1. EMISSION STANDARDS GUIDED BY: Asst. Prof Eldhose Kurian Paulin George S7 ME 49

2. CONTENTS INTRODUCTION CAUSES OF VEHICULAR POLLUTION VEHICULAR EMISSIONS MEASURES TO CONTROL VEHICULAR POLLUTION EMISSION STANDARDS OVERVIEW OF EMISSION STANDARDS IN INDIA COMPARISON OF BHARAT STAGE & EURO EMISSION NORMS DIESEL & GASOLINE CONCLUSION REFERENCES

3. WHAT IS AN EMISSION STANDARD? Emission standards are requirements that set specific limits to the amount of pollutants that can be released into the environment. Many emissions standards focus on regulating pollutants released by automobiles (motor cars) and other powered vehicle. They can also regulate emissions from industry, power plants, small equipment such as diesel generators.

4. CAUSES OF VEHICULAR POLLUTION URBAN POPULATION Between 1951 & 2012, the urban population has quadrupled, from 62.4 million to 377.1 million and it’s proportion has increased from 17.3% to 31.6%. The rapid increase in the unplanned urban population has resulted in putting a load on the pollution problem. VEHICULAR POPULATION The increase in the urban population has resulted in an increase in a higher demand for transport. While accelerated growth in the number of vehicles, pollution stems from their concentration in a few metropolitan cities.

5. Contd.

6. The above table reveals about the private and public vehicles in selected Metropolitan Cities in India as of March 31, 2010. This clearly points to a tremendous increase in the share of personnel transport vehicles and shows a rapid increase in the load on air pollution. ROAD GROWTH The slow growth of road infrastructure and high growth of vehicles imply that Indian roads are leading to congestion and further contributing to air pollution.

7. VEHICULAR EMISSIONS A drastic increase in the number of vehicles has resulted in an increase in the emission of various pollutants. Vehicles in most Metropolitan cities are estimated to account for 70% of CO, 50% of HC, 30-40% of NOx, 30% of SPM, 10% of SO2 of the total population load of these cities. Emissions that are principal pollutants of concern include: 1) Hydrocarbons 2) Carbon Monoxide 3) Nitrogen oxides 4)Particulate matters 5)Sulphur oxides 6) Volatile Organic compounds

8. Contd. Hydrocarbons- A class of burned or partially burned fuel, hydrocarbons are toxins. Hydrocarbons are a major contributor to smog, which can be a major problem in urban areas. Prolonged exposure to hydrocarbons contributes to asthma, liver disease, lung disease, and cancer. Carbon monoxide (CO) - A product of incomplete combustion, carbon monoxide reduces the blood's ability to carry oxygen; overexposure may be fatal. Carbon Monoxide poisoning is a major killer. Particulate matter – Soot or smoke made up of particles in the micrometer size range: Particulate matter causes negative health effects, including but not limited to respiratory disease and cancer.

9. Contd. Nitrogen oxides (NO X ) - Generated when nitrogen in the air reacts with oxygen at the high temperature and pressure inside the engine. NO 2 is extremely reactive. It destroys resistance to respiratory infection. NO X production is increased when an engine runs at its most efficient (i.e. hottest) part of the cycle. Sulphur oxide (SO X ) - A general term for oxides of sulphur, which are emitted from motor vehicles burning fuel containing sulphur. Reducing the level of fuel sulphur reduces the level of sulphur oxide emitted from the tailpipe.

10. CONTRIBUTION OF VARIOUS SECTORS TO AMBIENT AIR QUALITY IN MAJOR CITIES

11. MEASURES TO CONTROL VECHICULAR POLLUTION Vehicle emissions control is the study and practice of reducing the motor vehicle emissions, especially internal combustion engines. Apart from the concentration of vehicles in the urban areas, other reasons for increasing the vehicular pollutions are the types of engines used, age of vehicles, etc. Fuel quality must align with the advanced technology to meet stringent emission standards.

12. Advances in engine and vehicle technology continually reduce the toxicity of exhaust leaving the engine, but these alone have generally been proved insufficient to meet emissions goals. Therefore, technologies to detoxify the exhaust are an essential part of emissions control. The various methods used are: 1) Air injection One of the first-developed exhaust emission control systems is secondary air injection. This system was used to inject air into the engine's exhaust ports to provide oxygen so unburned and partially burned hydrocarbons in the exhaust would finish burning.

13. 2) Selective Catalytic Reduction SCR technology is designed to permit nitrogen oxide (NOx) reduction reactions to take place in an oxidizing atmosphere. It is called "selective" because it reduces levels of NOx using ammonia as a reductant within a catalyst system. The reducing agent reacts with NOx to convert the pollutants into nitrogen, water and tiny amounts of carbon dioxide (CO2) SCR technology alone can achieve NOx reductions in excess of 90%.

14. 3) Exhaust gas recirculation It is used in diesel engines to reduce the NOx content of emission. It works by recirculating a portion of exhaust gas back to engine cylinders, which replaces some of excess oxygen in the pre-combustion mixture. A schematic diagram for exhaust gas recirculation is shown below.

16. 4) Catalytic converter The catalytic converter is a device placed in the exhaust pipe, which converts hydrocarbons, carbon monoxide, and NO x into less harmful gases by using a combination of platinum, palladium and rhodium as catalysts. 5) Diesel particulate filter(DPF) The DPF is the commonly used for controlling soot, which has almost 98% efficiency. It traps the soot particles in the emission.

17. The existing DPF technology has also been improved to cDPF(coated Diesel Particulate Filter), which uses catalyst for breaking down the soot particles at low temperatures. DPF traps the particulate matter and by thermal regeneration converts it into water and CO2. This technology is sufficient to meet the Bharat stage 5 emission norms in India.

18. DRAWBACKS OF EGR It reduces temperature of combustion chamber, resulting in less efficient combustion, compromising economy & power. EGR also increases the production of soot, which is however compensated by the introduction of DPF. EGR systems can also add abrasive contaminants & increase engine oil acidity, which can reduce engine longevity.

19. EMISSION STANDARDS 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, including motor vehicles. The Government of India has been instrumental in laying down norms to control vehicular emission. Indian emission standards for 4- wheel vehicles are given in table below.

20. Emission standards for Gasoline vehicles

21. Comparison of BS 4 and BS 5 emission norms

22. Currently India follows Bharat stage 4 (BS4) emission norms in major cities and BS3 norms in rest of India. There is a proposal to introduce Bharat stage 5 (BS5) norms from 2014-15 onwards. The reduction of NOx (28%) and PM (93%) is required for BS5 as compared to BS4 emission norms.

24. European emission standards European emission standards define the acceptable limits for exhaust emissions of new vehicles in EU member states. For each vehicle type, different standards apply. The stages are typically referred to as Euro 1, Euro 2, Euro 3, Euro 4 and Euro 5 for Light Duty Vehicle standards. The corresponding series of standards for Heavy Duty Vehicles use Roman, rather than numerals (Euro I, Euro II, etc.). Emission standards for light commercial vehicles are listed below.

25. TierDateCOTHCNMHCNO x HC+NO x PMP Diesel Euro 1October 19942.72---0.970.14- Euro 2January 19981.0---0.70.08- Euro 3January 20000.64--0.500.560.05- Euro 4January 20050.50--0.250.300.025- Euro 5 September 2009 0.500--0.1800.2300.005- Euro 6 September 2014 0.500--0.0800.1700.005- Petrol (Gasoline) Euro 1October 19942.72---0.97-- Euro 2January 19982.2---0.5-- Euro 3January 20002.30.20-0.15--- Euro 4January 20051.00.10-0.08--- Euro 5 September 2009 1.0000.1000.0680.060-0.005*- Euro 6 September 2014 1.0000.1000.0680.060-0.005*- * Applies only to vehicles with direct injection engines

26. EU Emission Standards for HD Diesel Engines TierDateCOHCNO x PMSmoke Euro I 1992, < 85 kW4.51.18.00.612 1992, > 85 kW4.51.18.00.36 Euro II October 19964.01.17.00.25 October 19984.01.17.00.15 Euro III October 1999 EEVs only 1.00.252.00.020.15 October 20002.10.665.0 0.10 0.13* 0.8 Euro IVOctober 20051.50.463.50.020.5 Euro VOctober 20081.50.462.00.020.5 Euro VI 31 December 2013 1.50.130.40.01 * for engines of less than 0.75 dm³ swept volume per cylinder and a rated power speed of more than 3,000 per minute. EEV is "Enhanced environmentally friendly vehicle".dmEnhanced environmentally friendly vehicle

28. OVERVIEW OF EMISSION NORMS IN INDIA In 1991 - Idle CO Limits for Gasoline Vehicles and Free Acceleration Smoke for Diesel Vehicles, Mass Emission Norms for Gasoline Vehicles. In 1992 - Mass Emission Norms for Diesel Vehicles. In 1996 - Revision of Mass Emission Norms for Gasoline and Diesel Vehicles, mandatory fitment of Catalytic Converter for Cars in Metros on Unleaded Gasoline. In 1998 - Cold Start Norms Introduced. In 2000 - India 2000 (Eq. to Euro I) Norms, Modified IDC (Indian Driving Cycle), Bharat Stage II Norms for Delhi.

29. In 2001 - Bharat Stage II (Eq. to Euro II) Norms for All Metros, Emission Norms for CNG & LPG Vehicles. In 2003 - Bharat Stage II (Eq. to Euro II) Norms for 11 major cities. In 2005 - From 1 April Bharat Stage III (Eq. to Euro III) Norms for 11 major cities. In 2010 - Bharat Stage III Emission Norms for 4-wheelers for entire country whereas Bharat Stage - IV (Eq. to Euro IV) for 13 major cities. In 2014- India going to start using Bharat stage-5 emission norms.

30. 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.

31. 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.

32. DIESEL AND GASOLINE Diesel fuel, in general is any liquid fuel used in diesel engines. The fuel quality specifications have been laid down by the BIS (Bureau of Indian standards) for gasoline and diesel for the period 2000-2005 and beyond 2005. It is impossible to clean the air, or in particular to reduce air pollution from the transportation sector, without getting sulphur out of fuels.

33. Ultra-low-sulfur diesel (ULSD) is a standard for defining diesel fuel with substantially lowered sulphur contents. Due to the increased usage of diesel in our country, it becomes necessary to reduce the sulphur content, which for Bharat stage 4 has been reduced to 50 ppm. Low-sulphur fuels are the key to reducing emissions from existing vehicles and reducing environmental problems, thus improving public health.

34. The principal measure of diesel fuel quality is its cetane number. Cetane number or CN is a measurement of the combustion quality of diesel fuel during compression ignition. A higher cetane number indicates that the fuel ignites more readily when sprayed into hot compressed air. Generally, diesel engines operate well with a CN from 40 to 55.

35. Gasoline or petrol is a transparent, petroleum-derived oil that is primarily used as a fuel in internal combustion engines. Cetane number is the ability of a fuel to resist knocking when ignited in the cylinder of an internal-combustion engine. There are two types of petrol used : 1) Leaded petrol 2) unleaded petrol Leaded gasoline may have higher octane ratings which factors into the power output of a car engine, its efficiency, etc. Lead was used in fuels as a lubricant and octane (energy level) booster.

36. The amount of lead in petrol has to be reduced to decrease the emission. There are two major problems with using leaded fuel: 1) Lead is extremely toxic, and causes mental retardation in children. Lead oxide from car exhaust accumulates in soil near roads, and children can get it on their hands from playing outside. They then ingest it, and it causes its damage. 2) Leaded gasoline destroys automobile catalytic converters. So lead was phased out with effect from February 2000.

37. Most cars are designed to burn unleaded petrol with an octane rating of 87. There are two ways to increase the octane number of a fuel. 1)One is to put special additives into the fuel which discourage auto ignition, and so increase the octane number. 2)It is to blend high-octane fuels in with the ordinary petrol.

38. FUEL SHARE IN INDIA

39. CONCLUSION Diesel powered vehicles inherently emits more oxides of nitrogen and particulate matters. It is not always possible to control in-cylinder NOx and Particulate below emission legislation limit. Hence exhaust after treatment system plays vital role in controlling vehicle tailpipe emissions. EGR, even though having many drawbacks, when coupled with DPF, can be effectively used in vehicles to control NOx production. DPF is employed to reduce the soot content of the emission.

40. Future strategies like use of alternative fuels will further help reduce vehicular emissions. Cleaner fuel quality. Inspection & Maintenance – It is possible to reduce 30-40% pollution loads generated by vehicles through proper periodical inspection and maintenance.

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