Transcript Document
Discussions over Auto Fuel Policy &
opportunities to tighten it
Sumit Sharma
TERI, New Delhi
Background
India since 1950 : Population, index of industrial production
and number of vehicles have grown 3.3, 50, and 460 times,
respectively
53 cities million plus cities. expected to grow to 85 by 2025
31% urbanisation , expected to grow to 38% by 2025.
Unprecedented growth of personal vehicles in India.
Aspirations to own personal vehicles reinforced by limited
public transport
Growth of vehicles far more in cities, leading to congestion
and emissions and effects over health .
2
•Auto Fuel Policy : 2002
•BS-I to BS-IV
•Auto Fuel Vision 2025
Why at all we worry about air
pollution ?
Air quality in India
Exceedence
10
2011
2010
1
0.1
0.01
SO2
NOx
More than 80% cities violate the standards of RSPM
RSPM
Source: CPCB,
NAMP data
Satellite view (AOD)
Urban air quality (Delhi)- PM10
NOx & vehicles
Banning old vehicles
Shift industries
Cleaner fuels and
vehicles
OK, air pollution is high !
So what ?
Impacts
• Sufficient evidence to document the causal relationship with the onset of
childhood asthma, non-asthma respiratory diseases, impaired lung function,
cardiovascular mortality and morbidity.
• GBD estimates, about 6 lakh mortalities attributed annually to ambient air
pollution in the country.
• WHO, 2012 Diesel exhausts are carcinogens
• Effects on vegetation, visibility, ecology etc
• It warms too ..
• Impacts image …
OK it impacts,
but why transport sector ?
Growth in Number of Motor Vehicles
• Over 1/3rd of the total vehicles in 53 million +cities
• Second tier cities show greater increase in vehicle population
11
Others: tractors, trailors, three wheelers (passenger vehicles), etc
MoRTH, ROAD TRANSPORT YEAR BOOK (2009-10 & 2010-11),
http://morth.nic.in/writereaddata/mainlinkFile/File838.pdf
Vehicular growth
• About 28000 two wheelers,
and 4200 cars added to India’s
vehicular fleet daily (2011)
• As per Census 2011, 21%
households have two wheelers
whereas 4.7 % have
cars/jeeps/vans
• More growth expected
Data WDI, 2011
Source apportionment study (PM)
PM2.5(Residential)
(Residential)
PM10
100%
100%
80%
80%
60%
60%
40%
40%
20%
20%
914
18
28
4
6
4
49
Transport
Transport
Domestic
Domestic
Others
Others
0
24
26
18
19
16
574
5
28
26
5
48
34
19
0%
0%
3
4
11
46
Bangalore
Bangalore
10
7
24
15
Pune
Pune
Kanpur
Kanpur
Paved road & soil dust
Paved road & soil dust
DG sets
DG sets
• Share of
transport
sector increases
if we move
from PM10 to
PM2.5 (finer
fractions)
• In nonindustrial cities,
it is the largest
source
Industries
Industries
Secondary
Secondary
Source: CPCB, 2010
13
Source apportionment study- NOx
14
Transport – Its not just PM !!
• Highest contributor to NOx emissions in India
• Gaseous pollutants (NOx, SO2, VOCs) lead to secondary
PM formation and acids
• NOx and VOCs can lead to formation of ground level
Ozone (impacts health + agriculture)
• BC (a constituent of PM) has a significant warming
potential.
15
•Auto Fuel Policy has been
made !!
•Reductions have been made in
vehicular emissions !!
Auto Fuel Policy 2002
REGIONAL DIFFERENTIATION
• One set of standards for air quality
• Different vehicle emission and fuel quality standards for 13 cities and rest of the
country
• Many other cities in the country are much more polluted than the ones where
better quality fuel is presently provided.
• Better quality vehicles moving out of 20 cities, may fill the inferior quality fuel and
may end up choking their engines
• No road map after 2010
Effects of introduction of BS norms
(2010) on emissions
2500
Emission (kt/year)
2000
-19%
1500
1000
-36%
500
-36%
0
No control
PM10
BS-II
BS-I
NMVOC
PM reductions have been more than NOx
NOX
TERI’s estimation
Impact of AFP on air quality (RSPM)
*13 cities : Selected in AFP, 2002 for advanced implementation of BS norms
** Other cities which show higher increase in RSPM in the last 8 years.
Data source : CPCB, NAMP
Learnings from Auto Fuel Policy, 2002
• Heavy duty trucks (highest contributors to PM) could not
achieve BS-IV norms due to unavailability of fuel across the
country
• Very high growth of vehicles negated the benefits provided
by AFP 2002. Further advancement required
• Focus more on PM control and less reductions achieved in
NOx , and hence, further advancements required
• Old driving cycles used for testing may not result in on-road
reductions as depicted during emissions tests.
•It’s the old vehicles which
contribute
•Why invest in newer fuels and
vehicles ?
• Our current vehicular fleet is going to grow from 100 million to
about 350 million
• Share of older vehicles is going to diminish
• However, I&M is a must not only for old but also for new
vehicles
Benefits of cleaner fuel
• Euro IV/V equivalent fuel quality (diesel and petrol) have much reduced sulphur
content which will help to improve air quality.
• It will enable the use of advanced emissions control technologies on light duty
and heavy duty diesel vehicles.
• Reach of CNG would still be limited.
• Expanding the reach of EURO IV/V equivalent fuel to the entire country would
reap considerable air quality benefits.
Effect of advancement of vehicular emission norms
Scenario
BAU
ALT-I
ALT-II
ALT-III
ALT-IV
Description
Based on the current plans and policies of the government without any
further intervention. BS-III all across the country and BS-IV in 13 cities
Introduction of BS-IV all across the country by 2015
Introduction of BS-IV all across the country by 2020
Introduction of BS-IV all across the country by 2015 and BS-V in 2020
Introduction of BS-IV all across the country by 2015 and BS-VI in 2020
This is going to cost really high ?
• Hart Energy and MathPro found the refinery
investments needed to transition to ULSFs in
India to be around $4.2 billion (~25 k crores)
• An incremental increase of few % of the present
fuel price per litre will do
• In California it costed about 2.5 cents per gallon.
• Few extra months of on-going diesel price
increase will do.
•OK lets do some hotspot? cities !
• Limited benefit: More than 600 Class I-VI cities. Vehicle
sales dispersed away from large urban centers.
• Trucks—which are the largest emitters of NOx and PM—
still on BS-III ?
• Treating citizens differently
•Why not other sectors ?
Its not the question of either/or
•Transport (dominant in cities)
•Cook-stoves
•Industries
•Why urgency ?
•Lets do it by 2025 !
May cost more in future
Health benefits would reduce
32
Benefits could be larger ..
• Health impacts of only PM
• NOx, CO, VOCs and O3 may additionally or
synergistically aggravate the impacts
• Agricultural impacts of Ozone and other pollutants
• Climate benefits are additional
• Reduction in PM will reduce black carbon
concentrations too
33
•Why India should do it ?
Europe, the United States, and Japan implemented
low-sulfur fuels years ago
Developing countries like China, South Africa, Mexico,
and Brazil have plans to reduce fuel sulfur levels in
the near future
Conclusions
• Air quality in Indian cities is severely deteriorated
• Transport sector is one of the important source
contributing to finer fractions of PM, and NOx
• Effects on health, agriculture, acid rain, and global
warming.
• After AFP,2002, no road map for future.
• BS-IV cities show lesser increase or decrease in PM
concentrations and hence BS-IV quality fuels (50 ppm
sulphur) should be provided all cross the country by 2015.
‘One country, one fuel and one standard’ in India
36
Conclusions
• BS-norms needs to be advanced to BS-V and BS-VI
levels (by 2019) to improve air quality and reduce
health impacts
• Low Sulfur Diesel Fuel (10 ppm) is critical to achieve
BS-VI levels through installation of DPFs
• Commissioning of an effective I&M system across
country
Inuse vehicle testing program
Strengthed I&M program
•
Relook at driving cycles to prescribe
emission
norms
• Development of a fleet modernization programme
• Measures for reducing energy demand from the
sector
37
Thanks
38