Diesel Trucks & Buses in India
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Market Survey leading to Fuel Consumption norms for Market Survey leading to Fuel Consumption for Diesel (Enginenorms Driven) Diesel (Engine Driven) Trucks & Buses in Trucks & Buses in India India Draft FinalReport Report
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IMaCS IMaCS December March2012 2013 Final Report – Market Survey for Fuel Consumption norms for Diesel Trucks & Buses in India
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Disclaimer:- This report and the analysis herein is strictly for the use and benefit of Petroleum Conservation Research Association (PCRA) and shall not be relied upon by any other person. This report and the analysis herein are based on data and information collected by ICRA Management Consulting Services Limited (IMaCS) from sources believed to be reliable and authentic. While all reasonable care has been taken by IMaCS to ensure that the information and analysis contained herein is not untrue or misleading, neither IMaCS nor its Directors shall be responsible for any losses, direct, indirect, incidental or consequential that any user of this report may incur by acting on the basis of this report or its contents. IMaCS makes no representations or warranties in relation to the accuracy or completeness of the information contained in the report. IMaCS’ analysis in this report is based on information that is currently available and may be liable to change. This report and the analysis herein should not be construed to be a credit rating assigned by ICRA Limited for any securities of any entity. Other than as expressly stated in this report, we express no opinion on any other issue. Our analysis/advice/recommendations should not be construed as legal advice on any issue.
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TABLE OF CONTENTS
EXECUTIVE SUMMARY ............................................................................................................... 8 1
2
3
4
INTRODUCTION ................................................................................................................. 15 1.1
Background ........................................................................................................................................ 15
1.2
Scope of work ..................................................................................................................................... 16
1.3
Limitations of our study ..................................................................................................................... 16
MARKET OVERVIEW OF TRUCKS AND BUSES IN INDIA .................................................... 18 2.1
Market segmentation .......................................................................................................................... 18
2.2
Market size and Vehicle park ............................................................................................................. 21
2.3
Future vehicle projections ................................................................................................................. 26
2.4
Diesel consumption ............................................................................................................................ 28
OVERVIEW OF GLOBAL F UEL CONSUMPTION STANDARDS ............................................. 31 3.1
Introduction ........................................................................................................................................ 31
3.2
International benchmarks for fuel consumption standards for Heavy Duty Vehicles (HDVs) ....... 33
3.2.1
United States ....................................................................................................................................... 33
3.2.2
Japan .................................................................................................................................................. 40
3.2.3
Canada ................................................................................................................................................ 47
3.2.4
European Union (EU) ........................................................................................................................ 54
3.3
Issues and challenges faced in Implementation of HDV regulations .............................................. 57
3.3.1
United States: ..................................................................................................................................... 57
3.3.2
Canada ................................................................................................................................................ 58
FRAMEWORK FOR DEFINING STANDARDS FOR DIESEL (ENGINE DRIVEN ) TRUCKS AND
BUSES IN INDIA ........................................................................................................................ 60 4.1
Fuel consumption roadmap vision .................................................................................................... 60
4.2
Approaches for defining fuel consumption standards ...................................................................... 61
4.2.1
Attributes for Attribute-based continuous curve approach ............................................................... 63
4.2.2
Categories for Attribute-based continuous curve approach (with categories) ................................. 65
4.2.3
Testing procedures and Test cycles for measuring fuel consumption .............................................. 65
4.3
Key Technology areas for improvement in fuel consumption .......................................................... 68
4.4
Developing Fuel consumption standards for India ........................................................................... 70
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4.4.1
Vehicle standards ............................................................................................................................... 71
4.4.2
Engine standards ................................................................................................................................ 74
4.5
Estimation increase in fuel consumption by 2020, 2025................................................................... 77
4.5.1
Case I : Current fuel economy scenario ............................................................................................ 77
4.5.2
Case II : Fuel consumption standards regime .................................................................................. 79
4.5.3
Estimated diesel consumption in India (trucks and buses) ............................................................... 81
4.5.4
Estimation of Fuel savings ................................................................................................................ 81
4.6
Implementation roadmap - Draft time schedule for implementation of the program ...................... 83
OVERVIEW OF TESTING F ACILITIES IN INDIA .................................................................. 85 5.1
Introduction ........................................................................................................................................ 85
5.2
Automotive Research Association of India (ARAI) .......................................................................... 85
5.3
National Automotive Testing and R&D Infrastructure Project (NATRiP) ...................................... 87
5.4
Vehicle Research & Development Establishment (VRDE) ............................................................... 91
ANNEXURE I: ILLUSTRATIVE SPECIFICATIONS OF DIESEL ENGINES FOR TRUCKS AND BUSES IN INDIA .................................................................................................................................... 96
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LIST OF TABLES
Table 2.1: Segmentation of trucks / goods carriers by Gross Vehicle Weight (GVW) or MM ................... 19 Table 2.2: Segmentation of buses by Gross Vehicle Weight (GVW) or MM............................................... 20 Table 2.3: Estimated diesel consumption by trucks and buses in India (2011-12) ...................................... 30 Table 3.1: Fuel consumption and Emission standards for Light Duty Vehicles (LDVs) ............................. 31 Table 3.2: Testing and simulation options for measurement of vehicle fuel economy ................................ 33 Table 3.3: Vehicle Weight Classes Defined by US Department of Transportation ..................................... 34 Table 3.4: US CAFE Standards – For Light trucks ..................................................................................... 35 Table 3.5: US CAFE Standards – for Class 2b–8 Vocational Vehicles ........................................................ 37 Table 3.6: US CAFE Standards – for Class 7–8 Combination Vehicles ...................................................... 37 Table 3.7: US CAFE MY 2017 Combination Tractor Standards ................................................................ 38 Table 3.8: MY 2017 Combination Tractor Standards ................................................................................. 38 Table 3.9: MY 2017 Combination Tractor Standards ................................................................................. 40 Table 3.10: 2015 Fuel Efficiency Targets for Mini Cargo Vehicles ............................................................. 41 Table 3.11: 2015 Fuel Efficiency Targets for Light Cargo Vehicles, GVW ≤ 1.7 t ...................................... 42 Table 3.12: 2015 Fuel Efficiency targets for diesel Medium Cargo Vehicles (1.7 t < GVW ≤ 3.5t) ............ 42 Table 3.13: 2015 Fuel Efficiency Targets for Heavy-Duty Transit Buses.................................................... 43 Table 3.14: 2015 Fuel Efficiency Targets for Heavy-Duty General (Non-Transit) Buses ........................... 43 Table 3.15: 2015 Fuel Efficiency Targets for Heavy-Duty Trucks (Excluding Tractors) ........................... 43 Table 3.16: 2015 Fuel Efficiency Targets for Heavy-Duty Tractors ............................................................ 44 Table 3.17: Driving Distance Proportion by Driving Mode ......................................................................... 45 Table 3.18: Fuel efficiency improvements in Freight Vehicles .................................................................... 46 Table 3.19: Fuel efficiency improvements in Passenger vehicles (Riding capacity > 11 persons) ............... 46 Table 3.20: Tax incentives on fuel-efficient and low-emissions vehicles ...................................................... 47 Table 3.21: Data for LDV and HDV (2011) ................................................................................................. 48 Table 3.22: For 2014 to 2017 model years .................................................................................................... 50 Table 3.23: For 2014 to 2018 model years .................................................................................................... 50 Table 3.24: CO2 Emission Standards for vocational vehicles ..................................................................... 51 Table 3.25: Vocational vehicles CO2 Emission Standards for compression-ignition engine (diesel) .......... 51 Table 3.26: Combination tractors CO2 Emission Standards ...................................................................... 51 Table 3.27: Combination tractors CO2 Emission Standards for engines (in g/BHP-hr) ............................ 52 Table 3.28: EU Emission Standards for Light Commercial Vehicles .......................................................... 54 Table 4.1: Pros and Cons of approaches to the way standards are defined ................................................ 62 Table 4.2: Comparison of attributes for Attribute-based continuous curve approach ............................... 64 Table 4.3: Categories for Attribute-based continuous curve approach ...................................................... 65 Table 4.4: Testing options for measurement of vehicle fuel economy ......................................................... 67 Table 4.5: Truck fuel economy improvement technology matrix ................................................................ 68 Table 4.6: Key Technology Areas for improvement in fuel consumption using off-the-shelf technologies and technologies that will be available in the 2015-2020 timeframe ................................................... 70 Table 4.7: Targeted fuel economy improvement in 2020, 2025 (for illustrative purpose only) ................... 72 Table 4.8: Estimated annual diesel consumption by “New trucks” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Current fuel efficiency scenario) ................................................ 77 Table 4.9: Estimated annual diesel consumption by “New buses” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Current fuel efficiency scenario) ................................................ 78 Table 4.10: Targeted fuel economy improvement in 2020, 2025 (for illustrative purpose only) ................. 79
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Table 4.11: Estimated annual diesel consumption by “New trucks” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Fuel consumption standards regime) ......................................... 80 Table 4.12: Estimated annual diesel consumption by “New buses” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Fuel consumption standards regime) ......................................... 80 Table 4.13: Estimated Fuel savings from the proposed program ................................................................ 82 Table 5.1: ARAI Testing facilities ................................................................................................................ 86 Table 5.2: List of NATRiP testing centers ................................................................................................... 87 Table 5.3: Details of testing facilities at iCAT, Manesar ............................................................................. 87 Table 5.4: Proposed testing facilities at Global Automotive Research Center, Chennai ............................ 89 Table 5.5: Proposed testing facilities at National Automotive Test Tracks, Indore .................................... 90 Table 5.6: Proposed facilities at NIAIMT, Silchar....................................................................................... 91 Table 5.7: Proposed testing facilities at National Center for Vehicle research and Safety, Rae Bareli ...... 91 Table 5.8: List of testing facilities at VRDE ................................................................................................. 92 Table 5.9: Details of testing tracks at VRDE ............................................................................................... 93
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LIST OF FIGURES Figure 2.1: Segmentation of Indian Automobile Industry ........................................................................... 18 Figure 2.2: Domestic Market Share for Indian Automotive Industry (2011-12)......................................... 18 Figure 2.3: Annual sales of Buses and Trucks in India................................................................................ 21 Figure 2.4: Annual sales of Trucks in India ................................................................................................. 21 Figure 2.5: Annual sales of Buses in India ................................................................................................... 22 Figure 2.6: Commercial vehicle sales break-up (2011-12) ........................................................................... 22 Figure 2.7: Trucks – Changing sales mix (by weight categories) ................................................................. 23 Figure 2.8: Buses - Sales mix ........................................................................................................................ 23 Figure 2.9: Number of registered buses and goods vehicles in India (Cumulative) .................................... 24 Figure 2.10: Trucks Vehicle parc (by weight category) (as of March 31, 2012) .......................................... 24 Figure 2.11: Buses Vehicle parc (by weight category) (as of March 31, 2012) ............................................ 25 Figure 2.12: Trucks – Fleet break-up by age (as of March 31, 2012) .......................................................... 25 Figure 2.13: Buses – Fleet break-up by age (as of March 31, 2012) ............................................................ 25 Figure 2.14: Projected growth in sale of buses in India till 2025 ................................................................. 26 Figure 2.15: Projected sales mix of buses in 2019-20 and 2024-25 .............................................................. 27 Figure 2.16: Projected growth of trucks in India till 2025 ........................................................................... 27 Figure 2.17: Projected sales mix of trucks in 2019-20 and 2024-2025 ......................................................... 28 Figure 2.18: Consumption of HSDO in India (in 000’ tonnes) .................................................................... 29 Figure 2.19: Diesel consumption mix in India.............................................................................................. 29 Figure 3.1: HDV policy timelines across the globe ...................................................................................... 32 Figure 3.2: EPA CO2 Target Standards and NHTSA Fuel Consumption Target Standards for Diesel HD Pickups and Vans ................................................................................................................................. 36 Figure 3.3: Overview of Simulation method ................................................................................................ 44 Figure 3.4: Regulated category of vehicles in Canada ................................................................................. 48 Figure 4.1: Baseline fuel consumption data for trucks (for illustrative purpose only)................................ 71 Figure 4.2: Baseline fuel consumption data for buses (for illustrative purpose only) ................................. 72 Figure 4.3: Fuel consumption targets for trucks 2020, 2025 (for illustrative purpose only) ....................... 73 Figure 4.4: Fuel consumption targets for buses 2020, 2025 (for illustrative purpose only) ........................ 74 Figure 4.5: Baseline Engine efficiency data (for illustrative purpose only) ................................................. 75 Figure 4.6: Engine efficiency targets 2020 (for illustrative purpose only) ................................................... 76 Figure 4.7: Estimated increase in diesel consumption by trucks and buses in India .................................. 81
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EXECUTIVE SUMMARY
Background India is the fifth largest commercial vehicle manufacturer and one of the fastest growing commercial vehicle markets in the world. Annual sales of trucks in India has grown from 111,485 trucks in 2001-02 to 682,300 trucks in 2011-12 at a Compounded Annual Growth Rate (CAGR) of around 20 per cent while that of buses has remained relatively flat, increasing from 89,812 buses in 2001-02 to 98,763 buses in 2011-12, growing at a CAGR of around 1 per cent. An estimated 1.34 million buses and 4.17 million trucks are plying on the roads in India. Rapid growth in number of trucks and buses in India during the last decade has significantly increased diesel consumption in India. In 2011-12, India’s total diesel consumption stood at about 64.74 million tonnes; road transport accounted for about 64 per cent of diesel consumption, of which trucks and buses consumed around 77 per cent diesel (trucks consuming 24.03 million tonnes and buses consuming around 7.77 million tonnes). In future, truck sales is estimated to grow at around 8.9 per cent y-o-y between 2012-13 and 2024-45 from 0.80 million in 2012-13 to 2.23 million in 2024-25. Over the same period, bus sales is expected to grow at a CAGR of 5.7 per cent to increase from 0.11 million in 2012-13 to 0.21 million in 2024-25. The estimated diesel consumption by trucks and buses in India is expected to increase from around 31.8 million tonne in 2011-12 to around 104.7 million tonne in 2024-25, thereby registering a CAGR of 9.6%. Considering India’s dependence on imports of crude oil, it becomes imperative for India to take steps to reduce diesel consumption by trucks and buses over medium to long-term. However, fuel economy of trucks and buses has almost remained stagnant over the last five years. Change in emission regime from BS III to BS IV in some of the cities of the country has made the job of balancing emissions and fuel economy tougher for bus and truck manufacturers. In this context, Petroleum Conservation Research Association (PCRA) has embarked upon the process of preparation of Fuel Efficiency program for Diesel (Engine Driven) Trucks & Buses in India. In this context, PCRA had mandated ICRA Management Consulting Services Limited (IMaCS) to prepare a Report on market survey leading to fuel consumption norms for diesel (engine driven) trucks & buses in India. We have prepared this report covering the findings of our exercise for development of Fuel Consumption norms for Diesel Trucks & Buses in India.
Global fuel consumption standards for Heavy Duty Vehicles With limited oil reserves, the Governments around the world have taken cognisance of the situation, with several countries in the process of setting standards for regulating the fuel consumption by Heavy-Duty vehicles (HDVs). HDVs have a relatively short history of fuel consumption regulations.
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Establishing fuel efficiency norms for HDVs is significantly more challenging due to their diversity in terms of vehicle size, configurations and usage patterns. Because of these challenges, HDV fuel efficiency standards have just begun to be proposed and adopted in some of the major vehicle markets in the world. Japan was the first country, which introduced such standards in 2005, providing a roadmap for improvement in fuel efficiency of HDVs up to 2015. The US has finalized HDV fuel efficiency standards in 2011, which begin with model year 2014, and increase in stringency through 2018. Canada has aligned its Greenhouse Gas (GHG) emission standards with the US HDV fuel efficiency standards. Europe and China are in the process of designing HDV efficiency standards. With increasing focus on the fuel efficiency/GHG emissions of M&HCV across the globe, a number of countries are expected to introduce regulatory norms in the coming years. An important consideration in designing and implementation of norms for HDV vehicles is defining of duty cycle and testing conditions. Testing of HDV vehicles requires additional forethought given the diversity of size and applications of the vehicles. Computer simulation of the whole truck (typically in combination with engine testing on a bench dynamometer) seems to be the favoured option by the Governments across the globe due to ease of implementation, accuracy of results and cost-effectiveness. China is planning to use chassis dynamometer testing for main HDV vehicle families and computer simulation for variants. Testing and simulation options for measurement of vehicle fuel economy S No
Type of test
Parts simulated
Cost of test
(1)
On-road Computer simulation Engine dynamometer Chassis dynamometer
None
Low
Countries considering fuel consumption norms for HDVs None
All
Low
US, EU, Japan, China
Road and non-engine components
High
US, EU, Japan
Road
Very High
(2) (3) (4)
China
Source: IEA – “Technology Roadmap - Fuel Economy of Road Vehicles”
Framework for defining standards for diesel (engine-driven) trucks and buses in India India currently has standards to reduce air pollutants from motor vehicles; however, there are no standards to reduce fuel consumption of motor vehicles in India. Efforts are already underway for development of fuel consumption standards for passenger vehicles in India. Though passenger vehicles in India are smaller in size and consume less fuel than their western counterparts, the Indian commercial vehicles (trucks and buses) often consume more fuel.
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In order to develop the framework for defining standards for diesel (engine driven) trucks and buses, it is imperative to define a long-term objective or vision for setting up these standards and various stakeholders shall jointly agree upon a Fuel Consumption Roadmap vision. For instance, “To reduce fuel consumption per kilometre by 12 per cent to 20 per cent in new diesel (engine driven) trucks and buses in India by 2020, and by 30 per cent to 50 per cent by 2025, in order to significantly reduce diesel consumption, compared with a baseline projection.” Fuel consumption standards are mainly set as fuel consumption targets based on the average of the total fleet of vehicles sold (corporate average fuel economy). Fleet average fuel economy standards provide flexibility to manufacturers to achieve the target across sales mix rather than with each individual vehicle sold. Both Japan and the United States have adopted Attribute-based target HDV standards based on vehicle categories. Attribute-based target values are estimated as a continuous function of vehicle attributes i.e. corporate averaging across all categories of vehicles for each manufacturer, where the target varies depending on the average weight or size of the vehicles sold by a manufacturer. For trucks and buses, gross vehicle weight (GVW) and payload are more appropriate attributes than vehicle weight for developing fuel consumption standards. The attribute-based continuous curve approach (with separate standards for trucks and buses) is the best option in the first phase of implementation of the standards for India. This approach will provide enough flexibility for manufacturers without being unfair or cost ineffective to any manufacturer, while ensuring that the target is achieved. Instead of targeting fuel consumption reduction across all vehicle categories (i.e. across various GVW categories), the manufacturers can focus on reducing fuel consumption based on a target value determined as the average of the attribute (vehicle weight or footprint or others) of the vehicles that it sells, weighted by the sales of each model using a continuous curve standard. Thereafter, in the second phase of fuel consumption standards, attribute-based continuous curve approach can be implemented for various sub-categories of vehicles. Accordingly, we have considered phase-in approach with two set of targets, one for the year 2019-20 (first phase) to be achieved between 2015-16 to 2019-20 and other for 2024-25 (second phase), to be achieved between 2020-21 to 2024-25. These targets could focus on reducing fuel consumption in line with Fuel Consumption Roadmap vision, say, by 12 to 20 per cent in new diesel (engine driven) trucks and buses by 2019-20, and by 30 to 50 per cent by 2024-25, across various vehicle categories defined by GVW of the vehicles, compared with a baseline projection. The targets for 2019-20 are relatively less stringent and are primarily based on improvements in engine technology. The targets increase in stringency after 2019-20 since additional suite of technologies would be considered for achieving the target standards for 2024-25. In both the phases, yearly improvements at 15-20-40-60100 per cent across five years as compared to baseline data have been considered.
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One of the pre-requisites for development of fuel consumption standards is collection of baseline data for various models of buses and trucks under pre-defined test conditions. In India, the fuel economy details of various vehicle models of trucks and buses are neither disclosed by the manufacturers nor collected by testing agencies like ARAI. Therefore, setting up fuel consumption standards for trucks and buses will require testing of various available models of buses and trucks prior to setting up the standards. Moreover, test cycles will have to be standardised for various categories for which standards are to be developed. As it is easier to establish test-cycles for engine testing, engine standards for fuel consumption by trucks and buses could be developed and implemented in the first phase, followed by vehicle standards for fuel consumption in subsequent phases. In this report, we have illustrated the framework for fuel consumption standards (both for vehicle and engine fuel consumption standards) based on baseline data gathered from end-users of trucks and buses. Since the baseline data should be collected under pre-defined test conditions, the baseline data used by us should be further refined by elaborate testing of different categories of trucks and buses. Our illustrations for vehicle and engine fuel consumption standards in this report are limited by availability of fuel efficiency data for trucks and buses in India. For our illustrations, we have defined fuel consumption in Litre per 100-km for vehicle standards and fuel efficiency as km/l for engine standards. The detailed framework for fuel consumption standards is provided in Section 4 of this report.
Estimation of Fuel savings1 Under the current fuel economy scenario, the diesel consumption by trucks and buses in India is expected to increase from around 31.8 million tonne in 2011-12 to around 104.7 million tonne in 2024-25, thereby registering a CAGR of 9.6%. Trucks will continue to account for major share of diesel consumption with their share increasing from around 76% in 2011-12 to around 87% in 202425. Total diesel consumption by buses is expected to increase from 7.8 million tonne in 2012-12 to 13.7 million tonne in 2024-25. In contrast, under fuel consumption standards regime, the estimated diesel consumption by trucks and buses in India will increase from around 31.8 million tonne in 2011-12 to around 91.4 million tonne in 2024-25, thereby registering a CAGR of 8.5%. Trucks will continue to account for major share of diesel consumption with their share increasing from around 76% in 2011-12 to around 86% in 202425. Total diesel consumption by buses is expected to increase from 7.8 million tonne in 2012-12 to 12.4 million tonne in 2024-25.
1
For estimation of diesel consumption in value terms, we have assumed the price of diesel as Rs 47 per litre until 2025 (approximately equivalent to current diesel retail price in Delhi)
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Based on the two scenarios - Current fuel efficiency scenario and Fuel consumption standards regime, cumulative fuel savings due to the proposed program is estimated to be around 46.57 million tonne (around Rs 2,630 billion in value terms) over the ten year period 2015-16 to 2024-25. Fuel savings due to trucks contribute around 90 per cent of the savings under the proposed program. It should be noted that the benefits from the proposed program will be derived primarily over medium to long term (as vehicles on-road, purchased during duel consumptions norms regime achieve a sizeable share in overall vehicle parc). The quantum of fuel savings will increase from 0.14 million tonne in 2015-16 to 13.37 million tonne in 2024-25.
Implementation roadmap - Draft time schedule for implementation of the program The Implementation roadmap is summarised as follows:I
Planning Phase
1 Year
Development of a framework for fuel consumption standards, finalise strategy for testing of fuel efficiency of trucks and buses under standard test conditions, a)
development of test cycles, setting up of testing infrastructure for testing of trucks and buses to collect fuel efficiency data under standard test cycles, design of fuel consumption standards and finalisation of implementation plan and policy measures for implementation
II
Consultation Phase
6 months
Consultation with various stakeholders on policies framed and schedule of j)
implementation of fuel consumption standards and finalisation of fuel consumption standards and finalisation of implementation plan and policy measures for implementation
III
Implementation Phase
6 months
Decide fuel economy certification process and compliance monitoring mechanisms and conduct vehicle testing and monitoring as per strategies developed for implementation
Targeted enforcement of fuel consumption standards:- 2015-16
Since lack of availability of standardised data is the biggest challenge for development of fuel consumption norms in India, therefore, the focus in initial phase i.e. the planning phase of the Implementation roadmap should be on developing the fuel consumption framework and the testing strategy for testing of diesel (engine) driven trucks and buses. This phase will involve defining the test
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cycle and standard test conditions under which fuel economy data would be recorded. This phase will also involve defining the policy measures for implementing the fuel consumption standards. In the second phase i.e. the Consultation phase, focus shall be on bringing various stakeholders on board to hold discussions on policies and schedule of implementation of fuel consumption standards and build consensus across various stakeholders. Based on the feedback and concerns of various stakeholders, the fuel consumption standards and policy measures for implementing the fuel consumption standards shall be finalised. The Implementation phase will involve vehicle testing as per defined standards and establishing a monitoring framework for the program.
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1 INTRODUCTION 1.1 Background Petroleum conservation Research Association (PCRA), established in 1978, is a non-profit registered society (Society’s Registration Act 1860) under the ministry of Petroleum & Natural Gas, Govt. of India, with a mission of efficient energy utilization & environment protection leading to conservation and improvement in quality of life. PCRA’s mission is efficient utilization of fuel and energy and environment protection leading to improvement in quality of life. Its mandate is to reduce the energy intensity in various sectors of the economy leading to reduction in GHG emission. PCRA is working in close coordination with Bureau of Energy Efficiency (BEE) for formulation of Standards leading to Efficiency Labels for appliances that use petroleum products as fuel. Accordingly, it has been proposed to initially initiate work for developing fuel conservation norms for the following equipment:
LPG Stoves
Diesel Generating sets up to 1250 kVA
Diesel Engine operated Agricultural pump
Diesel Engine driven Trucks and Buses
PCRA has proposed to initiate development of fuel consumption norms for Diesel (Engine Driven) Trucks and Buses to facilitate consumers with the necessary data for making informed purchases. Moreover, fuel efficiency performance standards for these vehicles will help in reducing diesel consumption of India and will help buyers in making prudent, fuel-efficient purchases. For this purpose, PCRA is embarking on the process of preparation of Fuel Efficiency program for Diesel (Engine Driven) Trucks & Buses in India. The objective of the project is to
Transform the manufacture and sale of Diesel (Engine driven) Trucks & Buses to higher levels of fuel efficiency, thereby achieving economic benefits and improving environmental sustainability in the long run
Facilitate the buyers in making fuel-efficient purchase of these commercial vehicles
It is in this context that PCRA has mandated ICRA Management Consulting Services Limited (IMaCS) to prepare a Status Report based on market survey leading to fuel consumption norms for diesel (engine driven) trucks & buses in India. The primary objective of this project is to build upon
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existing initiatives in India and other countries
to promote cost-effective adoption and
implementation of fuel consumption standards for Diesel (Engine driven) Trucks & Buses.
We have prepared this Final Report covering the findings of the market survey and supplementary secondary research for development of Fuel Consumption norms for Diesel Trucks & Buses in India, incorporating the feedback received from PCRA.
1.2 Scope of work The Scope of Work of the engagement as mentioned in the tender document was as follows: 1. Preparation of Status Report on fuel consumption Performance Standards for Diesel (Engine driven) Trucks & Buses in India based on a detailed market survey. The Status report will encompass, but not be limited to the following issues: a. The Market Overview of these vehicles in India b. Fuel Consumption pattern of these vehicles in India c. Estimated Growth Potential of these vehicles d. Identification of Benchmarks in terms of fuel consumption e. Estimated projection of increase in fuel consumption by 2020, 2025. f.
Fuel Savings projections due to proposed programme
g. To compare the similar international initiatives to understand the different approaches followed by countries like USA, Europe, China, Australia and Japan h. Identification of Testing Standards & Facilities in India for these areas i.
Applicable Indian and International Standards and codes
j.
Identification of All Stake holders
k. Minimum Fuel Consumption Performance Standards and criteria (fuel consumption thresholds) l.
Identify the Issues & Challenges in implementation
m. Develop a draft time schedule for implementation of this program
1.3 Limitations of our study This Final Report is based on the market survey findings, review of various documents available in public domain and discussions with various stakeholders, including clarifications, opinions, representations, information and statements made by personnel of various stakeholder organisations on fuel consumption norms for diesel (engine driven) trucks & buses in India, during the course of
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discussions held with them. Accordingly, the findings and conclusions in this report is limited to the following: a. Public information – data, estimates, industry and statistical information contained in this report have been obtained from various sources considered reliable by us. However, we independently did not verify such information and make no representation as to the accuracy or completeness of such information obtained from or provided by such sources. b. While preparing this Report, in addition to the documents and information provided to us by various stakeholders, we have also relied on oral and written responses to our queries as received from the stakeholders. We have not independently verified the accuracy or correctness of such information or the veracity of such documents and presumed the authenticity of such documents and information provided to us; c. Neither the professionals who worked on this engagement nor IMaCS have any present or contemplated future interest / personal interest with respect to the parties involved, or any other interest that might prevent us from performing an unbiased assessment. Our compensation is not contingent on an action or event resulting from the analyses, opinions, or conclusions in, or the use of, this report. d. IMaCS does not assume any liability, financial or otherwise, for any loss or injury that the user of the views and comments in this report may experience in any transaction. Although reasonable care has been taken to ensure that any information herein is true, such information is provided 'asis' without any warranty of any kind and IMaCS, in particular, makes no representation or warranty, express or implied, to the accuracy, authenticity, timeliness or completeness of any such information.
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2 MARKET OVERVIEW OF TRUCKS AND BUSES IN INDIA
2.1 Market segmentation The Indian Automotive industry is one the largest and fastest growing industries in the world. The industry is divided into four segments: Passenger vehicles, Commercial vehicles, Three-wheelers and Two wheelers.
Figure 2.1: Segmentation of Indian Automobile Industry
Auto Industry Passenger Vehicles
Commercial Vehicles
Passenger Cars
Light commercial vehicles
Utility Vehicles
Medium and heavy commercial vehicles
Threewheelers
Two-wheelers
Passenger carriers
Mopeds
Scooters
Goods carriers
Motorcycles
Multi-purpose Vehicles
Electric twowheelers
In 2011-12, around 17.38 million vehicles were sold in the domestic market, with two wheelers accounting for more than 77 per cent of sales, while commercial vehicles accounting for around 4.7 per cent of the sales. Annual sales of trucks and buses were 682,300 and 98,763, respectively, with estimated vehicle park of 4,173,844 trucks and 1,344,870 buses (as on March 31, 2012). Figure 2.2: Domestic Market Share for Indian Automotive Industry (2011-12)
Two Wheelers 77.3%
Passenger Vehicles 15.1% Commercial Vehicles 4.7% Three Wheelers 3.0% Source: SIAM
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Commercial vehicles are classified into following categories:
Light Commercial Vehicles (LCVs) (Gross Vehicle Weight 7.5 tonne)
For the purpose of our study, we have aligned our classification of vehicles as per SIAM weight categories2. Segmentation of buses and trucks as per SIAM classification, major applications of vehicles and the key players in each category are given below: Table 2.1: Segmentation of trucks / goods carriers by Gross Vehicle Weight (GVW) or MM3 Vehicle Categories
Application
Key Players
Light Commercial Vehicles (LCVs)
3.5≤ MM
Intra-city goods transportation
3.51760 kg
N2
#/km
0.63 0.63
-
0.39 0.295
0.33 0.235
0.04 e 0.005
-
Euro 5b
2011.09
d
0.63
-
0.295
0.235
0.005
e
6.0×10
11
Euro 6
2015.09
0.63
-
0.195
0.105
0.005
e
6.0×10
11
Euro 1
1994.1
6.9
-
1.7
-
0.25
-
Euro 2 IDI
1998.01
1.5
-
1.2
-
0.17
-
Euro 2 DI
1998.01
a
1.5
-
1.6
-
0.2
-
Euro 3
2001.01
0.95
-
0.86
0.78
0.1
-
Euro 4
2006.01
0.74
-
0.46
0.39
0.06
-
c
e
0.74
-
0.35
0.28
0.005
Euro 5a
2010.09
Euro 5b
2011.09
d
0.74
-
0.35
0.28
0.005
Euro 6
2015.09
0.74
-
0.215
0.125
0.005
Euro 5a
2010.09
c
0.74
-
0.35
0.28
0.005
-
e
6.0×10
11
e
6.0×10
11
e
Euro 5b
2011.09
d
0.74
-
0.35
0.28
0.005
Euro 6
2015.09
0.74
-
0.215
0.125
0.005
-
e
6.0×10
11
e
6.0×10
11
† For Euro 1/2 the Category N1 reference mass classes were Class I ≤ 1250 kg, Class II 1250-1700 kg, Class III > 1700 kg a. until 1999.09.30 (after that date DI engines must meet the IDI limits) b. 2011.01 for all models c. 2012.01 for all models d. 2013.01 for all models e. 0.0045 g/km using the PMP measurement procedure Source: http://www.dieselnet.com/standards/eu/ld.php
As per the regulations, the indicative specific emissions of CO2 for each light commercial vehicle, measured in grams per kilometre, will be determined in accordance with the following formulae12: From 2014 to 2017: Indicative specific emissions of CO 2 = 175 + a × (M – M 0) where: M = mass of the vehicle in kilograms (kg) M0 = 1,706 kg a = 0.093
12
REGULATION (EU) No 510/2011 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 11 May
2011
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From 2018, the value of M0 will be adjusted annually to reflect the average mass of new light commercial vehicles in the previous three calendar years. The specific emissions target for a manufacturer in a calendar year shall be calculated as the average of the indicative specific emissions of CO 2 of each new light commercial vehicle registered in that calendar year of which it is the manufacturer. For the calendar year commencing 1 January 2014 and each subsequent calendar year, each manufacturer of light commercial vehicles shall ensure that its average specific emissions of CO 2 do not exceed its specific emissions target. As per the regulations, manufacturers must meet their average emission targets in 70 per cent of their vehicle fleet in 2014, 75 per cent in 2015, 80 per cent in 2016 and 100 per cent from 2017 onwards.
Other features of the regulation:
Super credits: Vehicles of CO2 emissions below 50 g/km will receive super-credits. Each such new light commercial vehicle will be counted as:
3.5 light commercial vehicles in 2014
3.5 light commercial vehicles in 2015
2.5 light commercial vehicles in 2016
1.5 light commercial vehicles in 2017
1 light commercial vehicle from 2018
The regulation limited the maximum number of new light commercial vehicles, with specific emissions of CO 2 of less than 50 g CO 2 /km to 25,000 per manufacturer for calculation of super-credits.
Pooling: Several auto manufacturers may form a pool to jointly meet their CO2 emission targets. The duration of agreement for a pool was limited to five calendar years. Commission should be informed of any changes to the membership of the pool or the dissolution of the pool.
Excess emission premium: ‘Excess emissions’ refers to positive number of grams per kilometre by which a manufacturer's average specific emissions of CO2 , taking into account CO2 emissions reductions due to approved innovative technologies, exceeded its specific emissions target in the calendar year. In case a manufacturer’s average specific emission of CO2 exceeds its specific emissions target, excess emission premium will be imposed on a manufacturer or pool manager. The excess emissions premium will be calculated as: (a) from 2014 until 2018: (i) for excess emissions of more than 3 g CO 2 /km:
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((Excess emissions – 3 g CO 2 /km) × EUR 95 + EUR 45) × number of new light commercial vehicles (ii) for excess emissions of more than 2 g CO 2 /km but no more than 3 g CO 2 /km: ((Excess emissions – 2 g CO 2 /km) × EUR 25 + EUR 20) × number of new light commercial vehicles (iii) for excess emissions of more than 1 g CO 2 /km but no more than 2 g CO 2 /km: ((Excess emissions – 1 g CO 2 /km) × EUR 15 + EUR 5) × number of new light commercial vehicles (iv) for excess emissions of no more than 1 g CO 2 /km: (Excess emissions × EUR 5) × number of new light commercial vehicles (b) from 2019: (Excess emissions × EUR 95) × number of new light commercial vehicles
3.3 Issues and challenges faced in Implementation of HDV regulations Diverse configurations and applications of HDV makes it difficult to set their fuel efficiency standards. In order to inform the development of the regulations and build consensus amongst a range of stakeholders such as industry representatives (manufacturers, carriers and other vehicle owners and operators), environmental non-governmental organizations, provinces and territories, as well as other government departments, a number of stakeholder working group meetings were organised. With interest of each stakeholder different from the other, governments around the world faced stiff questions from various stakeholders, mostly industry concerning regulations.
3.3.1 United States:13 i.
Baselines: Navistar raised its concern regarding inclusion of Selective Catalytic Reduction (SCR) in the baseline technology, stating that SCR-equipped engines used to construct the baseline do not meet the NOx standard and therefore do not comply with the 2007 HeavyDuty Highway Rule. Therefore, standards built on this baseline technology are infeasible. EPA responded by stating that feasibility requirement implied that all designated technology had to be available before the effective date of regulations. In addition, Navistar and other manufacturers could resort to the alternative standards for an engine, which required a 3 per cent improvement over the engine’s performance by the effective date. The agency also pointed out that sufficient lead-time is available with the manufacturers for compliance.
13
Source : Winston Harrington and Alan Krupnick: “Improving Fuel Economy in Heavy-Duty Vehicles”
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ii.
Technologies in vocational vehicles: For class 2b–7 vocational vehicles, the proposed standards were associated with improvements in engine fuel intensity and anticipated improvement in rolling resistance. Some stakeholders observed that fuel-saving technologies potentially could apply to other vehicle components, including transmissions, advanced drive trains, weight reduction and improved auxiliary systems and urged the agencies to set the standards, which will force adoption of these technologies for new vehicles. The agencies declined, because to do so would be tantamount to picking technological winners. The agencies also received comments from vehicle and tire manufactures that development of new tire designs and proving they were safe and effective on the wide range of vocational vehicle types required at least six years. The agencies left the requirements unchanged in the final regulations stating that sufficient range of products was available to lead to significant reductions in rolling resistance.
iii.
Categorisation: In the notice of proposed rulemaking, in order to prevent vocational vehicles from being modified to serve as intercity combination trailers, the agencies classified all vocational vehicles with sleeper cabs as “tractors”. This classification was removed based on numerous objection raised by various stakeholders arguing that the agency had underestimated the cost and difficulty of making vocational sleeper cabs suitable for intercity use. The dissenters pointed out that the associated costs were at least as great as the savings available from access to the less stringent regulation.
iv.
Alternative-fuelled vehicles: Producers of alternative fuelled trucks stated that credits for some alternative-fuelled vehicles, such as all-electrics or natural gas vehicles, should be much larger as compared to their diesel counterparts since they use no petroleum. The agencies stated that this issue will be revisited in the future.
3.3.2 Canada i.
GHG-reducing technologies: Environment Canada received comments that Canada can have more stringent regulations than US by adopting additional technologies, such as automatic transmissions that were not considered under the US regulations. However, the agency proposed the same suite of technologies as the US Post finalisation of US regulations, the agency conducted a study of the Canadian fleet to assess whether the proposed regulations take into consideration the range of applications of heavy-duty vehicles and their alignment with the US norms.
ii.
Low-volume importers: Some stakeholders raised concerns that in case of companies importing small number of vehicles and engines, it is difficult to meet standards even with inherent flexibilities of the program. Taking a note of this, Environment Canada is seeking
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comments on a proposal to provide CO2 exemption to companies importing or manufacturing less than 100 vocational vehicles and tractors. For engines that have CO2 emission levels greater than applicable emission standard, the agency is allowing companies to import them if these engines are covered by a US EPA certificate and are concurrently sold in greater number in the United States than in Canada. iii.
Low rolling resistance tires: A number of stakeholders expressed concerns with regards to safety in usage of low rolling resistance tires, especially in winters, to comply with the proposed standards. However, there was no data, which suggested that low rolling resistance tires bear any additional safety risk than conventional tires. Transport Canada, is proactively undertaking additional tests to measure the safety performance of low rolling resistance tires and will, in consultation with Environment Canada, undertake safety activities, if required.
iv.
Applicable regulated entities: Since many importers were importing engines built by a different company, some engine manufacturers and importers expressed the desire to have the engine manufacturer be the responsible regulatee even in cases where the importer on record is not the manufacturer. However, the proposed regulations apply to all importers of engines, regardless of who manufactured the engine, or where it was manufactured.
v.
Less stringent payload restrictions: Environment Canada received queries on whether the fact that Canadian province have less stringent payload restrictions for tractor trailers compared to the US interstate limit should be taken into account for development of regulations. The agency responded that since the proposed standards do not constrain the size and power of vehicles and compliance with the proposed standards will be assessed with a simulation model that uses a fixed payload, Canadian manufacturers will not be disadvantaged compared to US manufacturers due to potentially higher average payloads in Canada.
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4 FRAMEWORK FOR DEFINING STANDARDS FOR DIESEL (ENGINE DRIVEN ) TRUCKS AND BUSES IN INDIA
India currently has standards to reduce air pollutants from motor vehicles. However, there are no standards to reduce fuel consumption of motor vehicles in India. Efforts are already underway for development of fuel consumption standards for passenger vehicles in India. Though passenger vehicles in India are smaller in size and consume less fuel than their western counterparts, the Indian commercial vehicles (trucks and buses) often consume more fuel. Further, the commercial vehicles consume around 31 million tonnes of diesel (equivalent to retail value of approximately Rs 180,000 crore) every year. Therefore, PCRA has embarked the process of development of similar fuel consumption norms for diesel (engine driven) trucks and buses. In order to develop the framework for defining standards for diesel (engine driven) trucks and buses, it is imperative to understand the long term objective or vision for setting up these standards, the various approaches which could be adopted to define these standards, the pros and cons of various approaches, limitations or constraints in setting up the standards using these approaches and implementation challenges.
4.1 Fuel consumption roadmap vision More fuel efficient vehicles lead to fuel savings for the country in general.
Mandatory fuel
consumption standards are meant to encourage manufacturers to prioritise the improvement of fuel efficiency in vehicle development. Moreover, the provision of information on vehicle fuel economy to prospective vehicle buyers should also be central to any strategy to encourage improvements in average fuel economy of the country. In addition, fuel consumption standards programme should motivate the manufacturers to improve fuel efficiency beyond the target values required as per fuel economy standard and induce consumers to purchase fuel-efficient vehicles. Accordingly, the objectives of fuel consumption standards for diesel (engine driven) trucks and buses are two-fold:1)
Fuel savings or Economic benefits for the country by reducing fuel consumption
2)
Facilitate the buyers in making fuel-efficient purchase of these commercial vehicles
As a first step, various stakeholders shall jointly agree upon a Fuel Consumption Roadmap vision. For instance,
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“To reduce fuel consumption per kilometre by 12 per cent to 20 per cent in new diesel (engine driven) trucks and buses in India by 2020, and by 30 per cent to 50 per cent by 2025, in order to significantly reduce GHG emissions and diesel consumption, compared with a baseline projection.”
In US, the proposed NHTSA standards represent an average per-vehicle improvement in fuel consumption of 15 per cent for diesel vehicles (6 per cent to 24 per cent range) and 10 per cent for gasoline vehicles, by 2017.
4.2 Approaches for defining fuel consumption standards Fuel consumption standards are mainly set as fuel consumption targets based on the average of the total fleet of vehicles sold (corporate average fuel economy). Fleet average fuel economy standards provide flexibility to manufacturers to achieve the target across the sales mix rather than with each individual vehicle sold. The fuel consumption standards typically include
Approaches to the design of fuel consumption target values,
Stringency of the target,
Timing of introduction,
Compliance roadmap
Within this general approach based on the corporate average of the total fleet of vehicles sold, there are two main categories of possible approaches to the way standards are defined: 1) Absolute target value across all vehicles and all manufacturers regardless of size, weight, etc. of the vehicle fleet, represented as:
a single target for all manufacturers; or
a uniform percentage improvement for all manufacturers with separate target for each manufacturer
2) Attribute-based target values across all vehicles for each manufacturer, where the target varies depending on the average weight or size of the vehicles sold by a manufacturer. The different ways to align the targets with vehicle attributes are:
Continuous function or curve: target values are estimated as a continuous function of vehicle attributes i.e. corporate averaging across categories
Target value in each category: Vehicles are separated into discrete categories by vehicle attribute and manufacturers must meet separate standards for their vehicles in that category – i.e. no corporate averaging within each class of vehicles.
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Table 4.1: Pros and Cons of approaches to the way standards are defined S No
(1)
Approach Pros Absolute target - Absolute across all vehicles and all Easier to manufacturers regardless of implement size, weight, etc. of the vehicle fleet
a) Single Standard Approach
b)
Uniform Percentage Improvement Approach
Attribute-based target
(2)
Attribute-based target values across all vehicles for each manufacturer, where the target varies depending on the average weight or size of the vehicles sold by a manufacturer
Cons develop
and Perceived to discriminate between manufacturers
Focuses on improvement of the average fuel efficiency of each manufacturer’s fleets, and thereby the total fleet, regardless of a possible shift in the sales-mix over time Focuses on significant improvement from all manufacturers, regardless of their starting point or relative position in the market
Provides greater fairness among manufacturers, because the targets are linked to a particular vehicle attribute regardless of the average weight or size of their vehicles
Provides more flexibility to Continuous function or curve manufacturers, allowing them a) Approach to improve fuel efficiency more cost-effectively
b)
Target value category
in
Addresses inequalities each because of single target value curve for all vehicle categories
Perceived to discriminate between manufacturers - Manufacturers selling larger or heavier (and typically less fuel efficient) vehicles must make greater changes to meet the standards Perceived to discriminate between manufacturers Unfair to manufacturers that have already made significant efforts to improve fuel efficiency Average fuel economy of new vehicles can still increase if the vehicle sales mix shifts towards bigger and/or heavier vehicles (depending upon slope of the target value curve). Implicitly encourages manufacturers to increase the size or weight of vehicles to take advantage of less stringent targets. Inequalities may exist depending on how the target value curve is set for the continuous curve approach, or if differences exist in applicable technologies and marginal costs for improving fuel efficiency along the target value curve. May be inefficient to reduce fuel consumption in certain vehicle categories where fuel economyimproving technologies may be costlier. Target values need to be determined based on detailed technology analysis across vehicle categories, leading to higher costs for governments developing these standards.
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Both Japan and the United States have adopted Attribute-based target HDV standards based on vehicle categories. For India, based on the pros and cons of approaches to the way fuel consumption standards are defined, the attribute-based continuous curve approach (with separate standards for trucks and buses) is the best option in the first phase of implementation of the standards. This approach will provide enough flexibility for manufacturers without being unfair or cost ineffective to any manufacturer, while ensuring that the target is achieved. Instead of targeting fuel consumption reduction across all vehicle categories (i.e. across various GVW categories), the manufacturers can focus on reducing fuel consumption based on a target value determined as the average of the attribute (vehicle weight or footprint or others) of the vehicles that it sells, weighted by the sales of each model using a continuous curve standard. Thereafter, in the second phase of fuel consumption standards, attribute-based continuous curve approach can be implemented for various categories of vehicles.
4.2.1 Attributes for Attribute-based continuous curve approach To develop fuel consumption standards based on Attribute-based continuous curve or category-based attribute standards, an appropriate attribute for developing standards is required. Vehicle weight and footprint14 are commonly used attributes for designing fuel consumption standards of passenger vehicles (footprint used as an attribute in US while vehicle weight used as an attribute in EU and Japan). Other vehicle attributes which could be used are engine power and interior volume, but they are not widely used. For trucks and buses, gross vehicle weight (GVW) and payload are more appropriate attribute than vehicle weight for developing fuel consumption standards. However, fuel consumption norms based on GVW as an attribute do not give manufacturers an incentive to reduce vehicle weight, because reduction in vehicle weight will be offset by an increase in payload and thus would not change GVW. In fact, payload can also be an appropriate attribute for developing fuel consumption standards as it is more easily understood by consumers. Possible attributes for Attribute-based continuous curve approach for fuel consumption standards for diesel trucks and buses are:1) Vehicle Weight 2) GVW 3) Footprint 4) Payload
14
Footprint indicates vehicle size and is equal to wheelbase times track width.
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Table 4.2: Comparison of attributes for Attribute-based continuous curve approach S No (1)
Attribute
b) Footprint
a)
Cons
Countries using
Light Duty Vehicles (LDVs)
a) Vehicle Weight
(2)
Pros
Strong correlation between Implicitly encourages vehicle weight and fuel manufacturers to increase consumption the weight of vehicles Implicitly encourages manufacturers to increase the size or footprint of Can encourage vehicles manufacturers to reduce Not directly proportional weight of vehicles to fuel consumption Difficult to set up target values based on footprint
US, EU, Japan US
Heavy Duty Vehicles (HDVs)
Gross Vehicle Weight (GVW)
b) Payload
Strong correlation with fuel consumption as GVW reflects
Parameter reflects usage of vehicle More easily understood by consumers Can encourage manufacturers to reduce weight of vehicles and increase payload carrying capacity
No incentive for manufacturers to reduce vehicle weight, because reduction in vehicle weight will be offset by an increase in payload and thus would not change GVW Implicitly encourages manufacturers to increase the size or footprint of vehicles Not directly proportional to fuel consumption Potential for unfairness to manufacturers selling vehicles with low payloads
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4.2.2 Categories
for
Attribute-based continuous curve
approach (with
categories) Both Japan and the United States have adopted Attribute-based target HDV standards based on vehicle categories. As there are large differences in applicable technologies for light, medium and heavy commercial vehicles, categories can reasonably be assigned according to gross vehicle weight. However, creating too many categories is not a good option because the number of vehicle types in each category would be too small to develop appropriate target values. Further, the administrative costs for developing target values would also increase for a larger number of categories. The recommended categories for developing preliminary fuel consumption standards for diesel (engine driven) trucks and buses are:Table 4.3: Categories for Attribute-based continuous curve approach Vehicle Categories Trucks Category - I Category – II Category – III Buses Category - I Category – II
Category Name
Category details
Light Duty Vehicles Medium Duty Vehicles Heavy Duty Vehicles
GVW ≤ 7.5t 7.5t < GVW ≤ 16t GVW > 16t
Light Duty Vehicles Medium & Heavy Vehicles
GVW ≤ 7.5t Duty
GVW > 7.5t
4.2.3 Testing procedures and Test cycles for measuring fuel consumption Commercial vehicles (trucks and buses) are typically classified by attributes Gross Vehicle Weight (GVW) and footprint. Introducing Attribute-based target fuel consumption standards for trucks and buses is a complex task because fuel consumption of trucks and buses depends on many factors apart from the sheer vehicle weight or footprint, such as average transported payload, road gradients, drag and rolling resistance from vehicle, engine characteristics, gear ratios and type of transmission, and auxiliary power demand. Further, fuel savings and the impacts of technologies on fuel consumption are highly dependent on whether these vehicles are mainly used for urban driving (such as delivery trucks or intra-city buses) or long-haul (mainly highway) shipments or inter-city buses. Urban and regional delivery and transportation services are dominated by small and medium freight trucks and buses, typically up to a gross vehicle weight of 16t; long-haul trucking and inter-city transportation are mostly carried out with large trucks and buses up to a gross vehicle weight of 40t. Urban and regional delivery is characterised by lower average speeds, frequent acceleration and deceleration, and
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frequent stops. Long-haul services are mostly carried out at high and fairly constant speeds, so improving aerodynamics and reducing rolling resistance are key measures. In order to define reasonable and meaningful fuel consumption standards, all these factors need to be taken into account for each segment of vehicles. Therefore, standard driving test cycles are required to test the vehicles for fuel consumption and pollutant emissions incorporating many, if not all, of these factors for various categories of vehicles. The basic input for comparison of fuel economy and development of fuel consumption standards is fuel economy data of various models of vehicles. In order to compare fuel economy of different vehicles in a consistent and unbiased manner, a systematic approach must be used. The fuel economy and pollution emissions15 estimates are usually measured in a “homologation” laboratory under predefined test conditions for a range of standardised driving cycles or test cycles to simulate typical driving conditions. There are numerous possible configurations of trucks and buses; homologating each vehicle configuration is not realistic. Further, the layout of a vehicle in the testing laboratory requires substantial investment. Therefore, several other methods are used to test vehicles for fuel efficiency and pollutant emissions. In order to measure fuel economy, typically four different approaches are considered: (1) Vehicle testing using chassis dynamometer in a homologation laboratory (2) Engine testing using engine or bench dynamometer in a homologation laboratory Given the size and weight of trucks and buses, often only the engine is tested on a bench dynamometer to measure fuel economy and pollutant emissions. (3) Computer Simulation - Computer simulation of the whole truck (typically in combination with engine testing on a bench dynamometer) is a favoured option by industry. The Greenhouse Gas Emissions Model (GEM) simulation tool developed in the US adopts this strategy, complementing the vehicle modelling tool with engine dynamometer tests. (4) On-road testing of vehicles
15
Such as carbon dioxide (CO2), carbon monoxide (CO), hydrocarbons (HC), particulate matters (PM) and
nitrogen oxides (NOx)
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Table 4.4: Testing options for measurement of vehicle fuel economy S No
Type of test
Parts simulated
Cost of test
(1)
On-road Computer simulation Engine dynamometer Chassis dynamometer
None
Low
Countries considering fuel consumption norms for HDVs None
All
Low
US, EU, Japan, China
Road and nonengine components
High
US, EU, Japan
Road
Very High
(2) (3) (4)
China
The unit for measuring fuel consumption need not only be Litre per kilometre. For vehicle standards, Litre per tonne-kilometre can also be used to measure fuel consumption for trucks and buses. For engine standards, Litre per kWh can also be used to measure fuel consumption for trucks and buses. Further, fuel economy standards can also be developed instead of fuel consumption standards with units as inverse of fuel consumption units (like kmpl, tonne-km per litre, etc.). The fuel economy of the entire fleet of vehicles, in actual on-road conditions, depends on many factors and is difficult to measure. The difference between tested and in-use fuel economy is due to attributes of the vehicle, the driver and the road. In India, vehicles’ average age and road conditions are the main factors that keep average fuel economy lower. However, vehicle average size and embedded technologies also play an important role for the average on-road fuel economy. Isolating the exact impact of each factor is difficult because of limited data, therefore, the tested fuel economy of new vehicles based on various methods above is a good indicator of their performance in-use, but is likely to underestimate fuel consumption.
The fuel economy details of various vehicle models of trucks and buses are neither disclosed by the manufacturers nor collected by testing agencies like ARAI. ARAI, however, collects data for engine testing of trucks and buses models using engine or bench dynamometer. Therefore, setting up fuel consumption vehicle standards will require testing of various available models of buses and trucks prior to setting up the standards. Moreover, test cycles will have to be standardised for various categories for which standards are to be developed. On the other hand, engine test data (in Litre / kWh) could be used to setup engine standards for fuel consumption in the first phase, followed by vehicle standards for fuel consumption in subsequent phases.
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4.3 Key Technology areas for improvement in fuel consumption For establishing the fuel consumption standards for trucks and buses, a detailed consultation process with vehicle and engine manufacturers in India is required to be undertaken to evaluate various engine and other automotive technologies, which are commercially available or will be available in the next 5-10 years. These technologies have to be evaluated on the parameters such as impacts on fuel economy, ease of integration into the MD/HD truck manufacturing process and associated costs. Some important considerations while evaluating these technologies are the road conditions and emission standards in India, which might limit the impact of technologies due to practical reasons. International Energy Agency (IEA) has classified some of the technological measures to improve fuel efficiency into:
Engine: including auxiliary aggregates such as cooling, power steering and the braking system;
Drive-train: transmission, including any hybridisation system;
Vehicle: chassis, bodywork (including fairings and other aerodynamic devices), trailer and tyres;
ITS/ICT: intelligent transport systems and information/communication technologies to help drivers optimise in-use fuel economy.
Driving pattern of commercial vehicles employed for inter-city use is characterised by lower average speeds, frequent acceleration and deceleration, and frequent stops. Optimisation of fuel efficiency in such cases can be achieved by improving engine and drive-train efficiency and introducing technologies such as “idle-off” and hybridisation. Long-haul services are mostly carried out at high and fairly constant speeds, so improving aerodynamics and reducing rolling resistance are key measures. Table 4.5: Truck fuel economy improvement technology matrix Category
Technology
Engine
Variable valve actuation
1% to 2%
Technology cost range (USD) 300 to 600
Engine
Sequential turbo/downsizing
Up to 5%
NA
Engine
Speed control (injection)
Up to 5%
NA
Engine
Oil and water pump with variable speed
1% to 4%
NA
Engine
Controllable air compressor
3.50%
~200
Engine
Smart alternator, battery sensor electric accessory drive
2% to 10%
NA
Engine
Start/stop automatic
5% to 10%
600 to 900
Engine
Dual fuel systems
10% to 20%
~33 000
Fuel improvement potential
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Up to 4%
Technology cost range (USD) 800 to 1 000
Turbocompound (mechanical/electric)
4%/7%
~3 000/8 000
Bottoming cycles/waste heat recovery (e.g. organic Rankine)
1.5% to 10%
15 000 to 16 000
1%
NA
4% to 6%
4 500 to 6 000
Category
Technology
Engine
Pneumatic booster: air hybrid
Engine Engine Drive Train Drive Train
Eco roll freewheel function Automated manual transmission
Fuel improvement potential
Market ready
Drive Train
Full hybrid
15% to 30% urban 4% to 10% long haul
30 000 to 33 000
Drive Train
Flywheel hybrid
15% to 22% urban 5% to 15% long haul
~4 500
Drive Train
Hydraulic hybrid
12% to 25% urban Avg 12% long haul
~13 000
Vehicle
Low rolling resistance tyres
5%
300 to 500
Vehicle
Aerodynamic fairings
0.5% to 5%
1 500 to 1 700
Vehicle
Aerodynamic trailer/boat tail
12% to 15%
4 500 to 5 000
Vehicle
Single wide tyres
5% to 10%
~1 700
Vehicle
Light-weight materials
2% to 5%
~2 000 to 5 000
Vehicle
Active aerodynamics
Up to 5%
~1 600
ITS/ICT
Predictive cruise control
2% to 5%
~1 900
ITS/ICT
Driver support system
5% to 10%
NA
ITS/ICT
Acceleration control
Up to 6%
NA
ITS/ICT
Vehicle platooning
Up to 20%
NA
Notes: Text in italics indicates short-haul, medium freight trucks; shaded text indicates long-haul, heavy-duty trucks; remaining pertains to all truck types. NA = not applicable. Sources: IEA, 2010a; Hill et al., 2011; Cooper et al., 2009; Duleep, 2011; Law, K. et al., 2011; NRC, 2010a.
Most of the technologies listed above are already commercially available or will be available within the next five to ten years. The above table indicates there is sufficient scope for improvement in fuel efficiency of trucks and buses by utilisation of commercially available technologies.
In US, M&HCV norms (for MY 2014-2018) are based only on improvement in engines and rolling resistance of tyres. Even by considering only two attributes, the US is targeting improvement of around 12 per cent - 17 per cent in pickup trucks and vans, 6 per cent - 9 per cent in vocational vehicles and 10 per cent - 23 per cent in tractors. The US is working on next set of norms wherein targets will be based on improvement in the whole vehicle, which will be significantly stringent than the present norms. As per ICCT estimates, approximately 20 - 30% fuel consumption reduction is possible using off-the-shelf technologies and technologies that will be available in the 2015-2020 timeframe.
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Table 4.6: Key Technology Areas for improvement in fuel consumption using off-the-shelf technologies and technologies that will be available in the 2015-2020 timeframe Light HD Truck
Medium HD Truck
Heavy Combination Tractor
Large Transit Bus
Engine
2-5%
4-10%
8-12%
4-7%
Transmission and driveline
3-7%
4-8%
2-5%
2-5%
Aerodynamics
< 2%
2-5%
8-12%
< 2%
Tires
2-5%
2-5%
8-12%
2-5%
Light weighting
1-2%
1-2%
1-3%
1-5%
Particulars
15-20% 15-25% 5-7% 20-25% Hybridization Note: For each vehicle type, the overall FC benefits that can be achieved are highly dependent on the assumed baseline levels, drive cycles, payload, etc. Source: ICCT- Anup Bandivadekar presentation on “Heavy-Duty Vehicle Fuel Efficiency Regulatory Developments around the World”- 3rd July, 2012
4.4 Developing Fuel consumption standards for India One of the pre-requisites for development of fuel consumption standards is collection of baseline data for various models of buses and trucks under pre-defined test conditions. As discussed in the earlier section, for establishing the baseline for fuel consumption standards, fuel consumption or fuel economy data under standardised test conditions is required for each model of buses and trucks for all manufacturers for the baseline year. The fuel consumption baseline data is required as per the selected unit in which standards will be defined. For instance, units for vehicle standards can be Litre per kilometre, Litre per tonne-kilometre, Litre per 100-km, etc. and for engine standards, Litre per kWh, Litre per kilometre, Litre per 100-km, etc. Further, fuel economy standards can also be developed instead of fuel consumption standards with units as inverse of fuel consumption units (like km per litre, tonne-km per litre, etc.). One of the biggest challenges for developing fuel consumption standards for trucks and buses is nonavailability of any reported fuel economy data of trucks and buses, either by manufacturers or government bodies like ARAI (except engine testing data). For the purpose of illustrating the framework for developing the fuel consumption standards for trucks and buses, we have relied on onroad data collected from our interactions with a few stakeholders (including fleet operators) and secondary research of information available in public domain. However, this data is inconsistent in terms of various parameters like payload under which fuel efficiency is measured (full-load / halfload), average driving route conditions, etc. and is only illustrative for the purpose of illustrating the framework for developing the fuel consumption standards for trucks and buses.
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Since the baseline data has to be collected under pre-defined test conditions, the data we have used to indicate the baseline has to be further refined by elaborate testing of different categories of trucks and buses as defined in the earlier section. Our illustrations for vehicle and engine fuel consumption standards in this section are limited by the availability of fuel efficiency data for trucks and buses in India. For our illustrations, we have defined fuel consumption in Litre per 100-km for vehicle standards and fuel efficiency as km/l for engine standards.
4.4.1 Vehicle standards Fuel consumption for various models of trucks and buses are plotted in the charts below based on the on-road data collected for each of them. In case of trucks, we have plotted fuel consumption in L/(100-KM) against GVW and payload of the corresponding vehicle. Trucks are designed to carry freight and therefore, establishing standards based on payload for trucks is an appropriate attributebased fuel consumption metric. The green line at the top of data points in the charts above indicates hypothetical standards for the baseline year. All data points below the green line indicate compliance by each of the commercial vehicle manufacturer (for all models) in the baseline year. Figure 4.1: Baseline fuel consumption data for trucks (for illustrative purpose only)16
Source: PCRA, IMaCS Analysis
16
Note: Data shown in the charts in this section is for illustration purpose only since it is based on the on-road
data for various models of buses and trucks. For defining of standards, the baseline data in above format has to be collected for a particular model year of all categories of buses and trucks under defined test conditions.
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Figure 4.2: Baseline fuel consumption data for buses (for illustrative purpose only)
L/(100-km) vs. GVW L/(100-km)
40
y = 1.6406x + 3.312
30 20 10 0 0
5
GVW 10
15
20 Source: PCRA, IMaCS Analysis
Establishing fuel consumption standards for trucks and buses is significantly challenging because of a wide range of tasks they are designed to perform. The proposed standards have to be structured such that the size and power of heavy-duty vehicles is not constrained. The targeted fuel economy improvement for various categories of trucks and buses is indicated in the table below:
Table 4.7: Targeted fuel economy improvement in 2020, 2025 (for illustrative purpose only) Vehicle Categories
Category Name
Category details
% improvement in fuel economy till 2020
% improvement in fuel economy till 2025
Trucks Category – I
Light Duty Vehicles
GVW ≤ 7.5t
12%-14%
30% - 35%
Category – II
Medium Duty Vehicles
7.5t < GVW ≤ 16t
14% - 16%
35% -40%
Category – III
Heavy Duty Vehicles
GVW > 16t
18% - 20%
45% -50%
Light Duty Vehicles Medium & Heavy Duty Vehicles
GVW ≤ 7.5t
12%-14%
30% - 35%
GVW > 7.5t
16%-20%
40% - 50%
Buses Category – I Category – II
We have indicated two set of targets, one for the year 2020 and other for 2025. The targets for 2020 are relatively less stringent since they are mainly based on improvements in engine technology. The targets increase in stringency after 2020 since additional suite of technologies would be considered for achieving the target standards for 2025. These targets are also in line with the ICCT estimates regarding fuel consumption reduction using off-the-shelf technologies and technologies that will be available in the 2015-2020 timeframe as discussed in previous section. The fuel economy target for each manufacturer is determined from the sales-weighted average of the attribute, e.g., fuel consumption target based on sales-weighted average GVW for the manufacturer.
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The slope of this curve is the key factor in determining whether an incentive exists to sell heavier vehicles. A relatively flat curve means that heavier vehicles are not given much leeway with their targets. In general, a heavier vehicle has more scope for improvement in fuel consumption. The slope should typically be set for creating an incentive to reduce vehicle weight. The slope of the hypothetical standard line in 2020 and 2025 needs to be flatter for adequate stringency for all classes of manufacturers.
Figure 4.3: Fuel consumption targets for trucks 2020, 2025 (for illustrative purpose only)
Source: PCRA, IMaCS Analysis
Source: PCRA, IMaCS Analysis
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As indicated in the graphs above, the hypothetical standard line for trucks is: For Fuel consumption vs. GVW: Hypothetical standard line for 2020: Fuel consumption (L/(100-KM)) = 0.8943 x GVW + 8.502 Hypothetical standard line for 2025: Fuel consumption (L/(100-KM)) = 0.6414 x GVW + 8.6564
For Fuel consumption vs. Payload: Hypothetical standard line for 2020: Fuel consumption (L/(100-KM)) = 1.3659 x Rated Payload + 10.507 Hypothetical standard line for 2025: Fuel consumption (L/(100-KM)) = 0.6794 x Rated Payload + 12.797
Figure 4.4: Fuel consumption targets for buses 2020, 2025 (for illustrative purpose only)
Source: PCRA, IMaCS Analysis
As indicated in the graphs above, the hypothetical standard line for buses is: Hypothetical standard line for 2020: Fuel consumption (L/(100-KM)) = 1.2828 x GVW + 3.4064 Hypothetical standard line for 2025: Fuel consumption (L/(100-KM)) = 1.002 x GVW + 3.2165
The above charts indicate a much flatter hypothetical standard line for 2020 and 2025 indicating progressively tighter norms for heavy-duty trucks and buses.
4.4.2 Engine standards In case of HDVs, the engine is the largest user of energy and offers major scope for improvement in fuel consumption. The US and Japanese HDV regulations are largely based on improvements in
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engines. In addition, the US HDV regulations have separate standards for engine to ensure improvements in both the engines and whole vehicle. As discussed in the previous sub-section, collection of baseline data for development of engine standards requires testing of various models of engines for all manufacturers for a baseline year under pre-defined conditions. For engines, the fuel consumption data can be collected in in terms of Litres per kWh, or Litres per km. An engine testing cycle typically consists of different modes with various combination of Load and Engine speed. Each mode is then assigned a weighting factor to reflect the actual on-road driving conditions to arrive at the engine performance.
The biggest challenge for defining the engine efficiency standards is the absence of any defined testing cycle for the engines, which could be used as the basis for defining the engine efficiency norms. For the purpose of illustrating the framework for developing the engine efficiency standards, we have relied on secondary research of information available in public domain. Since the baseline data has to be collected under pre-defined test conditions, the data we have used to indicate the baseline has to be further refined by elaborate testing of different models of engine as defined in the earlier sub-section. Figure 4.5: Baseline Engine efficiency data (for illustrative purpose only)
Source: Mr. M.K.Chaudhari, Sr. Deputy Director, ARAI presentation on “Fuel Economy Measurements- Indian Perspective”- 12th August, 2010
Data for various models of engines has to be collected and plotted as depicted above either in terms of Fuel Economy in km/l vs. Engine Power in kW or Engine Efficiency in Litres per kWh vs. Engine Power in kW for the baseline year.
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Figure 4.6: Engine efficiency targets 2020 (for illustrative purpose only)
Source: PCRA, IMaCS Analysis
Taking cognisance of the HDV policies across the globe, we have considered that improvements in engine technology will account for major share of fuel economy improvements until 2020.
As indicated in the graphs above, the hypothetical standard line for engine efficiency for 2020 is: Hypothetical standard line for 2020 LCVs: Fuel economy (km/l) = 23.916 x exp (-0.01 x Engine Power kW) M&HCVs: Fuel economy (km/l) = 8.2016 x exp (-0.003 x Engine Power kW)
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4.5 Estimation increase in fuel consumption by 2020, 202517 4.5.1 Case I : Current fuel economy scenario18 Fuel economy of buses and trucks has almost remained stagnant over the last five years. Change in emission regime from BS III to BS IV in some of the cities of the country has made the job of balancing the emissions and fuel economy tough for the bus and truck manufacturers. For estimating the diesel consumption in the country up to 2025 under Current fuel economy scenario, we have considered no improvement in the fuel economy of buses and trucks as compared to baseline data. Trucks, under Current fuel economy scenario The table below provides estimates for the annual diesel consumption by new trucks sold from 201516 onwards (i.e. during the proposed period for fuel consumption regulatory regime, in case fuel consumption standards are not implemented). As the number of new trucks on road (sold in or after 2015-16) increases, their share in diesel consumption will increase from 5.09 million tonne in 201516 to 72.76 million tonne in 2024-25 (Rs 287 billion in 2015-16 to Rs 4,110 billion in 2024-25, in value terms). Table 4.8: Estimated annual diesel consumption by “New trucks” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Current fuel efficiency scenario)
Year
2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25
17
Truck sales
1,156,771 1,276,046 1,395,322 1,514,597 1,633,873 1,753,148 1,872,423 1,991,699 2,110,974 2,230,250
Fuel consumed / truck purchased in the year p.a. (in litres)
Total fuel consumed by trucks purchased in the year p.a. (in mn tonne)
5,284 5,248 5,219 5,194 5,173 5,155 5,139 5,125 5,112 5,101
5.09 5.57 6.06 6.55 7.03 7.52 8.01 8.49 8.98 9.47
Total fuel consumed (trucks purchased from FY16 onwards)
(in mn (in Rs tonne) billion) 5.09 287 10.66 602 16.72 944 23.26 1,314 30.29 1,711 37.81 2,136 45.82 2,588 54.31 3,068 63.29 3,575 72.76 4,110 Source: PCRA, IMaCS Analysis
We have not assessed business as usual approach for estimation of fuel savings as we could not get any inputs
on expected fuel improvement over the next five to ten years from the vehicle or engine manufacturers. 18
For estimation of diesel consumption in value terms, we have assumed the price of diesel as Rs 47 per litre
until 2025 (approximately equivalent to current diesel retail price in Delhi)
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Buses, under Current fuel economy scenario The table below provides estimates for the annual diesel consumption by new buses sold from 201516 onwards (i.e. during the proposed period for fuel consumption regulatory regime, in case fuel consumption standards are not implemented). As the number of new buses on road (sold in or after 2015-16) increase, their share in diesel consumption will increase from 0.74 million tonne in 2015-16 to 9.36 million tonne in 2024-25 (Rs 42 billion in 2015-16 to Rs 529 billion in 2024-25, in value terms). Table 4.9: Estimated annual diesel consumption by “New buses” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Current fuel efficiency scenario)
Year
2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25
Bus sales
132,071 140,596 149,120 157,644 166,169 174,693 183,218 191,742 200,267 208,791
Fuel consumed / bus purchased in the year p.a. (in litres)
Total fuel consumed by buses purchased in the year p.a. (in mn tonne)
6,752 6,711 6,674 6,642 6,613 6,586 6,562 6,541 6,521 6,502
0.74 0.78 0.83 0.87 0.91 0.96 1.00 1.04 1.09 1.13
Total fuel consumed (buses purchased from FY16 onwards) (in mn (in Rs tonne) billion) 0.74 42 1.53 86 2.35 133 3.23 182 4.14 234 5.10 288 6.10 344 7.14 403 8.23 465 9.36 529 Source: PCRA, IMaCS Analysis
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4.5.2 Case II : Fuel consumption standards regime19 For estimating the diesel consumption in the country up to 2025 under Fuel consumption standards regime, we have considered phase-in approaches that get equivalent overall reductions with yearly improvements at 15-20-40-60-100 per cent for both Phase I (2015-16 to 2019-20) and Phase II (202021 to 2024-25) as compared to baseline data. Table 4.10: Targeted fuel economy improvement in 2020, 2025 (for illustrative purpose only) Vehicle Categories Trucks Category – I Category – II Category – III Buses Category – I Category – II
Category Name
Category details
% improvement in fuel economy till 2020
% improvement in fuel economy till 2025
Light Duty Vehicles Medium Duty Vehicles Heavy Duty Vehicles
GVW ≤ 7.5t 7.5t < GVW ≤ 16t GVW > 16t
12%-14% 14% - 16% 18% - 20%
30% - 35% 35% -40% 45% -50%
Light Duty Vehicles Medium & Heavy Duty Vehicles
GVW ≤ 7.5t
12%-14%
30% - 35%
GVW > 7.5t
16%-20%
40% - 50%
The estimates for annual diesel consumption by new trucks and buses sold from 2015-16 onwards under Fuel consumption standards regime (during the proposed fuel consumption regulatory regime) is discussed below. Trucks, under Fuel consumption standards regime The table below provides estimates for the annual diesel consumption by new trucks sold from 201516 onwards (i.e. during the proposed fuel consumption regulatory regime). As the number of new trucks on road (from the fuel consumption norms regime) increase, their share in diesel consumption will increase from 4.96 million tonne in 2015-16 to 60.7 million tonne in 2024-25 (Rs 280 billion in 2015-16 to Rs 3,429 billion in 2024-25, in value terms). Therefore, implementation of proposed norms is expected to limit the consumption of diesel by trucks in 2024-25 to around 60.70 million tonne as compared to 72.76 million tonne in absence of any norms.
19
For estimation of diesel consumption in value terms, we have assumed the price of diesel as Rs 47 per litre until 2025 (approximately equivalent to current diesel retail price in Delhi)
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Table 4.11: Estimated annual diesel consumption by “New trucks” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Fuel consumption standards regime)
Year
2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25
Truck sales
Average Fuel Efficiency (km/l)
Fuel consumed / truck purchased in the year p.a. (in litres)
Total fuel consumed by trucks purchased in the year p.a. (in mn tonne)
6.4 6.4 6.7 6.9 7.4 7.6 7.7 8.1 8.4 9.1
5,150 5,073 4,881 4,706 4,411 4,254 4,196 4,015 3,849 3,563
4.96 5.39 5.67 5.93 6.00 6.20 6.54 6.65 6.76 6.61
1,156,771 1,276,046 1,395,322 1,514,597 1,633,873 1,753,148 1,872,423 1,991,699 2,110,974 2,230,250
Total fuel consumed (trucks purchased from FY16 onwards)
(in mn (in Rs tonne) billion) 4.96 280 10.34 584 16.01 904 21.94 1,239 27.94 1,578 34.14 1,929 40.68 2,298 47.33 2,674 54.09 3,055 60.70 3,429 Source: PCRA, IMaCS Analysis
Buses, under Fuel consumption standards regime The table below provides estimates for the annual diesel consumption by new buses sold from 201516 onwards (i.e. during the proposed fuel consumption regulatory regime). As the number of new buses on road (from the fuel consumption norms regime) increase, their share in diesel consumption will increase from 0.73 million tonne in 2015-16 to 8.04 million tonne in 2024-25 (Rs 41 billion in 2015-16 to Rs 454 billion in 2024-25, in value terms). Therefore, implementation of proposed norms is expected to limit the consumption of diesel by buses in 2024-25 to around 8.04 million tonne as compared to 9.36 million tonne in absence of any norms. Table 4.12: Estimated annual diesel consumption by “New buses” purchased from 2015-16 onwards during 2015-16 and 2024-25 (under Fuel consumption standards regime)
Year
2015-16 2016-17 2017-18 2018-19 2019-20 2020-21 2021-22 2022-23 2023-24 2024-25
Bus sales
132,071 140,596 149,120 157,644 166,169 174,693 183,218 191,742 200,267 208,791
Average Fuel Efficiency (km/l)
Fuel consumed / bus purchased in the year p.a. (in litres)
Total fuel consumed by buses purchased in the year p.a. (in mn tonne)
5.5 5.6 5.8 6.0 6.3 6.5 6.6 6.9 7.1 7.6
6,604 6,517 6,301 6,100 5,762 5,579 5,508 5,296 5,099 4,760
0.73 0.76 0.78 0.80 0.80 0.81 0.84 0.84 0.85 0.83
Total fuel consumed (buses purchased from FY16 onwards) (in mn (in Rs tonne) billion) 0.73 41 1.49 84 2.27 128 3.07 173 3.87 218 4.68 264 5.52 312 6.36 359 7.21 407 8.04 454 Source: PCRA, IMaCS Analysis
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4.5.3 Estimated diesel consumption in India (trucks and buses) Under the current fuel economy scenario, the diesel consumption by trucks and buses in India is expected to increase from around 31.8 million tonne in 2011-12 to around 104.7 million tonne in 2024-25, thereby registering a CAGR of 9.6%. Trucks will continue to account for major share of diesel consumption with their share increasing from around 76% in 2011-12 to around 87% in 202425. Total diesel consumption by buses is expected to increase from 7.8 million tonne in 2012-12 to 13.7 million tonne in 2024-25. In contrast, under fuel consumption standards regime, the estimated diesel consumption by trucks and buses in India is expected to increase from around 31.8 million tonne in 2011-12 to around 91.4 million tonne in 2024-25, thereby registering a CAGR of 8.5%. Trucks will continue to account for major share of diesel consumption with their share increasing from around 76% in 2011-12 to around 86% in 2024-25. Total diesel consumption by buses is expected to increase from 7.8 million tonne in 2012-12 to 12.4 million tonne in 2024-25. Figure 4.7: Estimated increase in diesel consumption by trucks and buses in India 100.0 CAGR = 8.5%
in million tonne
80.0 60.0 40.0
10.7
11.3
11.6
12.1
12.4 Buses Trucks
74.4 78.9 60.7 64.8 69.2 56.4 47.6 52.1 38.3 42.9 34.0 30.3 24.0 26.9 7.8
20.0
9.9
10.3
11.0
11.9
12.3
8.3
8.9
9.5
0.0
Source: PCRA, IMaCS Analysis
4.5.4 Estimation of Fuel savings Based on the two scenarios discussed above i.e. Current fuel efficiency scenario and Fuel consumption standards regime, cumulative fuel savings due to the proposed program is estimated to be around 46.57 million tonne (around Rs 2,630 billion in value terms) over the ten year period 201516 to 2024-25. Fuel savings due to trucks contribute around 90 per cent of the savings under the proposed program. It should be noted that the benefits from the proposed program will be derived primarily over medium to long term (as vehicles on-road, purchased during duel consumptions norms
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regime achieve a sizeable share in overall vehicle parc). The quantum of fuel savings will increase from 0.14 million tonne in 2015-16 to 13.37 million tonne in 2024-25. Table 4.13: Estimated Fuel savings20 from the proposed program Fuel savings from trucks Year
Diesel savings (in mn tonne)
Value at constant price (in Rs billion)
Fuel savings from buses Value at Diesel savings constant (in mn tonne) price (in Rs billion) 0.02 0.9
Total Fuel savings Value at Diesel constant savings (in price mn tonne) (in Rs billion) 0.14 8.2
2015-16
0.13
7.3
2016-17
0.31
17.8
0.04
2.2
0.35
20.0
2017-18
0.71
39.9
0.09
4.8
0.79
44.7
2018-19
1.32
74.7
0.16
8.8
1.48
83.5
2019-20
2.36
133.2
0.27
15.5
2.63
148.7
2020-21
3.67
207.5
0.42
23.7
4.09
231.2
2021-22
5.14
290.5
0.58
32.8
5.72
323.3
2022-23
6.98
394.4
0.78
44.0
7.76
438.4
2023-24
9.20
519.8
1.02
57.4
10.22
577.2
2024-25
12.05
681.0
1.32
74.5
13.37
755.5
Total
41.88
2,366.0
4.69
264.7
46.57 2,630.7 Source: PCRA, IMaCS Analysis
India imports more than 80 per cent of its crude oil to meet the domestic demand, therefore, fuel savings from the proposed program can have substantial positive impact on the economy of the country over medium to long term. With transport sector being the major driver of oil demand, even a small change in fuel consumption pattern in the sector can save substantial savings in terms of oil consumption. The proposed program will also result in significant reduction in emissions as well. With other countries around the globe formulating norms for HDVs and global automotive marketplace becoming highly integrated, such programs are the need of the hour for a country like India which is making significant efforts to establish the country as a major auto manufacturing hub in the world.
20
For estimation of diesel consumption in value terms, we have assumed the price of diesel as Rs 47 per litre until 2025 (approximately equivalent to current diesel retail price in Delhi)
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4.6 Implementation roadmap - Draft time schedule for implementation of the program I
Planning Phase
a)
Preliminary study to develop a framework for fuel consumption standards
1 Year
Finalise strategy for testing of fuel efficiency of trucks and buses under standard b)
test conditions (chassis dynamometer or engine dynamometer or computer simulation or a combination of these three methods)
c) d)
e) f) g)
Development of test cycles for testing of trucks and buses Setup of testing infrastructure for testing of trucks and buses to collect fuel efficiency data under standard test cycles Design fuel consumption standards for trucks and buses - both engine standards and vehicle standards Decide schedule of implementation of fuel consumption standards Develop methodology for measurement of fuel efficiency of trucks and buses (post implementation)
h)
Define fuel economy information and labelling mechanism
i)
Define policy measures for implementing the fuel consumption standards
II
Consultation Phase
j) k)
6 months
Consult with various stakeholders on policies framed and schedule of implementation of fuel consumption standards Based on consultations, finalise:• Fuel consumption standards for trucks and buses - both engine standards and vehicle standards • Schedule of implementation of fuel consumption standards • Fuel economy information and labelling mechanism • Policy measures for implementing the fuel consumption standards
III
Implementation Phase
6 months
Decide fuel economy certification process and compliance monitoring mechanisms Vehicle testing and monitoring as per strategies developed for implementation
Targeted enforcement of fuel consumption standards:- 2015-16
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As discussed, lack of availability of standardised data is the biggest challenge for development of fuel consumption norms in India. Fuel economy details of various vehicle models of trucks and buses are neither disclosed by the manufacturers nor collected by testing agencies like Automotive Research Association of India (ARAI). Implementation of vehicle and engine standards would require collection of baseline data of all existing models of Diesel (Engine driven) trucks & buses as well as diesel engines under pre-defined testing conditions. Therefore, the focus in the initial phase i.e. the Planning phase should be on developing the fuel consumption framework and testing strategy for testing of diesel (engine) driven trucks and buses. This phase will involve defining test cycles and standard test conditions under which fuel economy data would be recorded. This phase will also involve defining policy measures for implementing fuel consumption standards. ARAI, being the premier automotive technology institution in India, will have to play a pivotal role in design, implementation and enforcement of these standards. In the Consultation phase, focus shall be on bringing various stakeholders including OEMs, testing agencies, government bodies and other related institutions on board to hold discussions on policies and schedule of implementation of fuel consumption standards and build consensus across various stakeholders. This phase would involve detailed discussions on fuel consumption standards and practical considerations in implementation of these standards. The discussions would also involve review of policy measures, which would accelerate the process of acceptance of fuel consumption standards. Tax incentives such as reduction in excise duty (currently at 12% for trucks and buses) for models compliant with finalised fuel consumption standards will promote the use of fuel-efficient vehicles in future. Japan had taken a similar approach wherein they offered incentives such as reduction in Acquisition tax and Tonnage tax for vehicles, which were compliant with the 2015 fuel efficiency standards (refer Table 3.20: Tax incentives on fuel-efficient and low-emissions vehicles for details on tax incentives on fuel-efficient and low-emissions vehicles provided under HDV regulations in Japan). Based on the feedback and concerns of various stakeholders, fuel consumption standards and policy measures for their implementation shall be finalised. The Implementation phase will involve vehicle testing as per defined standards and establishing a monitoring framework for the program. Considering the existing number of diesel (engine driven) trucks and buses, significant ramp of testing facilities in India is required for collection of baseline data and monitoring the program in the Implementation phase. ARAI can be the key nodal agency for coordinating with various testing facilities and other agencies to facilitate the collection of data and enforcement of standards in India.
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5 OVERVIEW OF TESTING FACILITIES IN INDIA
5.1 Introduction During the last decade, India has emerged as an important auto-manufacturing destination for the global vehicle manufacturers. In the light of demand for global safety, emission and performance norms, development of world-class Testing, Certification and Homologation facilities was critical for creating a globally competitive automotive ecosystem in India. Automotive Research Association of India (ARAI) was the premier government institute providing expertise in the areas of design & development and know-how for manufacturing & testing of vehicles. However, rapidly growing automotive industry, along with development of major auto-hubs across India had created a major gap in testing and R&D infrastructure, which could not be filled by existing government automotive testing facilities. Since testing and validation infrastructure is critical to the product development, OEMs started investing heavily in establishing their own testing facilities. Taking cognizance of the fact and with the aim of addressing one of the most critical handicaps in the overall growth of automotive industry in India, Department of Heavy Industry came with a program christened National Automotive Testing and R&D Infrastructure Project (NATRiP). NATRiP is the most significant initiative taken by the Department of Heavy Industry for establishing much-needed world-class automotive testing, validation, R&D and homologation facilities in India. In addition, several other engine manufacturers, component manufacturers and institutions have facilities for engine testing including: 1. Indian Institute of Petroleum (IIP), Dehradun 2. Indian Oil Corporation (IOC) 3. Bosch Technical Center India, Bangalore 4. Dr B R Ambedkar National Institute of Technology, Jalandhar
5.2 Automotive Research Association of India (ARAI) ARAI was set-up in 1966 as a co-operative industrial research association established by the automotive industry with the Ministry of Industries, Government of India. ARAI is the leading institute in India providing technical expertise in R&D, testing, homologation and framing of vehicular regulations. Located in Pune (Maharashtra), ARAI has state-of-the-art technology, equipment, laboratory facilities and highly qualified and experienced personnel. ARAI is amongst the few institutes in India, which has capabilities of conducting Engine dynamometer, computer simulation as well as chassis dynamometer testing of heavy-duty vehicles.
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Table 5.1: ARAI Testing facilities Testing Lab
Facilities
Vehicle Evaluation Laboratory
Emission Certification Laboratory
Safety & Homologation Laboratory
Automotive Materials Laboratory
Test and certification of all types of motor vehicles, as well as Construction Equipment Vehicles as per Indian standards Homologation of vehicles for expert as per International standards, viz. EEC/ECE/ADR etc Validation/ Endurance tests under Indian road, load and climatic conditions Performance evaluation of all types of vehicles with respect to parameters like brakes/ ABS, max. speed, Pass-by-Noise, fuel consumption, gradeability etc. Emission testing of 2/3 wheelers, passenger cars, LCV and HCV Export homologation Engine certification for commercial vehicles, tractors, construction equipment and genset Particulate size measurement including nano-particles After-treatment device evaluation Mileage accumulation Special projects like ambient air quality, emission inventory, source apportionment etc. Evaporative emission measurement in SHED facility Full frontal crash Air bag deployment Side door intrusion Head restraint impact Helmet impact Safety glass impact Steering impact Mirrors Lighting and signalling devices Wind screen/ wiper systems Automotive bulbs Speed limiting devices Wheel rims Horns CNG/LPG components Brake hoses Chemical analysis of materials Testing of fuels/oils/fluids/engine coolant Vehicle exhaust/air quality analysis Physical and mechanical properties Metallurgical failure analysis Electrical and thermal properties Source: ARAI
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5.3 National Automotive Testing and R&D Infrastructure Project (NATRiP) NATRiP is one of the most ambitious programs in automotive sector on setting up of world-class automotive testing and R&D infrastructure in India. The program aims to provide globally competitive automotive ecosystem in India by deepening manufacturing, encouraging localized R&D, boosting exports, converging India’s unparalleled strengths in IT and electronics with automotive engineering sectors. NATRIP aims at facilitating introduction of world-class automotive safety, emission and performance standards in India and also to ensure seamless integration of Indian automotive industry with the global industry. NATRiP envisages an investment of Rs 1718 crore (about USD 380 million) in independent automotive testing centres within the three automotive hubs in the country, at Manesar in Northern India, Chennai in Southern India and Pune & Ahmednagar in Western India. Table 5.2: List of NATRiP testing centers S. No.
Center
Location
1
International Center for Automotive Technology (iCAT)
Manesar
2
National Automotive Test Tracks
Indore
3
Global Automotive Research Center
Chennai
4
National Institute for Automotive Inspection, Maintenance & Training (NIAIMT)
Silchar
5
National Center for Vehicle Research and Safety (NCVRS)
Rae Bareli
6
Automotive Research Association of India (ARAI)
Pune
7
Vehicle Research & Development Establishment (VRDE)
Ahmednagar Source: http://www.natrip.in
NATRiP has planned up-gradation of ARAI and VRDE facilities with and investment of Rs 270 crore and Rs 46.50 crore respectively. Powertrain Vehicular Test Lab, Passive Safety Lab, Fatigue test lab, Client Workshop and General store and Maintenance workshop are some of the facilities planned at ARAI under NATRiP. Up-gradation of facilities at VRDE includes setting up a state-of-the-art Electromagnetic Compatibility (EMC) lab and multi-friction braking test track (ABS testing). Details of facilities at other centers are given in the tables below.
Table 5.3: Details of testing facilities at iCAT, Manesar Lab Powertrain Vehicular test lab
Active & Passive Safety
Facilities Testing of vehicles, Engines and powertrains for their performance with respect to power, efficiency and emissions etc. Mileage accumulation, different types of engine/chassis dynamometers, controlling and measuring equipment and instrumentation Testing of vehicles for Active Safety requirements like brakes, speed governors, lighting etc Testing for Passive Safety requirements such as seats, seat belts, air bags, crash, pedestrian safety, etc.
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Jun-13
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Lab
Component Evaluation & Fatigue
Materials
EMI / EMC
Noise Vibration Harshness
Powertrain Lab
Vehicle Evaluation Laboratory (VEL)
Testing Tracks
Schedule Readiness
Facilities Certification, Homologation/ development testing as per CMVR, OEMs specific standards, national and other international standards. The facilities available are broadly classified in the following major heads:
Jun-13
Photometry testing related to all Lighting & Signaling Devices intended for use in automotive applications. Mechanical, Environmental & Electrical testing related to active & passive safety automotive components including all Lighting & Signaling Devices. Physical and mechanical property testing of metallic and non-metallic materials Metallographic studies Chemical analysis and identification of materials Measurement of electrical and thermal properties Testing of fuel, oil and brake fluid Testing of engine coolants Electro Magnetic Compatibility of electrical or electronic equipment fitted in automobile Semi-anechoic chamber for full vehicle capable to accommodating vehicle upto 10 tonnes unladen weight Semi-anechoic Chamber for Components and sub-systems Full-vehicle internal and external noise analysis, from 2&3 Wheelers to Heavy Duty Vehicles and buses Full-vehicle squeaks & rattles analysis Sub-system level NVH services, including: Noise transmission losses and noise absorption Stand-alone sub-system testing Engine noises Transmission noises Engine + transmission Sub-systems squeak & rattle analysis Powertrain Lab carries out emission testing for certification and developmental purpose. All categories of vehicle and engine can be tested Vehicle Emission Test Cell – Chassis Dynamometer for 2/3 Wheeled vehicle Testing Universal Dynamometer for 2/3/4 Wheeled Vehicle Testing Engine Emission Test Cell – Engine Dynamometer testing Type Approval testing of all types of vehicles including CNG / LPG and Construction Equipment Vehicles, in accordance with the Rules laid down under Central Motor Vehicles (Amendment) Rules,1989. VEL also undertakes sponsored (developmental) testing, for Original Equipment manufacturers /importers, as per National / International Standards / Regulations. Oval Track Breaking Surface Track Comfort Track External Noise Track
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Dec-13
Mar -13 April -13 April -13 Completed
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Lab
Facilities Steering Pad Water (Flood) Track Test Hill Track
Schedule Readiness Completed Completed June-13 Source: http://www.natrip.in
Global Automotive Research Center, Chennai is proposed to have certification facilities to conduct the performance testing of full range of vehicles. It will also house a centre for excellence for Passive safety, EMC AND Automotive infotronics. Table 5.4: Proposed testing facilities at Global Automotive Research Center, Chennai Lab Powertrain Lab
Advance safety passive Lab
Infotronics Lab
CAE/CAD Software Lab
Facilities Mileage accumulation chassis dynamometer
Vehicle emission test cell Engine emission test cell Climatic vehicle test cell Instrumentation Shed and other supporting facilities Crash core facility Frontal impact testing Offset impact testing Side, rear and pole impact testing Static, dynamics and corkscrew rollover testing Car to car impact testing Sled testing Pedestrian and occupant safety Lab& airbag testing
Netintercomm Validation test bench Generic tools for calibration, measurement and diagnostics of ECU’s and measurement from external sensors Fleet validation test bench Rapid prototyping Single ECU test bench Aiding the engineering tasks Create, modify, analyse or optimise a design
Schedule readiness Commissioned
Dec-13
Dec-13
Mar-13
Dec-13
Jul-13
Components Laboratory
Vehicle Semi Anechoic chamber for performing EMC test on Vehicle from 2 wheelers upto HCV Photometry Lab – Testing and certification of lighting, light-signalling devices for motor vehicles and reflex-reflectors for automotive vehicles Bulb testing lab – Testing, calibration and certification of bulbs Certification – safety related components and tilt test platform
Fatigue Lab
Electrodynamics vibration shaker with climatic chamber
Commissioned
MAST (Multi Axel Shaker Table) with climatic chamber and UTB (Universal Test Bench’s)
Jun-13
EMC Lab
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Lab
Facilities
Testing Tracks
Oval Track Test Hill Track Breaking Surface Track Steering Pad External Noise Track
Schedule readiness Dec -13 March -13 May -13 Feb-13 Jan-13 Source: http://www.natrip.in
National Automotive Test Tracks (NATRAX), Indore is envisaged to be a proving ground set-up on 4,140 acres for comprehensive testing and evaluation of all type of vehicles. The facility will have all types of surface type to test vehicles against varying terrains and stringency. Table 5.5: Proposed testing facilities at National Automotive Test Tracks, Indore
Kinematic and compliance test rig – for testing of small cars and LCV
Schedule readiness Installation and commissioning on-going at the site May-2013
Damper test rig and steering test rig
April-2013
Lab
Powertrain Lab
Vehicle Dynamics Lab
Testing Tracks
Facilities Vehicle test cell – chassis dynamometer testing Emission Analyser -
Elastomer test rig – characterisation test for suspension bushes and April-2013 engine mount Steering test rig – for performance testing, static strength test and April-2013 endurance test on both manual and power steering High speed track Dec -14 Dynamic platform Jun-13 Straight braking track Jun-13 Hill Track Jun-13 Fatigue track Dec-13 Gravel and off-road Dec-13 Dry handling circuit Dec-13 Comfort track Jun-13 Handling track – 2 & 3 Wheelers Mar-14 Sustainability track Mar-14 Wet skid pad Mar-14 Aqua Planning in curve Mar-14 Noise track Jun-13 General Road Mar-14 Source: http://www.natrip.in
At National Institute for Automotive Inspection, Maintenance & Training (NIAIMT), NATRiP has set up a Hill Driving Training Institute, Mechanics Institute and Inspection & Maintenance Center (I&M) at two campuses of Dholcura and Jaffirbund.
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Table 5.6: Proposed facilities at NIAIMT, Silchar Lab
Facilities Diesel engine lab Gasoline engine lab Diagnostic and repair lab Auto electronics and systems lab
Schedule readiness Dec-12
Mechanical training institute
Inspection and Maintenance station
Inspection of fitness certification of Light and Heavy duty vehicles
Dec-12
Source: http://www.natrip.in
National Center for Vehicle Research and Safety (NCVRS), Rae Bareli is being planned to house a full-fledged homologation and performance test facility for agricultural tractors and off-road vehicles, develop capability for specialised vehicles driver training and the National Accident Data Analysis Center. Table 5.7: Proposed testing facilities at National Center for Vehicle research and Safety, Rae Bareli Lab
Schedule readiness
Facilities
Powertrain Lab
Homologation and basic R&D of tractors and off-road vehicles
Noise Vibration Harshness
Homologation (tractors)
Fatigue and Certification Lab Accidental Data Analysis Centre (ADAC) Test Tracks
Homologation and basic R&D of tractors and off-road vehicles Designed for regional research programs and creation of Regional Data Accident compiling network
Oval Test Track Braking Surface Track Fatigue Track and Wet Immersion Test Hill Track External Noise Track Dry and Wet Field Off-Road Circuit Multipurpose Training Circuit for Tractors
Land acquisition for setting up of facilities in process Commissioned in Feb-11
Expected to be ready after 24 months of possession of land
Source: http://www.natrip.in
5.4 Vehicle Research & Development Establishment (VRDE) Established in 1980, under the aegis of Defence Research and Development Organisation (DRDO), VRDE was the first automotive testing facility in India. The institution is capable of undertaking innovative development of vehicles incorporating latest technologies. The National Centre for Automotive Testing (NCAT), a separate division of VRDE, provides one stop solution to all vehicles testing and evaluation requirements of Defence Services as well as automotive industry. National Centre for Automotive Testing (NCAT), consists of test tracks, emission, photometry, EMI / EMC
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and safety laboratories with support infrastructure to provide a one stop solution to the testing requirements of Indian Automotive Industry & Defence Services. NCAT is an approved agency for testing and evaluation of vehicles and their sub systems / components for certification for compliance to various national and international standards and regulations. Table 5.8: List of testing facilities at VRDE Testing Lab
Engine Testing Facility
Instrumentation
Emission Laboratory
Photometry Laboratory
EMI/ EMC Laboratory
Facilities Facilities available for testing of engines and study of all parameters under various test conditions and endurance Hydraulic Dynamometers for testing up to 1000 hp Eddy Current Dynamometers up to 1000 hp Thrust cradles for measurement of thrust up to 200 kg The NCAT maintains well-equipped Instrumentation laboratory for the measurement of on-road performance parameters of the vehicles as per the legislative requirements and custom specified tests. The major test instrumentation facilities are. Non-contact optical speed & distance measurement systems EEP-2, EEP-3, Micro EEP-10 and DAS 1A Pass by noise measurement system Ex. M/s Bruel & Kjaer, Denmark Gyro platform for pitch, roll and yaw measurement Measurement of steering wheel Ex. M/s Datron Messtechnik, Germany Steering torque / angle measurement system Dynamic simulation software – ADAMS Correlation software ‘n code’ Ride quality meter Fuel flow meters (positive displacement type) High speed multi-channel data acquisition systems Draw bar pull measuring Equipment 8 – Channel thermal array recorder Electro-dynamic vibration shaker Measurement of mass emission (HC, CO & Nox) of SI and CI vehicles and heavy-duty CI engines Measurement of particulates from diesel engine vehicles Smoke level measurement of diesel engines. Power & SFC measurements Testing & certification of gas analyzers and smoke meters Idling emission measurements Evaporative emission determination from gasoline vehicles Assessing photometric, Colorimetric and Visibility parameters like luminous flux, reflectance / transmittance, haze, retro-reflection, colour, luminance, illuminance, optical distortion, etc. Evaluation of all types of automotive lamps, signalling devices and reflex reflectors for certification as well as research and development purposes OATS measuring 60 meters diameter complying to ANSI C63.4 EMI receiver from frequency 5 Hz to 40 GHz for peak / quasi peak / average measurements
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Testing Lab
Facilities TEM cell up to 250 MHz Broad band dipole, log periodic, biconical, double ridge hom type of antennae to cover from 5 Hz to 40 GHz frequency range Signal generator Tuned dipole set for site calibration Vibration Test - for simulated test of automotive sub-systems for vibration endurance as per standards including the MIL standards. Calibration Lab - This lab consists of world-class calibration equipment traceable to NIST/NPL standards for pressure, load, Automotive and Allied Test Systems temperature, acceleration, vibration & electric parameters. The lab has become an important work center for checking sensors, gauges, transducers, measuring and testing equipment for ensuring quality in research, development and testing. For testing related to the structural dynamics of the automotive chassis systems and their components for structural rigidity in endurance mode. Testing of suspension units and running gear of infantry combat Structural Dynamics Laboratory vehicles (tracked) and vehicular systems of armoured wheeled vehicles Activities include testing of component stiffness, design validation, vehicle component/subsystem acceptance, durability testing, and fatigue Source: http://drdo.gov.in/drdo/labs/VRDE/English/index.jsp?pg=facility.jsp
Various types of test tracks and facilities are available at NCAT for exclusive automotive testing. These are spread over an area of 450 acres. The test tracks simulate a variety of ground/ road surface conditions, which a vehicle normally encounters during its lifetime. Table 5.9: Details of testing tracks at VRDE Test Track
Automotive Performance
Accelerated Endurance
Details Vehicle performance parameters like, maximum speed, acceleration, fuel consumption, high speed braking efficiency, coast down and road load data and noise levels of the vehicles are evaluated by using following tracks: High speed track 4.2 km long circuit with suitable banking at bends for speeds up to 150 kmph Straight track 2 km long Noise track conforming to IS 3028 Specially designed tracks have been created to check the overall ride comfort and for accelerated endurance evaluation i.e. fatigue life prediction of vehicles. Belgian Pave Track Pot Hole Track Corrugated Track (50 mm & 100 mm)
Ride & Handling Evaluation
Long wave Pitching Track Steering Pad Serpentine Track (4 wheeler & 2 wheeler)
Mobility Evaluation
Mud track
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Test Track
Details Sand track Wading Troughs Gradient (7o, 10 o, 15 o, 25 o & 30 o) Cross Country track Step Climbing facility Ditch crossing facility Source: http://drdo.gov.in/drdo/labs/VRDE/English/index.jsp?pg=facility.jsp
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ANNEXURE I: ILLUSTRATIVE SPECIFICATIONS OF DIESEL ENGINES FOR TRUCKS AND BUSES IN INDIA Diesel Engine Classification Engine Size
Power Rating
Small
less than 188 kilowatts, or 252 horsepower
Medium
188 to 750 kilowatts, or 252 to 1,006 horsepower
Large
greater than 750 kilowatts
Applications
Features
Automobiles and light trucks Most commonly produced diesel Agricultural and construction engine type applications Typically direct-injection, in Small stationary electrical-power line, four- or six-cylinder generators engines Mechanical drives Direct-injection, in-line, sixcylinder turbocharged and aftercooled engines
Heavy-duty trucks
Marine Locomotive and mechanical Direct-injection, turbocharged drive applications and aftercooled systems Electrical-power generation
Illustrative specifications of Cummins diesel engines for trucks and buses in India
Engine
Bore x Stroke
Rated Power (HP)
Peak Torque (Nm / RPM)
Emission Norms
6
102 x 120
130 @ 2500
490 @ 1500
BS-III
6
102 x 120
155 @ 2500
605 @ 1500
BS-III
Engine Model
No. of Cylinder
B5.9 130
B5.9 155 B5.9 Mechanical BS III
ISBe
Displacement
5.9 Litre B5.9 180
6
102 x 120
180 @ 2500
675 @ 1500
BS-III
B5.9 215
6
102 x 120
215 @ 2500
800 @ 1500
BS-III
ISBe 140
4
Euro ¾
4
550 @ 1100
Euro 5
ISBe 150
4
580@ 1400
Euro 6
ISBe 160
4
600 @ 1700
Euro 3/4
ISBe 160
4
140 @ 2500 140 @ 2500 150 @ 2300 160 @ 2500 160 @ 2500
550 @ 1700
ISBe 140
102 x 120 102 x 120 102 x 120 102 x 120 102 x 120
600 @ 1100
Euro 5
4.5 Litre
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Engine
Bore x Stroke
Rated Power (HP)
102 x 120 102 x 120 102 x 120 102 x 120 102 x 120
180 @ 2500 180 @ 2300 185 @ 2500 205 @ 2500 210 @ 2300
6
107 x 127
ISBe 210
6
ISBe 225
Engine Model
No. of Cylinder
Peak Torque (Nm / RPM)
Emission Norms
ISBe 180
4
700 @ 1700
Euro 3/4
ISBe 180
4
700 @ 1400
Euro 6
ISBe 185
4
700 @ 1200
Euro 5
ISBe 205
4
760 @ 1400
Euro 5
ISBe 210
4
760 @ 1400
Euro 6
ISBe 160
160 @ 2500
800 @ 12001700
Euro 4
107 x 127
210 @ 2500
800 @ 12001700
Euro 4
6
107 x 127
225 @ 2300
850 @ 12001700
Euro 5/6
ISBe 230
6
107 x 127
230 @ 2500
900 @ 12001700
Euro 3
ISBe 245
6
107 x 127
245 @ 2500
925 @ 12001700
Euro 4/5
Displacement
6.7 Litre
ISLe
ISBe 250
6
107 x 127
250 @ 2300
950 @ 12001700
Euro 5/6
ISBe 270
6
107 x 127
270 @ 2500
970 @ 12001700
Euro 3
ISBe 285
6
107 x 127
285 @ 2500
970 @ 12001700
Euro 3/4
ISBe 285
6
107 x 127
285 @ 2300
1020 @ 1200-1700
Euro 5/6
ISBe 310
6
107 x 127
310 @ 2300
1100 @ 1200-1700
Euro 5/6
ISLe 280
6
114 x 144.5
280 @ 2100
1055 @ 1100
Euro 5/4
ISLe 290
6
114 x 144.5
290 @ 2100
1055 @ 1200-1600
Euro 3
ISLe 310
6
115 x 144.5
310 @ 2100
1200 @ 1200-1600
Euro 3
8.9 Litre
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Engine
Bore x Stroke
Rated Power (HP)
Peak Torque (Nm / RPM)
Emission Norms
6
116 x 144.5
320 @ 2100
1350 @ 1100
Euro 5/4
ISLe 340
6
117 x 144.5
340 @ 2100
1445 @ 1200-1400
Euro 3/4/5
ISLe 360
6
118 x 144.5
360 @ 2100
1550 @ 1400
Euro 3/4/5
ISLe 375
6
114 x 144.5
375 @ 2100
1550 @ 1400
Euro 3
ISLe 380
6
114 x 144.5
380 @ 2300
1700 @ 1300
Euro 4/5
ISLe 400
6
114 x 144.5
400 @ 2300
1700 @ 1300
Euro 5
ISMe 345
6
125 x 147
345 @ 1900
1700 @ 1200
Euro 3/4/5
ISMe 380
6
125 x 147
380 @ 1900
1825 @ 1200
Euro 3/4/5
Engine Model
No. of Cylinder
ISLe 320
ISMe
Displacement
11.0 Litre ISMe 420
6
125 x 147
420 @ 1900
2000 @ 1200
Euro 3/4/5
ISMe 440
6
125 x 147
440 @ 1900
2080 @ 1200
Euro 3/4/5
ISF 107
4
Euro 4/5
4
107 @ 3200 129 @ 3200 148 @ 3200 161 @ 3200 141 @ 2600 154 @ 2600 168 @ 3200
280 @ 1600
ISF 129
94 x 100 94 x 100 94 x 100 94 x 100 102 x 115 102 x 115 102 x 115
310 @ 1600
Euro 3/4/5
360 @ 1800
Euro 3/4/5
360 @ 1800
Euro 4/5
450 @ 1200
Euro 3/4/5
500 @ 1200
Euro 3/4/5
600 @ 1300
Euro 3/4/5
2.8 Litre
ISF
ISF 148
4
ISF 161
4
ISF 141
4
ISF 154
4
ISF 168
4
3.8 Litre
Source: Cummins India website
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