Auto-Fuel Policy roadmap: The urgency to advance bs IV and the feasibility of leapfrog to bs VI environment Pollution (Prevention and Control) Authority for ncr january 2016
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- Advance BS IV to April 1 2016 (only a small portion of border areas of JK, Uttarakhand, Northeast will remain)
- Introduce BS VI (Euro VI) fuel and vehicle technology nationwide by 2020 and if possible advance it further in key metros
- Why it is important to advance BS IV nationwide by one year
- State of preparedness of automobile manufacturers to move to BS IV
- In the case of fuel, the cost is to bring down sulphur in fuel from 350 ppm to 10 ppm and this can be done in one-leap
- Euro IV Euro V Euro VI
- Sulphur 50 ppm 10 ppm 10 ppm
- Emission standards roadmap for light duty vehicles in Europe and US
- Emission standards roadmap and primary exhaust emission control technologies for heavy-duty vehicles in Europe and the US
- Table on cost of changes in emission norms: In light duty vehicles
- Same technology as BS IV 20,280
- Diesel particulate filter for PM control and lean Nox trap for NOx control
- In the case of diesel cars the leapfrog from BS IV to BS VI brings big gains in pollution reduction Leapfrog
- In the case of heavy duty vehicles, the move from BS III to BS IV leads to 80 per cent reduction in PM. Then the BS IV to BS VI leapfrog brings 70-90 per cent reduction in pollutants
- Conclusions/Recommendations
| Auto-Fuel Policy roadmap: The urgency to advance BS IV and the feasibility of leapfrog to BS VI
Environment Pollution (Prevention and Control) Authority for NCR January 2016 In the past India has tightened its fuel-auto emission standards by leapfrogging from Euro Zero (10,000 ppm of sulphur) in 1996 to Euro II (500 ppm) in 1999 in Delhi and select metros. The Auto-Fuel Policy roadmap 2003as per the Mashelkar Committee 2001 was adhered to as follows: Euro II: 500 ppmsulphur nationwide on April 1 2005 Euro III: 350 ppmsulphur in Delhi and 7 cities on April 1 2005 Euro III: 350 ppmsulphur nationwide on April 1 2010 Euro IV: 50 ppmsulphur in Delhi (now 30 cities) on April 1 2010
The Auto Fuel Vision and Policy 2025 (chairmanship of SaumitraChaudhuri, former member, Planning Commission) has put forward the following roadmap: Euro IV: nationwide by April 1, 2017 Euro V: nationwide by April 1, 2020 Euro VI: nationwide by April 1, 2024 We believe this roadmap is not adequate to deal with air pollution across the country. Also it is better for Indian refineries and automobile companies to take quicker steps to meet global best fuel-auto emission standards, as this will improve competitive advantage. Based on the public health imperative and after discussions with fuel and auto companies and experts the following roadmap is recommended: Advance BS IV to April 1 2016 (only a small portion of border areas of J&K, Uttarakhand, Northeast will remain). According to officials of the Ministry of Petroleum and Natural Gas (MoPNG) by April 1 2016 over 75 per cent of the fuel supplied and sold can be changed to Euro IV. The bulk of the remaining is in border areas, where defense forces use diesel. Here by April 1 2017 this fuel will also be supplied. This advancement is critical, as it would mean that all trucks that travel long distances and today use BS III technology and fuel would be drastically improved. It is estimated that moving from BS III to BS IV in the heavy vehicle category will reduce PM emissions by 80 per cent from each vehicle. Introduce BS VI (Euro VI) fuel and vehicle technology nationwide by 2020 and if possible advance it further in key metros. This would mean skipping Euro V altogether and leapfrogging to Euro VI. This is also possible. MoPNG has given in writing to EPCA that will be able to supply Euro VI fuel nationwide by 2020. It is also clear that petrol vehicles will have no problems in meeting these emission standards by 2020. The problem is with diesel light duty (private cars) and heavy-duty vehicles. The technology challenge with these vehicles is to meet the PM and NOx emission reductions along with ensuring that there is a balance between fuel economy. But clearly, with four years for research and development, this is possible to achieve. It is in Euro VI that gap between diesel and petrol emissions is closed and there is both control of PM and NOx. It is important to note that NOx emissions are on the increase. And what is even or greater worry is ozone – which is a secondary pollutant from NOx is increasing. This is a dangerous pollutant, with huge health impacts on lungs. Why it is important to advance BS IV nationwide by one year Currently BS IV is available in over 30 cities of India, but it is not available across the country, trucks and other heavy vehicles continue to be registered as BS III. All inter-state vehicles operating on national permit therefore can be registered even if BS III. As per government’s proposal, these BS III vehicles can be registered till April 1, 2017. Also these vehicles using much dirtier fuel (350 ppm of sulphur as compared to 50 ppm in BS IV) and contribute hugely to pollution across the country (see attached graphs). It is also clear that automobile manufacturers are ready to produce BS IV compliant vehicles. In fact, petrol car manufacturers do not produce BS III vehicles anymore; diesel car manufacturers produce BS III for the taxi segment and diesel truck and bus manufacturers have already got type approval but do not have orders for supply. State of preparedness of automobile manufacturers to move to BS IV
In the case of fuel, the cost is to bring down sulphur in fuel from 350 ppm to 10 ppm and this can be done in one-leap The difference in fuel standards is mainly between Euro IV and Euro V, when sulphur is brought down to 10 ppm, which allows for after-treatment devices like particulatefilters to be installed on diesel vehicles.
*Bharat Stage V (as prescribed by MoPNG committee) says 91 **Bharat Stage V (as prescribed by MoPNG committee) says 21% The capital investment estimated for refiners for fuel quality changes for BS IV all across the country is Rs 45,000 crore and to go to Euro V/VI is Rs 35,000 crore. In retrospect it would have been more cost-effective to go to Euro V/VI at one go, as the two-step cost of improvement could have been avoided. It is also clear that falling fuel prices is making it possible to make this investment at the earliest. In the case of vehicle standards, by Euro V, light duty petrol vehicles emission standards are tightened and made stringent. However, in the case of diesel vehicles, by Euro V only PM are tightened, but NOx is high. It is only when Euro VI emission standards are introduced do light-duty diesel vehicles come at par with petrol vehicles in terms of emissions as NOx is tightened. In the case of diesel heavy vehicles, only by Euro VI are standards tightened. In other words, emissions for diesel vehicles remain a problem till Euro VIis implemented. The main problem we have is that we are following Europe in terms of fuel-emission standards, which has incentivized diesel believing that this is more fuel-efficient and so has CO2 benefits. But it has found, that this has not worked. So, even as Europe has tightened PM standards for diesel, it has increased NOx levels to dangerous levels. In Europe Euro IV and V standards legally allow diesel vehicles to emit 3 times more NOx than petrol. Even in Euro VI, diesel NOx norms are relatively lax as compared to petrol. Emission standards roadmap for light duty vehicles in Europe and US 
Emission standards roadmap and primary exhaust emission control technologies for heavy-duty vehicles in Europe and the US 
Sources: Michael P. Walsh 2015, Worldwide Progress in Vehicle Technology and Emissions Norms Leaders and Laggards Need To Move Fast, Paper presented in Anil Agarwal Dialogue 2015: The Poor in Climate Change, Centre for Science And Environment, New Delhi, March 11, mimeo. Cost of tightening emission standards in vehicles: the cost is for diesel vehicles, both light duty and heavy duty. From the analysis below, it is clear that it is only when emission standards are tightened at Euro 5 and 6 that diesel vehicles have to invest in improvements. The key improvement is to put diesel particulate trap (in Euro V) and then add a NOX trap and NOx control (in Euro VI). Table on cost of changes in emission norms: In light duty vehicles
Note: Prices from dollars to Rs calculated based on Rs 40 (in 1990s);Rs 50 in 2000 and Rs 60 for Euro V and VI Source: GauravBansalet al 2013, Overview of India’s Vehicle Emissions Control Program: Past Successes and Future Prospects, The International Council on Clean Transportation The world is moving fast to Euro VI auto-fuel standards and by 2017, it is estimated that most of the world, including countries in South Asia like Sri Lanka will be using Euro VI fuel. Most of these countries are fuel and vehicle importing countries and so, it will have impact on our competitiveness. The current and future global roadmap for auto fuel-emissions is aggressive:
In the case of diesel cars the leapfrog from BS IV to BS VI brings big gains in pollution reduction Leapfrog BS IV to BS VIPetrol cars (g/km) CO -- No change HC -- No change NOx-- 25% reduction Leapfrog BS IV to BS VIDiesel cars (g/km) CO -- No change HC+NOx -- reduction of 43% NOx -- reduction of 68% PM -- reduction of 82%
In the case of heavy duty vehicles, the move from BS III to BS IV leads to 80 per cent reduction in PM. Then the BS IV to BS VI leapfrog brings 70-90 per cent reduction in pollutants Leapfrog BS IV to BS VIHeavy duty (g/kwh) CO -- No change HC -- reduction by 71% NOx -- reduction by 87% PM -- reduction by 67%
Conclusions/Recommendations From the above analysis it is clear that for the oil refineries the cost is in reducing sulphur content in fuel to 10 ppm, from the current 350-50ppm. For car companies, the cost in terms of petrol vehicles is marginal and once 10 ppm fuel is available, they can move to stringent emission standards at nominal cost and technology changes. But light duty diesel vehicles have problems and this is what automobile industry is talking about. It is important to note that diesel vehicles continue to get a price advantage over petrol – even after deregulation because of lower taxes – and therefore, it makes no sense to give them also advantage in terms of emission controls. If we follow the European fuel-emission trajectory, then diesel light duty (including SUV segment) first brings in control on PM emissions and then NOx. This 2-step approach needs to be avoided through the leapfrog to BS 6 in one go. As soon as 10 ppm fuel is available, then we should have fuel-neutral emission standard. This would mean that diesel and petrol light duty vehicles would meet the same norms. In the case of heavy-duty vehicles like trucks the cost is higher. We would suggest that this category moves to Euro IV in 2016 (as 50 ppm fuel gets available across the country) and then does a one-step jump to Euro VI in 2020. References Anon 2003, Auto Fuel Policy, Ministry of Petroleum & Natural Gas, Government of India Anon 2014, Auto Fuel Vision and Policy 2025: Report of the Expert Committee, Government of India, May GauravBansalet al 2013, Overview of India’s Vehicle Emissions Control Program: Past Successes and Future Prospects, The International Council on Clean Transportation Sarah Chambliss et al 2015, Briefing: Accelerating progress from Euro 4/IV to Euro 6/VI vehicle emissions standards, The International Council on Clean Transportation, March Download 1.26 Mb. Share with your friends:
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