Book of

Emissions

Digambar Sutar

4th Feb, 2024

Emissions from new diesel, gas, and petrol engines used in generator sets have been
regulated by the Ministry of Environment and Forests, Government of India. The
regulations impose type approval testing, production conformity testing and labeling
requirements. The regulations also include a list of authorized agencies for type
approval testing.

Emission regulations for new engines used in genset applications have been developed
and/or strengthened in several steps:

In 2002, emission standards were adopted for diesel engines above 800 kW. The
standards were phased-in between 2003 and 2005 [3004].

Emission limits for diesel engines ≤ 800 kW were set in 2004 [3002] and strengthened
in 2013 [3001].

In 2016, the emission standards for diesel engines ≤ 800 kW were extended to gas
engines and dual fuel engines [5416]. The regulation also introduced emission
standards for positive ignition (PI) portable generator set engines ≤ 19 kW.

A draft notification issued in 2022 [5417] recasts the emission standards for diesel, gas,
and petrol engines into one regulation and introduces other changes.

Emission Standards—Engines up to 800 kW

Diesel Engines: 2004 & 2014 standards

Emission standards for new diesel (compression ignition, CI) engines ≤ 800 kW used in
genset applications that became applicable in 2004/2005 are listed in Table 1 [3002].
These limits were strengthened effective from April 2014 [3001], Table 2.

Table 1

Emission standards for diesel engines ≤ 800 kW for generator sets (2004/2005)

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Table 2

Emission standards for diesel engines ≤ 800 kW for generator sets (2014)

Engines are tested over the 5-mode ISO 8178 D2 test cycle. Smoke opacity must not
exceed the limits at full load (Table 1) or at any load point of the test cycle (Table 2). The
same limits are applicable for type approval and for conformity of production (COP)
testing.

Gensets with power between 19 kW and 75 kW

The emission limit for oxides of nitrogen and hydrocarbons for these gensets is 4.7
g/kW-hr. The emission of carbon monoxide should not exceed 3.5 g/kW-hr while that of
particulate matter should be under 0.3 g/kW-hr. The smoke limit here is 0.7 m

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Gensets with power between 75 kW and 800 kW
The emission of oxides of nitrogen and hydrocarbons by gensets in this range should
not exceed 4.0 g/kW-hr. The emission limit for carbon monoxide is 3.5g/kW-hr while that
of particulate matter is 0.2g/kW-hr. The smoke emission should either be equal to or
less than 0.7 m

The regulations also set noise limits for diesel generator sets up to 1000 kVA of 75
dB(A) at 1 m, effective 2003.07 [3003].

All CI engines and PI engines above 800 cc are tested on an engine dynamometer.
Portable generator sets (up to 19 kW and up to 800 cc engine displacement) are tested
using a resistive load bank.

The following emission durability periods are applicable to PI and CI engines above 19
kW:

Constant speed engines 19-56 kW: 3000 hours

Variable speed engines 19-56 kW: 5000 hours

All engines above 56 kW: 8000 hours

Certification Requirement
Every manufacturer, importer or assembler of diesel generators need to possess a Type
Approval certificate for each product and a COP (Conformity of Product) certificate for
each series of product. The COP certificate needs to be validated each year (From 1st
July to 30th June). Without valid certificates, manufacturers shall not be allowed to sell,
import or assemble any diesel generator. The users should also make sure that they
buy gensets only from the manufacturer who has valid Type Approval and COP.

Conformance Labelling Requirement

Every genset user and manufacturer must pay heed to these conformance labeling
requirements:

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‘Genset Engine’ should be engraved in the cylinder block of all the engines.

A conformance label should be attached to every engine/product. The label should be

affixed in such part of the generator which is seldom replaced and is necessary for the
generator’s operation. The label should be durable and legitimate.

The conformance label should have details like:

Name and address of the manufacturer

A statement which says that the product is in conformance to Environment (Protection)

Rules, 1986

Number of Type Approval certificate

Date of manufacture of the engine/Date of import of the engine

Rated speed and Gross power of the generator (expressed in kW)

Consequences of non-compliance
If any manufacturer, assembler or importer is found to be producing generators that are
not compliant with the emission standards, a COP verification report is sent to them by
the nodal agency specifying nonconformity. Further, in such cases, the manufacturer or
importer is asked to stop production until necessary modifications are implemented to
ensure compliance with the emission standards.

Users should also be watchful to buy gensets only from a legitimate

manufacturer/importer to avoid any penalty by the government.

CPCB (Central Pollution Control Board)

Stringent Standards: New pollution control norms for DG sets

The Ministry of Environment, Forest and Climate Change (MoEFCC) has been notifying
regulations to define the emission standards for diesel generator (DG) sets for more
than a decade. These are enforced at the manufacturing end by the Central Pollution
Control Board (CPCB) through product certification, which was introduced in 2005.

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The MoEFCC first enforced emission norms for DG sets with a capacity of up to 800 kW
in 2004. These were revised in 2013 under the CPCB II norms. In March 2016, new
environment standards were notified for gensets running on liquefied petroleum gas
(LPG), natural gas, diesel with LPG/natural gas, and petrol with LPG/natural gas. The
new notification has not made any changes in the emission standards for DG sets as
compared to the standards released under the CPCB II norms. However, there are new
rules for genset manufacturers with regard to obtaining approvals as well as for noise
pollution. The main aim of the new standards is to control the air and noise pollution
originating from DG sets. These standards have been recommended by the CPCB after
holding discussions with industries and other stakeholders.

Standards
The emission norms in India cover carbon monoxide, oxides of nitrogen (NOx),
particulate matter, and unburned hydrocarbons (HC), and are specified based on the
number of grams of these compounds present in the diesel exhaust when 1 kWh of
electricity is generated. The norms will be applicable to original equipment
manufacturer-built DG sets and conversion or retrofitting of existing DG sets is not
permitted. The emission standards for smoke and particulate matter are applicable
when diesel is used as fuel. These standards have mandated certification for DG sets in
terms of Type Approval and Conformity of Production for air emission as well as noise
emission. Manufacturers are required to obtain certification for engine products by
empanelled agencies. This will not only help in regulating the unorganised sector but
will also curb the illegal import of DG sets, which have higher air and noise emission
values. Similar to the standards released in 2013, the emission norms have a combined
cap on NOx and HC, which is in line with the practice followed in the US and Europe.
This will provide flexibility to manufacturers to optimise emission reduction methods.

In addition, new noise limits have been defined in the notifications. The maximum
permissible sound pressure level for a DG set with a rated capacity of up to 800 kW has
been fixed at 75 dB at 1 metre from the enclosure surface. The state pollution control
boards and the pollution control committees, with the help of local civic authorities, will
implement these standards.

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Impact
The implementation of the new rules will result in more fuel-efficient generator sets,
which will eventually benefit the end-customer. The new range of DG sets will come with
improved technology, which will minimise pollution levels and help address climate
change issues. Moreover, since the new notification has stringent norms, it will
encourage Indian manufacturers to undertake technology upgradation and bring their
gensets at par with those of global players. Moreover, the new norms will help
consolidate the genset manufacturing industry in India, which is characterised by
several unorganised players.

However, there are certain issues associated with the enforcement of stringent emission
norms. For instance, the genset industry is likely to face challenges in terms of
upgrading technology, developing innovative or alternative solutions, and making
modifications to the engine design. Besides, the adoption of new and advanced
technologies will lead to a 15-20 per cent increase in DG prices since engine upgrades
entail significant expenditure in setting up additional facilities and infrastructure.

These challenges notwithstanding, the demand for DG sets is set to grow. The new
emission norms will play a critical role in environmental protection and bring the Indian
genset industry on par with international standards.

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CPCB – Phase I:

Ministry of Environment and Forest had issued a notification GSR 771 (E) dated 11th
December, 2013 regarding the Emission Standards (CPCB Phase II) for New Diesel
engines upto 800 kW for generator set (Genset application) which was effective from
1st April, 2014.

Further the implementation was amended vide GSR 232 (E), 31st March 2014 and
made effective from 1st July, 2014. Subsequently, the certification requirements (Type
Approval and COP for each COP year, for all engine models being manufactured or, for
all engine or product models being imported) also revised from 1st July, 2014 and 1st
July, 2015.

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CPCB – Phase II:

EPA TIER 4F
Diesel engines produce by-products from burning the fuel that contribute to particulate
matter released into the atmosphere. The EPA standards set out to regulate these
pollutants by putting limits on the amount generators can emit. As technology in
fuel-burning became more efficient over time, the Tiers required tighter restrictions on
emissions levels. The pollutants covered in the EPA Tiers are the following:

NITROGEN OXIDES
Nitrogen oxides (NOx) include both nitrogen oxide (NO) and nitrogen dioxide (NO2). NO
is an odorless, colorless gas. NO2, on the other hand, has a distinctively pungent smell
and a reddish-brown color. Though both are dangerous to human health, nitrogen
dioxide poses a much greater threat than nitrogen oxide. NO2 can irritate the lungs and
raise the chances of getting respiratory illnesses.

While diesel engines produce more NO than NO2, the former eventually evolves into
the latter after introduction into the atmosphere. Consequently, while initially less
dangerous, nitrogen oxide will eventually become the more hazardous form, nitrogen
dioxide. Both forms of nitrogen oxides contribute to the production of acid rain.
Therefore, the EPA includes regulations to cover both under its nitrogen oxides
requirements.

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Engines that run at higher temperatures and have greater amounts of oxygen in
combustion produce more nitrogen oxides. Regulating these factors can reduce
emissions of nitrogen oxides from diesel engines.

HYDROCARBONS
Hydrocarbons (HC) can be dangerous for the environment by contributing to the
development of ground-level ozone. Humans breathing air with HC have greater
chances of cancer and respiratory irritations. Reducing HC in emissions can lead to
better health and less pollution.

HC emissions result from unburned fuel when the temperature inside the combustion
chamber is not high enough. Generally, diesel engines produce fewer hydrocarbons
than other types of engines. However, when operated with a lean air to fuel ratio, diesel
engines have a greater likelihood of producing more hydrocarbons. Therefore,
regulating the combustion temperature and the oxygen levels can reduce HC formation
in exhaust from a diesel engine.

CARBON MONOXIDE
Carbon monoxide (CO) is an odorless and colorless gas, making it undetectable to
humans. In excessive amounts, it can bind the oxygen-carrying hemoglobin, reducing
the oxygen reaching the tissues and causing carbon monoxide poisoning. CO poisoning
can damage organs, cause asphyxiation and be fatal.

Compared to gas-burning engines, diesel engines produce less CO in their emissions

because diesel engines typically run with a lean air-fuel mixture compared to gas
engines. CO often forms in rich air to fuel mixtures found more often in gas-burning
engines. However, due to its dangerous nature to people in large quantities, CO falls
under the EPA emissions standards.

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PARTICULATE MATTER
Particulate matter (PM) is a more significant concern from diesel engines than from
gasoline engines, creating fewer PM. These particulates include unburned fuel, partially
burned lubricating oil, ash and other solids, which form spherical particles that leave the
exhaust. In diesel engines, several factors contribute to the creation of particulate
matter, including:

● Cooling of exhaust gas

● Lube oil quality
● Fuel quality
● Combustion and expansion of the fuel
● Temperature of combustion

Because PM includes minuscule solid matter, the particles cause many more problems
than gases. Unlike colorless and odorless gasses, particulate matter has soot, which
appears as black smoke from the engine.

PM pollution can cause agricultural problems, visibility issues and stains on building
exteriors from soot. Plus, it leads to the fouling of air, soil and water. People exposed to
PM can have higher chances of lung problems, cardiovascular disease, asthma and
premature death. Improving diesel engine burning to reduce particulate matter can
make people healthier and places that use these engines less polluted.

TIER 4F GENERATOR TECHNOLOGY

Tier 4F generator technology drastically reduces emissions from diesel engines
compared to older Tiers. To meet these standards, new engines must use ultra-low
sulfur diesel (ULSD) fuel that has no more than 15 parts per million of sulfur. This new
fuel reduces sulfur by 99% to protect the newly required emissions control devices on
engines.

Particulate matter (PM) amounts have the most dramatic decrease compared to
previous Tiers. For instance, the difference in allowed PM amounts between Tier 3 and
Tier 4F requirements for generators producing 130 kilowatts to 560 kilowatts are 0.20

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and 0.02, respectively. Therefore, Tier 4F only allows one-tenth of the particulate matter
emissions permitted under Tier 3 standards.

To accomplish these standards, more than the fuel needs updating. The technology
used to filter and burn fuel needs upgrades to remove dangerous emissions from the
exhaust completely. For instance, using diesel particulate filters (DPF) can reduce PM
released in emissions.

A diesel oxidation catalyst (DOC) can filter out exhaust through a catalyst that triggers a
chemical reaction in exhaust products. This filtration can reduce carbon monoxide,
hydrocarbons and particulate matter into water and carbon dioxide. Some generator
engines will use both DOC and DPF, especially larger models designed for commercial
use. Another update is exhaust gas recirculation (EGR). This process allows for the
re-burning of some exhaust to reduce nitrogen oxides.

To further reduce nitrogen oxides to Tier 4F requirements, selective catalytic reduction

(SCR) systems provide a solution. These systems filter exhaust through a diesel
particulate filter to reduce PM. Then, the exhaust meets a mist of diesel exhaust fluid in
a catalytic chamber. The resulting chemical reaction neutralizes many nitrogen oxides
into benign water and nitrogen.

By integrating these new technologies, modern generators burn more efficiently and
cleaner.

BENEFITS OF TIER 4F GENERATORS

Using Tier 4F generators has benefits for businesses beyond meeting EPA
requirements. Several advantages to owning and operating a Tier 4F generator include:

● Safer and quieter operation

● Healthier environment for employees
● Cleaner area around the generator from a reduction in PM
● Improved performance and fuel efficiency
● Lower maintenance requirements and longer operating life

New generators that meet Tier 4F requirements provide a quality investment due to their
longevity, improved operations and lower maintenance needs. Plus, Tier 4F generators

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may have some future-proofing built-in thanks to their advanced emissions control
technology. If Tier 5 standards become the norm, existing technology could easily
upgrade a Tier 4F generator. The same doesn’t apply to older models that adhere to
Tiers 1 through 3.

IS THERE A TIER 5 EPA REGULATION ON DIESEL

ENGINES?
Over the years, the EPA has upgraded its Tiers to require engine manufacturers to
constantly reduce pollutants. The next Tier will be Tier 5, which is currently in
development in the United States. For now, we can look to Europe to see their most
recently updated emissions standards.

In Europe, Stage V emissions regulations began phasing in during 2018 with new
models in 2019 needing to follow the standards. For Americans, the importance of
Stage V standards is how they correlate to possible EPA Tier 5 requirements.

Thus far, European Stages closely match EPA Tiers, so they could be a blueprint for a
future Tier 5 by the EPA. For instance, Stage IV mirrored Tier 4F. As a result, Americans
can view Stage V requirements to see how the EPA might change current guidelines for
Tier 5.

The good news for manufacturers is the ability of the existing technology to meet Stage
V standards in Europe. Therefore, new generators in the United States likely won’t need
to have significant technological upgrades to meet any future Tier 5 standards.

The EPA hasn’t announced any upcoming changes to its Tiers or other changes in
standards, so the high-tech Tier 4F generators will remain at the forefront for at least the
foreseeable future. Plus, meeting any new standards will require using existing products
and parts to slightly boost the current requirements.

1.1. Emission Norms

The first emission standards were published in India in 1991 for gasoline vehicles and in
1992 for diesel vehicles, and were followed by the mandatory installation of catalytic

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converters in gasoline vehicles and the introduction of unleaded gasoline fuel into the
market.

On April 29, 1999, the Supreme Court of India ruled that all automobiles in India must
fulfil EU (Euro) I or India-2000 emission standards by June 1, 1999, and Euro-II will be
mandatory in the NCR zone by April 2000. Car manufacturers were not prepared for this
transition, and the implementation date for Euro-II emission standards was not imposed
in a subsequent ruling.

In the year 2002, the Government of India acknowledged the report provided by the
Mashelkar Committee. This committee proposed a road map for India's implementation
of Euro (EU)-based emission standards. It also proposed a phased implementation of
impending emission standards, with limits implemented first in large cities and then
extended to the remainder of the country after a few years.

The National Auto Fuel Policy was formally broadcasted in 2003, based on the
recommendations of the Mashelkar group. The strategy for implementing Bharat Stage
(BS) rules was established till the year 2010. The strategy also established criteria for
car fuels, pollutant reduction from older vehicles, and R&D for air quality data
establishment and health management.

1.2. Comparison between Bharat Stage and Euro Stage

Norms
Bharat Stage (BS) emission standards have been designed to meet the specific needs
and demands of Indian environmental circumstances. The differences are primarily due
to environmental and local requirements, despite the fact that emission rules and
standards are same.

For example, the (EU-3) Euro III emission standard is tested at sub-zero temperatures
in European countries, however in India, where average yearly temperatures range from
24°C to 28°C, the test is eliminated.

Another significant difference is the maximum speed at which the vehicle is evaluated.
A speed of 90 km/h is specified for (Bharat stage) BS-III emission regulations, whereas
a maximum speed of 120 km/h is specified for Euro-III emission norms, with emission

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limitations remaining the same in both circumstances. Aside from the emission
restrictions, the test technique includes finer points as well. In European countries, the
mass emission test readings in g/km (measurement unit) on chassis dynamometer
require a loading of 100 kg weight in addition to the empty automobile weight (Europe).
In India, BS-III emission rules require an additional 150 kg load to achieve the desired
inertia weight, owing to road load circumstances.

The mixing and burning of injected gasoline is the fundamental mechanism involved in
the creation of pollutants inside the Direct Injection diesel engine combustion chamber.
During the project's survey, it was discovered that any effort that results in a reduction in
either NOX or soot has an unfavorable influence on the other, namely on brake specific
fuel consumption (BSFC) and power.

1.3. Present Scenario

Pollution is currently a major worry, and it is occurring as a result of the abundant use of
fossil fuels. The traditional way of power generating to produce energy is one of the
sources of environmental pollution. If a picture of the world's pollution is taken, countries
that utilize non-conventional power produce far less pollution than those that use
conventional power. Climates all across the world have changed as a result of
tremendous pollution, and people are experiencing a variety of difficulties as shown in
Figure 1.1.

Today's immobile sources of air pollution are combustion of fuel for electricity and heat,
other burning such as forest fires, industrial and commercial activities, diluters, and
aerosols. Highway vehicles such as cars, trucks, buses, and motorcyclists contribute, as
do off-highway vehicles. India is estimated to experience about one million premature
deaths each year as a result of air pollution (both outdoor and indoor), with children
bearing the brunt of the burden. India is a major contributor to the "Atmospheric Brown
Cloud" above the Indian Ocean due to its high levels of PM, NOx, and mercury
emissions.

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