1. Environment Friendly Vehicles – the Indian Experience
N. V. Iyer
Adviser (Technical)
Bajaj Auto Ltd., Pune, India
National Workshop on Urban Air Quality Management and Integrated Traffic Management for Karachi
September , 2006
Karachi

2. Road to Reduced Pollution from Transport Vehicles
Improved
Quality of
Conventional
Fuels
Alternative
Fuels
New Vehicle
Emission
Standards
In-Use Vehicle
Emission
Standards
ENVIRONMENT
FRIENDLY
VEHICLES
Dec-18
N.V.Iyer

3. Indian Experience Programs at the National Level
Mass emission standards for new vehicles
Technology developments
Emission reduction achieved
Control of PM emissions from two-stroke vehicles
Promotion of alternative fuel vehicles
Emission standards for in-use vehicles
Programs at local levels – Delhi
Key initiatives taken in Delhi
Impact of Delhi initiatives on air quality
Recommendations of Lahore workshop
Conclusions
Recommendations
Dec-18
N.V.Iyer

4. Phased Implementation of Mass Emission Standards – 4-Wheelers
STAGE
YEAR
APPLICABILITY
DIESEL
SULPHUR#
FIRST STAGE
1990
WHOLE COUNTRY
1.0
SECOND STAGE
1996
0.5
THIRD STAGE
2000
0.25
BS II (EU II EQUIVALENT)
2001
4 METROS*
0.05
2003
7 MEGA CITIES**
BS II (EU II EQUIVALENT)
2005
BS III (EU III EQUIVALENT)
4 METROS & 7 MEGA CITIES
0.035
2010
* DELHI, MUMBAI, KOLKATA, CHENNAI
** BANGALORE, HYDERABAD, AHMEDABAD, PUNE, SURAT,KANPUR, AGRA
# per cent by mass
N.V.Iyer

5. Phased Implementation of Mass Emission Standards –
2 & 3-Wheelers
STAGE
YEAR
APPLICABILITY
FIRST STAGE
1990
WHOLE COUNTRY
SECOND STAGE
1996
THIRD STAGE
2000
BS II
2005
BS III
2010*
* Preferably by year 2008
Dec-18
N.V.Iyer

6. Current & Future Vehicular Emission Standards in India
Dec-18
N.V.Iyer

7. Technologies Used to Meet New Vehicle Emission Standards – 4-Wheelers
Dec-18
N.V.Iyer

8. Technologies to Meet New Vehicle Emission Standards – 2&3-Wheelers
Mass emission standards for two and three-wheelers, being unique to India and representing higher levels of stringency, proved to be “technology forcing” leading to the adoption innovative new techonolgies

9. Reduction in Emissions with Introduction of Progressively Stringent Emission Standards – Cars & CVs
Dec-18
N.V.Iyer

10. Reduction in Emissions with Introduction of Progressively Stringent Emission Standards – 2 & 3-Wheelers
Dec-18
N.V.Iyer

11. Control of PM Emissions of 2-Stroke Engines
Source: JAMA
Proper Quantity of Oil : Achieved by dispensing oil pre-mixed with petrol
Proper Quality of Oil: Mandating minimum quality level (JASO FC) of oil
Use of Oxidation Catalytic Converter: Required for meeting gaseous emission standards
Dec-18
N.V.Iyer

12. Changes in Technology Choice Resulting from Consumer Preferences & Emission Standards
-- Up to late 1990s, scooters preferred – advantages over motorcycles and mopeds; “family vehicle”
-- Since mid-1990s, major shifts in urban incomes, buyer profile, market – individual mobility, appearance more important than family vehicle; motorcycles more popular
-- Sensing emerging trend, major motorcycle manufacturer introduced Japanese made 100 cc, catering for emerging needs but also fuel economy (four stroke) – Japanese strength in cc four-stroke MCs
-- Since late 1990s, others followed, including scooter manufacturers; since late 1990s, motorcycle sales, bulk cc, four-stroke have grown dramatically
-- Motorcycle shares of M2W vehicle sales 21% in 1994; 43% in 2000; now 77%; since 2000, motorcycles have accounted for nearly all growth in M2W vehicles
-- Introduction of 4s motorcycles in early-1990s fortuitous, coincided with stringent emission standards in 1996; 1996 and even 2000 standards easy to achieve with 4s
-- 4s easy to accommodate on motorcycles, not on scooters, because of lower space, smaller wheels, lower road speed; so while 4s motorcycles will likely comply easily with standards till 2005, scooter manufacturers undertook major R&D and re-tooling to accommodate 4s; meanwhile, because catalytic converters not possible till 2000, when ULP available country-wide, they significantly improved 2s performance to achieve 1996 standards without catalytic control, and achieved 2000 standards with oxidation catalyst
-- Because of 4s difficulties on scooters, and 2s delivers fuel economy similar to 4s, 4s penetration low on scooters, although increasingly being developed for scooters
-- Because of growing use on scooters, but mainly because of dramatic growth of motorcycles, most of which are 4s, 4s sales and shares have increased dramatically; 97% of motorcycle and 71% of scooter sales are 4s; 4s accounted for only 5% of M2W vehicles on road in mid-a990s, now about 30%
--Mopeds, low power, speed, cost vehicles for low-income users, typically cc 2s engines, very popular in regional centres; 4s not possible on mopeds because of space and cost, so 4s penetration in mopeds close to zero; mopeds, whose share was 30% even in 2000, now dropped to 10%, because good quality second-hand motorcycles easily available, wide range of other M2W vehicles including scooterettes with various attractive features
-- how consumer preferences and emission standards have influenced technology choice and sales is complex; while shift to 4s driven mainly by emission standards for scooters, driven by the market, and made achieving emission standards easier, on motorcycles; mopeds continue to rely on 2s
The proportions of 2-stroke and 4-stroke have been calculated based
on a study of the sales figures of various companies obtained from
Society of Indian Automobile Manufacturers (SIAM) and
from the knowledge of the models produced by manufacturers
Dec-18
N.V.Iyer

13. Comparative Emission Performance of Typical Alternative Fuel Vehicles – Four-wheeled vehicles
Dec-18
N.V.Iyer

14. Comparative Emission Performance of Typical Alternate Fuel Vehicles – 2&3-Wheelers
(based on data from Bajaj Auto)
NMHC: Non-Methane Hydrocarbons
RHC: Reactive Hydrocarbons
Dec-18

15. Emissions from In-Use Vehicles – Control Options
Sound Inspection & Maintenance Programme
Establish in-use emission standards
The current ‘PUC’ system is expected to fulfill this requirement; Present system needs improvements to be more effective
Introduction of pre-mixed 2-Stroke (2-T) oil
Phasing out old vehicles
Replacing these with new ones meeting latest emission standards or
Replacing by those running on alternate fuels
Upgradation of old vehicles
Retrofitment of catalytic converters - will be effective only on post-1996 vehicles;
Dec-18
N.V.Iyer

16. Light absorption coefficient, (1/m)
Indian In-Use Vehcle Emission Standards
Petrol/CNG/LPG Driven vehicles
VEHICLE TYPE
CO, % vol
HC, ppm
2&3 wheelers (2/4-stroke), pre-2000
4.5
9000
2&3 wheelers (2-stroke), post-2000
3.5
6000
2&3 wheelers (4-stroke), post-2000
4500
Bharat Stag II compliant 4-wheelers
0.5
750
4-wheelers other than Bharat Stage II compliant
3.0
1500
Diesel vehicles
Method of test
Maximum smoke density
Light absorption coefficient, (1/m)
Hartridge Units
Free acceleration test for turbo charged engine and naturally aspirated engine
2.45 65
Dec-18
N.V.Iyer

17. Inadequacy of the Present PUC System in India
No government supervision of the large number of privately owned centers
No quality assurance to verify correctness of certificates; Test equipment not calibrated periodically
Certificate issuing system not foolproof
Fraudulent practices followed by many centres, issue of certificates even without testing
Test centres allowed to carry out repairs; Creates vested interests
Dec-18
N.V.Iyer

18. Features of the Proposed I&C Centres in Delhi
Well-equipped centralized “test-only” centres
Completely automated to prevent discretion / manipulation.
Centres to be managed by private agencies subject to independent third party audits.
Government role limited to regulation and enforcement through random checking.
Only commercial vehicles to be tested in the first phase, such as auto-rickshaws, taxis, light and heavy-duty buses, light and heavy-duty goods carriages
Source: Government of NCT of Delhi, Meeting of the ‘Asian Cities
Network for Controlling Vehicle Emissions’, November 8-9, 2004

19. Key Initiatives Taken in Delhi
Introduction of Catalytic Converters and Unleaded petrol
1996
Fuel Quality: 0.5% S diesel introduced
1998
Supply of only premix petrol in all petrol filling stations to two stroke engine vehicles; ban on supply of loose 2T oils
Phasing out/ban on old commercial/transport vehicles (>15 yrs)
1999
Registration of only EURO II diesel taxis
Diesel sulphur reduced to 0.25%
2000
Diesel and gasoline sulphur reduced to 0.05% in selected outlets
Replacement of all pre wheelers and taxis with new vehicles on clean fuels
All private 4-wheeled vehicles to conform to Euro II
Buses more than 8 Yrs phased out or to ply on CNG
2001
Replacement of all post wheelers and taxis with new vehicles on clean fuels
Sulphur content in diesel further reduced to 0.05% in select outlets
Number of CNG vehicles as follows: w; 2200 taxis; 400 buses; 250 RTVs; 9500 private (26350 total)
2002
All diesel buses phased-out / converted to CNG.
Total Number of CNG vehicles including buses, three-wheelers, taxis, private vehicles etc = 57240
October
2005
Total Number of CNG vehicles = 1,04,287 [buses: 10694, three-wheelers:62,105, taxis and private vehicles: 19,351, Light goods vehicles: 5,909, minibuses and other commercial vehicles: 6,228] (Source: Centre for Science & Environment, 2006)

20. SOURCE: CPCB
Dec-18
N.V.Iyer

21. Annual Average RSPM Concentration
Source: Sameer Akbar, ‘Ten Years of Urban Air Quality Management in India,
Findings of a Recent Study Across Five Cities’, Workshop on Urban Air Quality
Management in India: Progress and Future Challenges, New Delhi, October 18-19, 2004

22. Changes in RSPM Levels (ug/m3)and their Economic Impact
Delhi
Kolkata
Mumbai
Hyderabad
Chennai
Average
255
196
142 69 73
180
130 83 66 63
Reduction 75
(29%)
(34%) 59
(42%) 3
(4%) 10
(14%)
Population (mil.)
12.8
13.2
11.9
5.5
6.4
No. of lives saved/yr
3629
3293
5308
125
484
Economic value (mil. $/yr)
432
392
409 10 37
Source: Sameer Akbar, ‘Ten Years of Urban Air Quality Management in India,
Findings of a Recent Study Across Five Cities’, Workshop on Urban Air Quality
Management in India: Progress and Future Challenges, New Delhi, October 18-19, 2004

23. Recommendations Made in the Workshop at Lahore in December 2004 (1/3)
New Vehicle Emission Standards and Corresponding Fuel Quality
for Metro Cities**
Vehicle Categories
2007
2010 ***
2013***
2-wheel
EU Stage II
EU Stage III
3-wheel
Cars
Euro II
Euro III
Euro IV
LCV
HDV
**Lahore, Karachi,Rawalpindi/
Islamabad, Peshawar, Quetta
*** Timings of Euro III and IV tentative and in need of further review and discussion
New Vehicle Emission Standards and Corresponding Fuel Quality
for Whole Country
** Timings are tentative and need to be reviewed to determine whether these can be speeded up.
Vehicle Categories
2010**
2013**
2016**
2-wheel
EU Stage II
EU Stage III
3-wheel
Cars
Euro II
Euro III
Euro IV
LCV
HDV
Dec-18
N.V.Iyer

24. In-use Vehicle Emission Standards
Recommendations Made in the Workshop at
Lahore in December 2004(2/3)
In-use Vehicle Emission Standards
2006
2007* 2W
Idle Test
Idle CO < 4.5%, Idle HC record
Revise as per new vehicle emission standards, should lead to formal adoption of HC standards 3W
Revise as per new vehicle emission standards should lead to formal adoption of HC standards
Car
LCV
Diesel
Opacity on Free Acceleration < 65 HSU
Introduce loaded mode test
HDV
* Further revisions will be required after 2007 based on the introduction of tighter emission standards for new vehicles

25. Purpose: To target particulate emissions from vehicles
Recommendations Made in the Workshop at
Lahore in December 2004(3/3)
Fuel Substitution,
Purpose: To target particulate emissions from vehicles
The program will target high emitters of PM which are public transport on diesel and two stroke 3 wheelers
Strategy for 3 wheelers: Phase out plan
Complete phase out in 6 months to 2 years
Replacement as the preferred option, conversion of 2 stroke is not desirable
Cap age, In the phase out, target the older vehicles then, the newer ones
Simultaneous to the phase out, take the decision that all new registration will be 4 stroke CNG 3 wheelers
Strategy for Buses
Cap age
First phase, older buses then, newer buses
Order of preference:
First priority: replace with new dedicated CNG buses
Second priority: re-powering (replace old engine with new engine)
Simple retrofit of old diesel engines in NOT recommended
Dec-18
N.V.Iyer

26. Conclusions
Indian experience shows that making the vehicles more environment friendly is an important part of the many measures that need to be taken to improve urban air quality. This requires
The introduction of progressively stringent emission standards for new vehicles and assuring availability of fuel of required quality to encourage the adoption of low emission technologies.
Adopting a system of centralized test-only centres in the private sector under government supervision to ensure compliance to in-use standards. A system of decentralized test and repair centres in the private sector is not found to be effective.
Substitution of CNG in diesel vehicles which is effective in reducing PM and NOx emissions. There could be an increase in NOx emissions when CNG is used to substitute petrol
Dec-18
N.V.Iyer

27. Recommendations
Expedite the adoption of mass emission standards for new vehicles along with the supply of fuel of required quality as per the recommendation of the Lahore Workshop
Expedite the adoption of in-use emission standards and ensure their compliance by setting up centralized test-only centres in the private sector. Combining the emission inspection with safety inspection improves the commercial viability of the independent centre
Selectively introduce CNG in areas where the gas is readily available. Good candidates are public transport vehicles such as buses, taxis and auto-rickshaws
Dec-18
N.V.Iyer

28. <narayan_iyer2000@yahoo.com>
Thank you !