Bharat Stage emission standards

Motor vehicles
Background
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 petrol (1991) and diesel (1992) vehicles, which were gradually tightened during the 1990s. Since the year 2000, India started adopting European emission and fuel regulations for four-wheeled lightduty and for heavy-dc. Indian own emission regulations still apply to two- and three-wheeled vehicles. Current requirement is that all transport vehicles carry a fitness certificate that is renewed each year after the first two years of new vehicle registration. On October 6, 2003, the National Auto Fuel Policy has been announced, which envisages a phased program for introducing Euro 2 - 4 emission and fuel regulations by 2010. The implementation schedule of EU emission standards in India is summarized in Table 1.[1] Table 1: Indian Emission Standards (4-Wheel Vehicles) Reference Date Region Euro 1 Euro 2 2000 2001 Bharat Stage II 2003.04 2005.04 Bharat Stage III Bharat Stage IV Euro 3 Euro 4 2005.04 2010.04 2010.04 Nationwide NCR*, Mumbai, Kolkata, Chennai NCR*, 12 Cities Nationwide NCR*, 12 Cities Nationwide NCR*, 12 Cities

Standard India 2000

* National Capital Region (Delhi) Mumbai, Kolkata, Chennai, Bengaluru, Hyderabad, Ahmedabad, Pune, Surat, Kanpur, Lucknow, Sholapur, 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.[2]

[edit] Trucks and buses

Exhaust gases from vehicles form a significant portion of air pollution which is harmful to human health and the environment Emission standards for new heavy-duty diesel enginesapplicable to vehicles of GVW > 3,500 kgare listed in Table 2. Table 2 Emission Standards for Diesel Truck and Bus Engines, g/kWh Reference Test CO HC NOx PM ECE R49 17.3-32.6 2.7-3.7 Euro I Euro II Euro III Euro IV ECE R49 ECE R49 ECE R49 ESC ETC ESC ETC 11.20 4.5 4.0 2.1 5.45 1.5 4.0 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 0.36* 0.15 0.10 0.16 0.02 0.03

Year 1992 1996 2000 2005 2010 2010

* 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.

[edit] Light duty diesel vehicles

Emission standards for light-duty diesel vehicles (GVW 3,500 kg) 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 2,500 kg; up to 6 seats). Table 3 Emission Standards for Light-Duty Diesel Vehicles, g/km

Year Reference CO HC HC+NOx NOx 1992 17.3-32.6 2.7-3.7 1996 2000 Euro 1 2005 Euro 2 2010 Euro 3 5.0-9.0 1.0-1.5 0.64 0.80 0.95 0.50 0.63 0.74 2.0-4.0 0.7-1.2 0.56 0.72 0.86 0.30 0.39 0.46 2.72-6.90 -

PM -

0.97-1.70 0.14-0.25 0.08-0.17 0.50 0.65 0.78 0.25 0.33 0.39 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 90 km/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. Table 4 Emission Standards for Light-Duty Diesel Engines, g/kWh Year Reference CO HC NOx PM 1992 1996 2000 2005 Euro I Euro II 14.0 11.20 4.5 4.0 3.5 2.40 1.1 1.1 18.0 14.4 8.0 7.0 0.36* 0.15

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

[edit] Light duty gasoline vehicles

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

Year 1991 1996 1998* 2000 2005 2010

Reference Euro 1 Euro 2 Euro 3

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

HC+NOx 3.00-4.36 1.50-2.18 0.97-1.70 0.5-0.7 -

NOx

0.15 0.18 0.21 0.08 0.10 0.11

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). [edit] 3- and 2-wheel vehicles Emission standards for 3- and 2-wheel gasoline vehicles are listed in the following tables.[3] Table 6 Emission Standards for 3-Wheel Gasoline Vehicles, g/km Year CO HC HC+NOx 1991 12-30 8-12 1996 2000 2005 (BS II) 2010.04 (BS III) 6.75 4.00 2.25 1.25 5.40 2.00 2.00 1.25

Table 7 Emission Standards for 2-Wheel Gasoline Vehicles, g/km Year CO HC HC+NOx 1991 1996 2000 2005 (BS II) 2010.04 (BS III) 12-30 5.50 2.00 1.5 1.0 8-12 3.60 2.00 1.5 1.0

Table 8 Emission Standards for 2- And 3-Wheel Diesel Vehicles, g/km Year CO HC+NOx PM

2005.04 2010.04

1.00 0.50

0.85 0.50

0.10 0.05

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

[edit] 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. [edit] 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.

[edit] Non road diesel engines

[edit] 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 Bharat (CEV) Emission Standards for Diesel Construction Machinery Engine Power CO HC HC+NOx NOx PM Date kW g/kWh Bharat (CEV) Stage II P<8 2008.10 8 P < 19 19 P < 37 37 P < 75 75 P < 130 130 P < 560 P<8 8 P < 19 19 P < 37 37 P < 75 75 P < 130 130 P < 560 2008.10 2007.10 2007.10 2007.10 2007.10 2011.04 2011.04 2011.04 2011.04 2011.04 2011.04 8.0 6.6 6.5 6.5 5.0 5.0 8.0 6.6 5.5 5.0 5.0 3.5 1.3 1.3 1.3 1.3 1.3 1.3 7.5 7.5 7.5 4.7 4.0 4.0 9.2 9.2 9.2 9.2 9.2 9.2 1.00 0.85 0.85 0.85 0.70 0.54 0.80 0.80 0.60 0.40 0.30 0.20

Bharat (CEV) Stage III

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 (5mode) 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. Table 10 Bharat (CEV) Stage III Useful Life Periods Useful Life Period Power Rating hours < 19 kW 19-37 kW > 37 kW constant speed variable speed 3000 3000 5000 8000

[edit] Agricultural tractors

Emission standards for diesel agricultural tractors are summarized in Table 11.

Standard India 2000 Bharat Stage II

Table 11 Indian Emission Standards (4-Wheel Vehicles) Reference Date Region Euro 1 Euro 2 2000 2001 2003.04 2005.04 2005.04 2010.04 2010.04 Nationwide NCR*, Mumbai, Kolkata, Chennai NCR*, 11 Cities Nationwide NCR*, 11 Cities Nationwide NCR*, 11 Cities

Bharat Stage III Bharat Stage IV

Euro 3 Euro 4

* 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.

[edit] Electricity generation

[edit] 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. Table 12 Emission Standards for Diesel Engines 800 kW for Generator Sets CO HC NOx PM Smoke Engine Power (P) Date g/kWh 1/m P 19 kW 19 kW < P 50 kW 50 kW < P 176 kW 176 kW < P 800 kW 2004.01 2005.07 2004.01 2004.07 2004.01 2004.11 5.0 3.5 5.0 3.5 3.5 3.5 1.3 1.3 1.3 1.3 1.3 1.3 9.2 9.2 9.2 9.2 9.2 9.2 0.6 0.3 0.5 0.3 0.3 0.3 0.7 0.7 0.7 0.7 0.7 0.7

Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity is measured at full load.

Table 13 Emission Limits for Diesel Engines > 800 kW for Generator Sets CO NMHC NOx PM Date mg/Nm3 mg/Nm3 ppm(v) mg/Nm3 Until 2003.06 2003.07 - 2005.06 2005.07 150 150 150 150 100 100 1100 970 710 75 75 75

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

[edit] 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.[4] A summary of emission norms for coal and gas based thermal power plants is given in Tables 14 and 15 Table 14 Environmental standards for coal & gas based power plants
Capacity Coal based thermal plants Below 210 MW 210 MW & above 500 MW & above Gas based thermal plants 400 MW & above 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) 350 mg/Nm3 150 mg/Nm3 50 mg/Nm3 Pollutant Emission limit

Below 400 MW & up to 100 MW

Below 100 MW For conventional boilers

Table 15 Stack height requirement for SO2 control

Power Generation Capacity Stock Height (Metre) H = 14 (Q)0.3 where Q is emission rate of SO 2 in kg/hr, H = Stack height in metres

Less than 200/210 MWe 200/210 MWe

or less than 500 MWe 200

200

500 MWe and

275 (+ Space provision for FGD systems in future)

above

The norms for 500 MW and above coal based power plant being practised is 40 to 50 mg/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 Ambient air quality standard Conc. g/m3 Category SPM SO2 CO NOX
Industrial and mixeduse Residential and rural Sensitive 500 200 100 120 80 30 5000 2000 1000 120 80 30

Table 17 World bank norms for new projects

Existing Air Quality Recommendation SOX > 100 ?

g/m3
SOX = 100 ?

No project Polluted area, max. from a project 100 t/day Unpolluted area, max. from a project 500 t/day

g/m3
SOX < 50 ?

g/m3

However the norms for SOX are even stricter for selection of sites for World Bank funded projects (refe r 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 260 gram 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.

[edit] 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 any where 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 setup 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 station in major cities. Indian Gasoline specifications: Table 18 Sl. No 1 2 Bharat 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) 3 d) Recovery up to 150 0 C (E150) e) Final Boiling Point (FBP), Max f) Residue Max 4 5 6 7 8 Research Octane Number (RON), Min Anti Knock Index (AKI)/ MON, Min Sulphur, Total , Max Lead Content(as Pb), Max Reid Vapour Pressure (RVP), Max % mass g/l Kpa %Volume %Volume %Volume %Volume
0

Bharat

Bharat Stage IV 720-775

Unit Stage II Stage III Kg/m3 710770 720-775

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

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

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

% Volume

Benzene, Content, Max 9 a) For Metros b) For the rest 10 11 Olefin content, Max Aromatic Content, Max % Volume % Volume % Volume

3 5 21 42 21 35 1 1

Indian diesel specifications: Table 19 Characteristic Density Kg/m 15 C Sulphur Content mg/kg max
3 0

S. No 1 2

BSII 500 48 or 46 -

BSIII 350 51 and 46 11

BSIV 50 51 and 46 11

820-800 820-845 820-845

3(a) Cetane Number minimum and / or 3(b) Cetane Index 4 5 Polycyclic Aromatic Hydrocarbon Distillation

(a) Reco. Min. At 350 0 C (b) Reco. Min. At 370 0C (c) 95%Vol Reco at 0o C max Table 20 Diesel Fuel Quality in India 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)

85 95 -

360

360

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 21 S.No. Characteristics Requirement Method of Test , ref to Other Methods (1) i. (2) Density at 15C, kg/m3 (3) 860-900 (4) ISO 3675 ISO 12185 ASTM ii. iv. v vi. Kinematic Viscosity at 40C, cSt Sulphur, mg/kg max. Carbon residue (Ramsbottom) *,% by mass, max Sulfated ash, % by mass, max 2.5-6.0 120 50.0 0.05 0.02 500 ISO 3104 P:21 ASTM D 5453 ASTM D 4530ISO 10370 ISO 6245 ASTM D 2709 ISO 3733 ISO 6296 viii Total contamination, mg/kg, max ix x xi Cu corrosion, 3 hrs at 50C, max Cetane No., min Acid value, mg KOH/g, max 24 1 51 0.50 0.20 0.20 96.5 0.02 0.25 10.0 To report To report To report 6 EN 12662 ISO 2160 ISO 5156 EN 14110 EN 14103 ASTM D 6584 ASTM D 6584 ASTMD 4951 EN 14108 & EN 14109 xix Calcium and Magnesium, mg/kg, max xx Iodine value xxi Oxidation stability, at 110C hrs, min * Carbon residue shall be run on 100% sample EN 14104 EN 14112 P:15 P:9 P:1 / Sec 1 P:83 P:4 P:40 P:25 iii. Flash point (PMCC) C, min [P:] of IS 1448 (5) P:16/ P:32

vii. Water content, mg/kg, max

xii Methanol @, % by mass, max xiii Ethanol, @@ % by mass, max xiv Ester content, % by mass, min xv Free Glycerol, % by mass, max xvi Total Glycerol, % by mass, max xvii Phosphorus, mg/kg, max xviii Sodium & Potassium, mg/kg, max

** European method is under development @ Applicable for Fatty Acid Methyl Ester @@ Applicable for Fatty Acid Ethyl Ester

[edit] Criticism and commentary

[edit] 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.[5] 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 nonexistent

[edit] 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 90 kmph is stipulated for BS-III, whereas it is 120 kmph 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 100 kg weight in addition to unloaded car weight in Europe. In India, BS-III norms require an extra loading of 150 kg weight to achieve the desired inertia weight mainly due to road conditions here.[6]

[edit] 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.[7]

[edit] 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.

[edit] 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.[8]

[edit] 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.[9] 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)

[edit] 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. 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 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.

[edit] 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.

[edit] References
1. ^ Vehicular Technology in India | Emission Norms - SIAM India 2. ^ "Emission Standards: India: On-Road Vehicles and Engines". Dieselnet.com. http://www.dieselnet.com/standards/in/. Retrieved 2009-06-29. 3. ^ "Vehicular Technology in India | Emission Norms - SIAM India". SIAM India.. http://www.siamindia.com/scripts/emission-standards.aspx. Retrieved 2009-06-29. 4. ^ Emission standards for power plants 5. ^ Presentation on Vehicle Emission Standards in India, K K Gandhi, SIAM 6. ^ TOI article on Bharat Stage norms 7. ^ Greenpeace urges government for CO2 limits 8. ^ transportenvironment.org 9. ^ Emission regulatory framework in India

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