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    Written by Anil Sasi (http://indianexpress.com/pro䀈le/author/anil-sasi/) | Published:January 7, 2016 12:20 am

    (http://indianexpress.com/article/cities/lucknow/up-zila-panchayat-chairperson-polls-rampagingsp-meets-roadblocks-own-men-bsp/)(http://indianexpress.com/article/opinion/columns/underestimating-disability-use-of-divyang/)

    Home (/) Explained (Http://Indianexpress.Com/Section/Explained/)Simply put: What needs to be done to upgrade from BS-IV

    Simply put: What needs to bedone to upgrade from BS-IVFour years from now, the government wants to leap directly to BS-VI

    auto emission norms from the existing BS-IV, skipping BS-V. But the

    challenges, before both oil companies and automakers, are enormous.

    135Like   18 6

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    BS-V requires a key 㿝tment in the engine; BS-VI needs one more, but each comes with its set of

    problems.

    The decision — announced by the government on Wednesday after a meeting of the

    Ministers for Road Transport, Petroleum, Heavy Industries, and Environment — to

    bring forward the nationwide rollout of BS-VI vehicular emission norms (Report,

    Page 21), is in line with promises made by India at the Climate Change Conference

    in Paris last month, and the broad public sentiment against the dangerously high

    levels of air pollution in major Indian cities, led by the national capital, New Delhi.

    BS Emission Norms

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    The BS — or Bharat Stage — emission standards are norms instituted by the

    government to regulate the output of air pollutants from internal combustion

    engine equipment, including motor vehicles. India has been following the

    European (Euro) emission norms, though with a time lag of five years. BS-IV norms

    are currently applicable in 33 cities in which the required grade of fuel is available;

    the rest of India still conforms to BS-III standards.

    India introduced emission norms first in 1991, and tightened them in 1996, when

    most vehicle manufacturers had to incorporate technology upgrades like catalytic

    converters to cut exhaust emissions. Fuel specifications based on environmental

    considerations were notified first in April 1996 — to be implemented by 2000, and

    incorporated in BIS 2000 standards. Following the landmark Supreme Court order

    of April 1999, the Centre notified Bharat Stage-I (BIS 2000) and Bharat Stage-II

    norms, broadly equivalent to Euro I and Euro II respectively. BS-II was for the NCR 

    and other metros; BS-I for the rest of India.

    From April 2005, in line with the Auto Fuel Policy of 2003, BS-III and BS-II fuel

    quality norms came into existence for 13 major cities, and for the rest of the

    country respectively. Subsequently, BS-IV and BS-III fuel quality norms were

    introduced from April 2010 in 13 major cities and the rest of India respectively.

    As per the roadmap in the auto fuel policy, BSV and BS-VI norms were to be

    implemented from April 1, 2022, and April 1, 2024, respectively. But in November

    RELATED ARTICLE

    Govt comes out with draft

    norms for Euro VI emissionstandard

    BS-VI norms to be

    implemented from April 12020 to curb vehicularpollution

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    2015, the Ministry of Road Transport issued a draft notification, advancing the

    implementation of BSV norms for new four-wheel vehicle models to April 1, 2019,

    and for existing models to April 1, 2020. The corresponding dates for BS-VI norms

    were brought forward to April 1, 2021, and April 1, 2022, respectively.

    But the government’s “unanimous decision to leap-frog to BS-VI directly from01/04/2020”, as Road Transport & Highways Minister Nitin Gadkari

    (http://indianexpress.com/profile/politician/nitin-gadkari/) announced on Twitter on

    Wednesday, skipped the BS-V stage all together.

    The Challenges

    The government could face two key challenges in implementing the decision. First,

    there are questions about the ability of oil marketing companies to quickly upgradefuel quality from BS-III and BS-IV standards to BS-VI, which is likely to cost upwards

    of Rs 40,000 crore. Second, and more challenging, is the task of getting auto firms to

    make the leap. Automakers have clearly said that going to BS-VI directly would

    leave them with not enough time to design changes in their vehicles, considering

    that two critical components — diesel particulate filter and selective catalytic

    reduction module — would have to be adapted to India’s peculiar conditions, where

    http://indianexpress.com/profile/politician/nitin-gadkari/

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    running speeds are much lower than in Europe or the US.

    These challenges are very real — note that the penetration of BS-IV motor spirit

    (petrol) in the domestic market a full four years after its introduction in the metros,

    was just about 24 per cent, and that of BS-IV high speed diesel only 16 per cent,

    according to government data up to August 2014.

    Also, the rollout model of introducing higher grade fuel and vehicles first in the

    cities has fundamental drawbacks, as was evident in the BS-IV implementation. In

    the periphery of designated BS-IV cities, BS-III vehicles could be registered; BS-IV

    vehicles (especially heavy vehicles) were more expensive, and BS-III fuel was

    cheaper than the BS-IV equivalent. And interstate trucks and buses, the biggest

    polluters, were forced to stay on with BS-III engines simply because the fuel outside

    cities did not conform to BS-IV norms.

    Fuel Quality, Costs

    The government has been unable to move completely to BS-IV because refiners

    have been unable to produce the superior fuel in the required quantities. BS-IV

    petrol and diesel essentially contains less sulphur, a major air pollutant. Sulphur

    also lowers the efficiency of catalytic converters, which control emissions.

    Broadly, BS-IV petrol and diesel have 50 parts per million (ppm) of sulphur, as

    compared to 150 ppm for petrol and 350 ppm for diesel under BS-III standards. Oil

    companies are learnt to have put in Rs 30,000 crore between 2005 and 2010 to

    upgrade; the auto industry has made investments of a similar size. Oil firms will

    have to invest another about Rs 40,000 crore to upgrade fuel quality to BS-VI;

    additional investments by automakers to upgrade will inevitably raise the prices of 

    vehicles.

    Industry Arguments

    The auto industry argues that the huge improvements in vehicular technology since

    2000 have had little impact in India due to Indian driving, road and ambient

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    conditions. The technology that will be used in future BS-VI vehicles, though, will

    have considerable impact, they claim. BS-V diesel vehicles were to have engine

    upgrades, particulate filters, lots of sensors, and electronic control. Petrols were to

    have catalyst and electronic control upgrades. Industry estimates of required

    investment to upgrade from BS-IV to BS-V are to the tune of Rs 50,000 crore.

    Vehicles must be fitted with DPF (diesel particulate filter), a cylindrical objectmounted vertically inside the engine compartment. In India, where small cars are

    preferred, fitting DPF in the limited bonnet space would involve major design and

    re-engineering work. Bonnet length may have to be increased, which would make

    vehicles longer than 4 metres, and attract more excise duty under existing norms.

    Also, DPF would have to be optimised for Indian conditions. The technology

    available in Europe can’t be used in plug-and-play mode, claim auto majors. Lowdriving speeds in India would make it difficult to achieve temperatures of 600

    degrees Celsius required to burn the soot in DPF, and equipment manufacturers

    would have to work with temperatures of 400 degrees in sight. Usually, diesel is

    injected to increase temperatures, but the accumulation of excess fuel in the

    compartment can cause a fire. The injection rate has to be optimised and vehicles

    re-engineered for safety. The integrity of the vehicle too has to be considered. This

    would require validation tests over 600,000-700,000 km — a process that may take

    up to four years.

    BS-VI vehicles also have to be equipped with an SCR (selective catalytic reduction)

    module to reduce oxides of nitrogen, which is done by injecting an aqueous urea

    solution (AUS 32, which contains ammonia) into the system when the exhaust is

    moving. For this, a container needs to be put on board; also, an anti-defect

    mechanism has to be devised, so that the vehicle goes into limp mode if AUS 32 isnot re-filled by the driver. Infrastructure needs to be set up across the country for

    the supply of AUS 32. The optimisation and fitment of this technology too would

    take an estimated 3-4 years.

    At every stage, the technology is getting more complex. To attain the specified super

    low emissions, all reactions have to be precise, and controlled by microprocessors.

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    If BS-V were to be skipped entirely, then both DPF and SCR would need to be fitted

    together for testing, which, auto firms say, would make it extremely difficult to

    detect which of the technologies is at fault in case of errors in the system. Ideally,

    the technologies must be introduced in series, and then synergised. So, even if oil

    companies manage to leap, auto firms claim they need 6-7 years to switch to BS-VI.

     

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     commen s

     

    I Agree To T&C

    MEWhat is your opinion?

    Name Email   st

    Satya 

    This is much ado about nothing really. Consider this: sedans in US sell at less than what it

    costs to buy a sedan in India. Hatchbacks are cheaper in India, but do not have safety

    features that the western counterparts of the same make have. The same cars are made

    in India and exported to Europe (VW, Hyundai etc). When the size of these cars is the

    same, why should cars sold in India be any longer? Excise duty, mentioned in the articlecan be dealt by the govt. So, carmakers must stop defending the indefensible and stop

    treating India and Indians like a dump ground. Think about this: why should cars made

    for India at lower quality cost more than cars made for Europe/ other markets which cost

    less? Besides Indian labour is cheaper...so give us Euro VI cars too. This is one of NDA

    govts bold decisions. Hopefully, they will stand by it and usher in these norms together

    for the whole of India than the earlier piecemeal solutions.

    2 months ago   (0) · (0) reply (0) 

    S

    Sunil 

    Please... Diesel cars that conform to these standards are being sold in the US and in

    Europe. It is not a question of technology, like this article makes it seem. It's a question of 

    whether it will be a샂ordable to do so. Why not just say it out loud? We cannot a샂ord to

    make cheap cars if we have to do these things. Stop treating us (the readers) like they are

    fools. Ie is gradually selling out to the various lobbies in industry and politics.... Sad.

    2 months ago   (0) · (0) reply (0) 

    S

    Mamdar 

    Very good explained article

    2 months ago   (0) · (0) reply (0) 

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    By commenting on the cap worn by Owaisisahab, Javed Akhtar sahab has insultedMuslims of not only India but world-WarisPathan,AIMIM

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