 inkg/h,H = Stack height in metres

200/210 MWe or less than 500 MWe 200 200500 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 50 mg/Nm and space is providedin the plant layout for super thermal power stations for installation of flue gas desulphurisation (FGD) system. ButFGD is not installed, as it is not required for low sulphur Indian coals while considering SO X emission fromindividual chimney.In addition to the above emission standards, the selection of a site for a new power plant has to maintain the localambient air quality as given in Table 16.

Table 16

Category Conc. g/m3

SPM SOx CO NOx

Industrial and mixed-use 500 120 5000 120Residential and rural 200 80 2000 80Sensitive 100 30 1000 30

Table 17

Existing Air Quality Recommendation

SOx > 100 ? g/m3 No projectSOx = 100 ? g/m3 Polluted area, max. from a project 100 t/daySOx < 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 Xlevel 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 exceed500 t/day. The stipulation for NOX emission is that its emission should not exceed 260 gram s of NOX per GigaJoule of heat input.In view of the above, it may be seen that improved environment norms are linked to financing and are beingenforced by international financial institutions and not by the policies/laws of land.

Bharat Stage emission standards 10

FuelsFuel 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 FuelSpecifications 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 andMumbai have more than 100,000 commercial vehicles running on CNG fuel. Delhi has the largest number of CNGcommercial vehicles running anywhere in the World. India is planning to introduce Biodiesel, ethanol gasolineblends in a phased manner and has drawn up a road map for the same. The Indian auto industry is working with theauthorities to facilitate for introduction of the alternative fuels. India has also set up a task force for preparing theHydrogen road map. The use of LPG has also been introduced as an auto fuel and the oil industry has drawn up plansfor setting up of auto LPG dispensing stations in major cities.Indian gasoline specifications:

Table

Serial No. Characteristics Unit Bharat Stage II Bharat Stage III Bharat Stage IV

1 Density 15 0 C Kg/m3 710-770 720-775 720-775

2 Distillation

3 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

%Volume

%Volume

%Volume

%Volume0C

% Volume

10-45

40-70

90

-

210

2

10-45

40-70

-

75min

210

2

10-45

40-70

-

75min

210

2

4 Research Octane Number (RON), Min 88 91 91

5 Anti Knock Index (AKI)/ MON, Min 84 (AKI) 81 (MON) 81 (MON)

6 Sulphur, Total, Max % mass 0.05 150 mg/Kg 50 mg/Kg

7 Lead Content(as Pb), Max g/l 0.013 0.005 0.005

8 Reid Vapour Pressure (RVP), Max Kpa 35-60 60 60

9 Benzene, Content, Max

a)For Metros

b)For the rest

% Volume -

3

5

1 1

10 Olefin content, Max % Volume - 21 21

11 Aromatic Content, Max % Volume - 42 35

Indian diesel specifications:

Bharat Stage emission standards 11

Table

S. No Characteristic BSII BSIII BSIV

1 Density Kg/m3 15 0 C 820-800 820-845 820-845

2 Sulphur Content mg/kg max 500 350 50

3(a)

3(b)

Cetane Number minimum and / or

Cetane Index

48

or 46

51

and 46

51

and 46

4 Polycyclic Aromatic Hydrocarbon - 11 11

5

(a)

(b)

(c)

Distillation

Reco. Min. At 350 0 C

Reco. Min. At 370 0C

95%Vol Reco at 0o C max

85

95

-

-

-

360

-

-

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 [P:] of IS 1448

(1) (2) (3) (4) (5)

i. Density at 15 °C, kg/m3 860-900 ISO 3675 P:16/

ISO 12185 P:32

ASTM

ii. Kinematic Viscosity at 40 °C, cSt 2.5-6.0 ISO 3104 P:25

iii. Flash point (PMCC) °C, min 120 P:21

iv. Sulphur, mg/kg max. 50.0 ASTM D 5453 P:83

v Carbon residue (Ramsbottom) *,% by mass, max 0.05 ASTM D 4530ISO 10370 -

vi. Sulfated ash, % by mass, max 0.02 ISO 6245 P:4

vii. Water content, mg/kg, max 500 ASTM D 2709 P:40

Bharat Stage emission standards 12

ISO 3733

ISO 6296

viii Total contamination, mg/kg, max. 24 EN 12662 -

ix Cu corrosion, 3 h at 50 °C, max 1 ISO 2160 P:15

x Cetane No., min 51 ISO 5156 P:9

xi Acid value, mg KOH/g, max 0.50 - P:1 / Sec 1

xii Methanol @, % by mass, max 0.20 EN 14110 -

xiii Ethanol, @@ % by mass, max 0.20 -

xiv Ester content, % by mass, min 96.5 EN 14103 -

xv Free Glycerol, % by mass, max 0.02 ASTM D 6584 -

xvi Total Glycerol, % by mass, max 0.25 ASTM D 6584 -

xvii Phosphorus, mg/kg, max 10.0 ASTMD 4951 -

xviii Sodium & Potassium, mg/kg, max To report EN 14108 & -

EN 14109 -

xix Calcium and Magnesium, mg/kg, max To report ÷ -

xx Iodine value To report EN 14104 -

xxi Oxidation stability, at 110 °C h, min 6 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 systemPresently, all vehicles need to undergo a periodic emission check (3 months/ 6 months) at PUC Centres at FuelStations and Private Garages which are authorised to check the vehicles. In addition, transport vehicles need toundergo 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 toperiodic calibration by independent authority – Lack of professionalism has led to malpractice – Tracking system ofvehicles failing to meet norms non-existent

Comparison between Bharat Stage and Euro normsThe Bharat Stage norms have been styled to suit specific needs and demands of Indian conditions. The differenceslie 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 annualtemperature 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 90 km/h is stipulatedfor BS-III, whereas it is 120 km/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 measurementsdone in g/km on a chassis dynamometer requires a loading of 100 kg weight in addition to unloaded car weight inEurope. In India, BS-III norms require an extra loading of 150 kg weight to achieve the desired inertia weight mainly

Bharat Stage emission standards 13

due to road conditions here.

Non-existence of CO2 limitsVarious groups and agencies have criticized the government and urged the government of India to draft mandatoryfuel efficiency standards for cars in the country, or at least to make the CO2 emissions labelling mandatory on allnew cars in the country. The auto companies should inform the customers about a vehicle’s emissions.

Lag behind Euro standardsThere 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 IIInorms totally. This is because the Euro III norms are only a small improvement over Euro II, whereas Euro IV normsmark a big leap over Euro II.The justification cited for this lag is that enforcing tight norms too soon would drive up automobile prices, therebystifling growth of the automotive industry in the country.

Cycle beatingFor the emission standards to deliver real emission reductions it is crucial that the test cycles under which theemissions have to comply as much as possible reflect normal driving situations. It was discovered that enginemanufacturers 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 andpublic health. In one particular instance, research from two German technology institutes found that for diesel carsno 'real' NOx reductions have been achieved after 13 years of stricter standards.

Regulatory frameworkIn 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 theCentral 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 andCMVR.In order to involve all stake holders in regulation formulation, MoSRT&H has constituted two Committees todeliberate 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 hasrepresentatives 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 ComponentManufacturers Association (ACMA) and Tractor Manufacturers Association (TMA) and representatives from StateTransport 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 14

•• To recommend to the Government the International/ foreign standards which can be used in lieu of standardnotified 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 theCentral Motor Vehicles Rules.

•• To make recommendations on the new safety standards of various components for notification andimplementation 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) havingmembers from various stakeholders in drafting the technical standards related to Safety. The major functions of thecommittee 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•• Advise CMVR Technical Standing Committee on any other issues referred to itThe National Standards for Automotive Industry are prepared by Bureau of Indian Standards (BIS). The standardsformulated by AISC are also converted into Indian Standards by BIS. The standards formulated by both BIS andAISC 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 thisCommittee 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 necessaryamendments / modifications in the in Central Motor Vehicle Rules.In addition, the other Ministries like Ministry of Environment & Forest (MoEF), Ministry of Petroleum & NaturalGas (MoPNG) and Ministry of Non-conventional Energy Sources are also involved in formulation of regulationsrelating 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 ContributorsBharat 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 ContributorsImage: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 SimoesImage: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 SimoesImage:Exhaust.jpg  Source: http://en.wikipedia.org/w/index.php?title=File:Exhaust.jpg  License: Public Domain  Contributors: Jensbn, Mattes, Packa, ゆ い し あ す, 1 anonymous edits

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