Emission norms- Bharat Stage and Euro

This is a presentation on the emission norms present in India i.e Bharat Stage and in Europe i.e Euro. it also has a comparison between the two as well as a timeline of the two.

1. Emission Norms- Bharat Stage and Euro

2. INTRODUCTION Emission Norms are emission standards instituted by the Government of a nation to regulate the output of air pollutants from internal combustion engines and Spark-ignition engines equipment, including motor vehicles. In india the standards and the timeline for implementation are set by the Central Pollution Control Board under the Ministry of Environment, Forest and Climate Change All new vehicles manufactured after the implementation of the norms have to be compliant with the regulations

3. The standards, based on European regulations were first introduced in 2000. Progressively stringent norms have been rolled out since then. 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. A Short timeline for. Bharat stage

4. Contd... In its recent judgment, the Supreme Court has banned the sale and registration of motor vehicles conforming to the emission standard Bharat Stage IV in the entire country from 1 April 2020.

5. What is BSVI? The BS6 emission standard is the sixth iteration of the emission norm and comparatively, it’s a substantial leap in terms of reducing pollution compared to the outgoing BS4. This is also because the BS5 (BSV) has been skipped in an effort to move to better emission norms With the roll-out of the BS 6 norms, India will come at par with the US and European equivalent emissions norms.

6. The norm will bring a change in the fuel, as the BS6 compliant engine require BS6 fuel. A BS6 vehicle using BS4 fuel will not adhere to the BS6 norms. Indian oil companies have already started distributing BS6-grade Petrol and Diesel at 391 filling stations in Delhi with plans to make BS6 fuel available in all 13 major metro cities by April 2019. A vital difference between BS6 and the outgoing BS4 fuel is that the BS6 fuel contains 5 times fewer sulphur traces (10 parts per million) compared to BS4 (50 ppm). NOx (Nitrogen Oxide) level will be brought down by a staggering 70% for Diesel engine and 25% for Petrol Engines h

7. The BS6 brings along a plethora of changes, most significant being the mandatory OBD (Onboard Diagnostics) for all vehicles. RDE (Real Driving Emission) will be introduced for the first time that will measure the vehicle’s emission in real-world conditions against simulated conditions. Introduction of DPF (Diesel Particulate Filter) and SCR (Selective Catalytic Reduction) for Diesel engines.

8. What about old car users... The only way is to run your cars on BS6 fuel. Not a big cause of worry for petrol car users as there is not much difference between BS6 and BS4 petrol Using BS6 diesel for BS4 engines may damage the engine BS4 diesel engines contains 5 times more sulphur than BS6. Traditional BS4 diesel engines use injectors to ionise fuel. Sulphur acts as a lubricant for the injector. Hence less amount of sulphur may cause the engine to wear and year prematurely. This has caused decreased customer demand for diesel vehicles and hence resulted in an increased amount of unsold diesel cars in the manufacturer's inventory.

9. A short timeline for Euro Standards

10. First introduced in 1992 as Euro 1. European emission standards define the acceptable limits for exhaust emissions of new vehicles sold in the European Union and EEA member states. The emission standards are defined in a series of European Union directives staging the progressive introduction of increasingly stringent standards. In the European Union emissions of nitrogen oxides (NO total hydrocarbon (THC), non-methane hydrocarbons (NMHC), carbon monoxide (CO) and particulate matter (PM) are regulated for most vehicle types, including cars, trucks (lorries), locomotives, tractors and similar machinery, barges, but excluding seagoing ships and aeroplanes. European Emission Standards

11. The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4, Euro 5 and Euro 6 for Light Duty Vehicle standards. The corresponding series of standards for Heavy Duty Vehicles use Roman, rather than Arabic numerals (Euro I, Eur o Ii, etc. Since the Euro 2 stage, EU regulations introduce different emission limits for diesel and petrol vehicles. Diesels have more stringent CO standards but are allowed higher NOx emissions. Petrol-powered vehicles are exempted from particulate matter (PM) standards through to the Euro 4 stage, but vehicles with direct injection engines are subject to a limit of 0.0045 g/km for Euro 5 and Euro 6. A particulate number standard (P) or (PN) has been introduced in 2011 with Euro 5b for diesel engines and in 2014 with Euro 6 for petrol engine Contd...

12. Euro 6 Sixth incarnation of the European emission standards. Introduced in September 2015 Countries outside of Europe, the United States and Japan have largely patterned their emissions policies on European regulations and the associated mandates for clean, low-sulfur fuels. By adopting the Euro 6/VI vehicle emission standards, these countries can achieve up to a 99 percent reduction in the emission of pollutants like fine particulate matter (PM2.5), reducing the risk of ischemic heart disease, lung cancer, stroke, and asthma.

13. As CO2 standards continue to advance, GDI engine technology has matured and i s increasingly deployed. Gasoline direct injection engines produce higher particle
emissions than the older port fuel injection gasoline engines, hence the introduction of a PN limit to prevent an increase in particle emissions from the gasoline fleet. This new
limit may require the use of particulate filters on GDI engines, in addition to improved
fuel-injection techniques Aftertreatment technologies, such as lean NOX traps (LNT) or selective catalytic reduction (SCR), may be added alongside technologies already adopted t o meet CO, HC, and PM limits, including diesel oxidation catalysts (DOC) and diesel particulate filters (DPF).

14. 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 °C, 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 stipulated for BS III, whereas it is 120 km/h for Euro III, keeping emission limits the same in both cases

15. 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. Contd...

16. 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 manufacturers of engine 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. Cycle Beating

17. Thank You...