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Automotive Fuel Specification in India – The Journey & Path Forward
Presentation by:
Dr. Anurag A. GuptaDy. General Manager
“Indo-Japanese Conference on Fuel Quality & Vehicular Emissions-2009”
Organised by BIS & Petrofed
India Habitat Centre, New Delhi, 17-18 March 2009
Glimpse of Oil Sector in India
India’s Growth Forecast
India is a fast growing economy in the region
India’s Energy Needs – A profile
Oil to continue the dominant role to fulfill India’s energy need
Indian Refineries
RIL IOCL BRPL CPCL HPCL BPCL KRL NRL MRPL-ONGC
ONGC
Of the refining capacity of 126MMTPA, IOC & RIL share nearly 60%.
HPCL Vizag
BRPL
Haldia
Barauni
Panipat
Mathura
RIL, JN
HPCL,BBY
Digboi
GuwahatiNRL
BPCL, BBY
KRL
CPCL, Chennai
CPCL, CB
MRPL, ONGC
VadodaraONGC, Hz
Operating Refineries in India
18 operating refineries & 6 more coming up
AUTOMOTIVE FUEL QUALITY AUTOMOTIVE FUEL QUALITY ACTS AS ACTS AS
SOCIOSOCIO--ECONOMIC & CULTURAL ECONOMIC & CULTURAL DRIVER OF THE COUNTRYDRIVER OF THE COUNTRY
IndianOil
FUEL QUALITY
FUEL QUALITY
INDIAN TRANSITION TOWARDS HYDROGEN ECONOMY……….
FOSSIL FUEL BASED PRODUCTS
• LPG
• NAPHTHA
• GASOLINE
• KEROSENE
• HIGH SPEED DIESEL
• RESIDUAL FUELS
• BITUMEN
PRODUCTION OF GASOLINE IN INDIA
STRAIGHT RUN GASOLINEFCC GASOLINE
UNLEADED REFORMATE (Aromatics)OXYGENATES OTHERS
GASOLINE IS NOT A SINGLE COMPONENT PRODUCT
IMPORTANT
STRAIGHT RUN GAS OILHEAVY NAPHTHA
HSD TCO & HCU GAS OILSKO & COKER KEROADDITIVES
DIESEL IS NOT A SINGLE COMPONENT PRODUCT
PRODUCTION OF DIESEL IN INDIA
Fuel Availability Scenario in India
Surplus / (Deficit) – Y 2003/04Diesel - 6.18 MMTPA.Gasoline - 2.98 MMTPA.LPG - (2.18) MMTPA Kerosene - Nil (after stopping import by parallel Mkt)ATF - 1.66 MMTPA
Gasoline & Diesel remain surplus for next 10 years while LPG & Natural Gas continue to be deficit.
Source: Petrofed
Surplus Gasoline and Diesel push quality competitiveness.
FACTORS INFLUENCINGCURRENT FUEL MARKET
LEGISLATION
REFINERY CONSTRAINTS
AUTOMOTIVETECHNOLOGY
CUSTOMER PREFERENCES
FUEL MARKET
CRUDE OIL PRICE
ENVIRONMENT –Fuel Quality & Emissions
Is Fuel Quality alone to be blamed ?
OLD & POLLUTING VEHICLES
Do you think only better fuel quality can improve the AAQ ?
POOR INSPECTION & MAINTENANCE PROGRAMME
Do you think only better fuel quality can improve the AAQ ?
INEFFECTIVE PUC SYSTEM
Better fuel quality alone cannot improve the AAQ
POOR ROADS
Do you think only better fuel quality can improve the AAQ ?
POOR TRAFFIC MANAGEMENT
Can better fuel quality alone improves the AAQ ?
FUEL ADULTERATION
Do you think only better fuel quality can improve the AAQ ?
Integrated Approach !
Ambient Air Quality
INTEGRATED APPROACH TO THE AMBIENT AIR QUALITY
Fuel Quality
Vehicle Technology
Traffic Management Road Maintenance
Old / Polluting Vehicles
Lack of MRTSEffective PUC I&M Programme
Traffic Congestion Fuel Adulteration
Alone Fuel Quality is not Responsible for AAQ ?
THE EURO - INDIA GAP
• FUEL QUALITY
INDIA
EUROPE
TIME
PERF
ORM
ANCE
• OTHER CRITICAL FACTORS
PERF
ORM
ANCE
EUROPE
INDIA
TIME
?
Heading Towards Fuel Neutral Scenario
INTERNATIONAL FUEL QUALITY STATUS
vis-à-vis
INDIAN SCENARIO
WORLDWIDE GASOLINE LEAD CONTENT
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
USAEU JAPANAUSTRALIACHINAINDONESIAS.KOREATHAILANDHONG KONG
TAIWAN
PHILIPPINES
SINGAPORE
MALAYSIA
PAKISTANINDIAS.AfricaM
orocco
gm / lt.
WORLDWIDE GASOLINE SULPHUR CONTENT
0
0.02
0.04
0.06
0.08
0.1
0.12
0.14
0.16
0.18
0.2
USAEU JapanAustraliaChinaIndonesiaS.KoreaThailandHong KongTaiwanPhilippinesSingaporeMalaysiaPakistanIndiaS.Africa
%WT.
WORLDWIDE GASOLINE BENZENE CONTENT
1
0
0.5
1
1.5
2
2.5
3
3.5
4
4.5
5
USA
EU JapanAustralia S.KoreaThailandHongkongTaiwanPhilippinesSingaporeIndia
S.Africa
% VOL.
CHANGE OF LEAD IN GASOLINE IN INDIA
0
0.1
0.2
0.3
0.4
0.5
0.6
1990 1995 2000
gm/lt.
WORLDWIDE DIESEL SULPHUR CONTENT
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
USAEU JapanAustraliaChinaIndonesiaS.KoreaThailandHongkongTaiwanPhilippinesSingaporeMalaysiaPakistanIndiaS.AfricaMorocco
% WT
EUROPEAN DIESEL FUEL SULPHUR LEVELS 1980s TO 2000
0
1000
2000
3000
4000
5000
1980s 1990 1996 2000
Sulphur level, ppm
Note: Reduction of sulphur content from 0.50% to 0.05% in 16 years
INDIAN DIESEL FUEL SULPHUR LEVELS 1995 TO 2000
0
2000
4000
6000
8000
10000
1995 1998 2000 2000 NCT
Sulphur level, ppm
Note: Sulphur reduction from 1.00% to 0.05% with in 5 years
WORLDWIDE DIESEL CETANE NUMBER
0
10
20
30
40
50
60
USAEU JapanAustraliaChinaIndonesiaS.KoreaThailandHongkongTaiwanPhilippinesMalaysiaPakistanIndiaS.AfricaMorocco
HIGHER CETANE SIGNIFIES BETTER FUEL QUALITY
TREND OF CETANE NUMBER OF DIESEL IN INDIA
38
40
42
44
46
48
50
1990 1995 2000 2005 Proposed
CN
Cetane No. above 50 is reported to result in Increased particulates
(Ref. Concawe 99/55)
FUEL QUALITY TARGETS&
EUROPEAN FUEL QUALITY NORMS
Fuel Quality Improvements to meet Emission Norms
• PETROL- Reduction of benzene 5 to 1 (%v)- Reduction of Olefins to 21 (R), 18 (P) - Reduction of sulphur 500 150 50 ppm – Lower SO2- Increase in octane to 91- Energy Efficiency , lower CO2
• DIESEL- Sulphur reduction 2500 350 50 ppm – Lower SO2- Cetane increase 48-51 - Better Efficiency, lower CO2- PAH control 11% max/mass– lower hydrocarbon emissions
- End point & density reduction
Lower VOC emission
Lower CO, NOx, VOCs, SO2 have indirect influence on the formation of GHGs
Gasoline Quality Requirements(Euro Norms)
Property Euro-I Euro-II Euro-III Euro-IV(92) (96) (00) (05)
RON 95 95 95 95MON 85 85 85 85S% Wt., Max 0.05 0.05 0.015$ 0.005Bz., %Vol., Max 5.0 5.0 1.0+ 1.0Arom., %Vol., Max - - 42 35Olef., % Vol., Max. - - 18 ?Lead, gm/Litre 0.013 0.013 0.005 0.005
In India, as on date BS-III Fuel is available in 16 Most Polluted Cities & BS-II in Rest of the Country
Diesel Quality Requirements(Euro Norms)
Property Euro-I Euro-II Euro-III Euro-IV(92) (96) (00) (05)
Cetane Number 49 49 51 54S% Wt., Max 0.20 0.05 0.035 0.005 T 95, Deg.C. Max 370 370 360 360PAHs., %Wt., Max - - 11 11
In India, as on date BS-III Fuel is available in 16 Most Polluted Cities & BS-II in Rest of the Country
Worldwide – Diesel Quality
Source - IFQC
Despite WWFC effort, there is variance in approach to fuel quality.
2.7
500
Worldwide - Gasoline Quality
Attibutes Unit India Euro III Japan Korea New Zealand China Taiwan South AfiricaRON min 91 91 / 95 89 / 96 91 / 94 91 / 95 90/93/95 92/95/98 95 / 97Sulphur ppm min 150 150 100 130 350/150 800 80/120/180 1000/1500Aromatics vol % max 42 42 - 30 or 35 48/42 40 ** -Olefins vol % max 21/18 21/18 - 23 or 18 20 or 25 35 ** -RVP KPA 35-60 60 & 70 44-78 70 - S, 96 -W 45 KPA min
( )88 (W) 59/59/61** 45-75
Despite WWFC effort, there is variance in approach to fuel quality.
Source - IFQC
Drivers for Fuel Quality related Decisions in
India
Drivers for Fuel Quality Related Decisions in India
EPCA headed by Sh. Bhure Lal submitted report on Clean Fuels to the Hon’ble Supreme Court.As per orders of the Hon’ble Supreme Court
All buses in Delhi to be converted to CNG mode.Autos allowed option of CNG and Petrol. Taxis complying to Bharat Stage II allowed with CNG / Petrol / Diesel.
LPG allowed by Government as an automotive fuel.MoP&NG introduced 5% ethanol blending in gasoline.
Expert Committee headed by Dr. R A Mashelkar appointed to recommend Auto Fuel Policy for the country.
Background
An expert Committee to recommend an Auto Fuel Policy for the country including major cities was constituted on 13.09.2001
The Committee submitted its report in August 2002
GOI approved the policy in October 2003
Objective of the Auto Fuel Policy
To recommend an Auto Fuel Policy for the country and devise roadmap for its implementation
To recommend suitable auto fuels and the specifications thereof
To recommend attributes of automobile technologies
To recommend monitoring and enforcement measures
Roadmap as per Auto Fuel Policy
Adoption of Euro-II, Euro-III & Euro-IV equivalent Bharat Stage (BS) Emission Standards and Fuel quality
New vehicles except 2-3 wheelers:Entire country: BS-II 1.4.2005
BS-III 1.4.2010
11 major cities: BS-III 1.4.2005
BS-IV 1.4.2010
Roadmap as per Auto Fuel Policy
Emission norms for new 2-3 wheelers to be uniform all over the country:
BS-II 1.4.2005
BS-III preferably from 1.4.2008 but not later than April 2010
These schedules would be reviewed in the year 2006, after BS-II (Euro-II equivalent) norms are implemented.
Automotive Fuel Specification Development in India
Standards first published in 1959 for HSDMajor revision in 1995 to meet tighter emission normsApex court intervention for NCT/NCR in 1998 onwardsNext revision of standards in 2000 again to meet tighter emission normsAmendments during the year 2002,2003 and 2005
Recent trend - Fuel Quality driven by the engine technology for meeting emission norms
PARAMETER 1974 1980 1995 2000 2005(BSIII)• CETANE NUMBER, MIN. 42 42 45 48 51• DISTILLATION, oC MAX• 85% VOL - - - 350 -• 90% VOL 366 366 366 - -• 95% VOL - - 370 360• SULPHUR, WT% MAX. 1.0 1.0 1.0(0.25) 0.25(0.05) 0.05(0.035)• PAH, VOL% MAX - - - - 11
# NOT PART OF SPEC FROM 1959 to 1974
CHRONOLOGY OF DIESEL SPECIFICATION DEVELOPMENT IN INDIA (IS 1460)
• TOTAL SEDIMENTS, mg/100ml# 1.0 [1] 1.0[1] 1.6 [2] 1.6 [2] 2.5 [3]
[1] : DEF 2000-16; [2] : UOP 413; [3] : ASTM D-2274
No Major Changes Took Place till 1995 whenEmission Norms were Tightened
PARAMETER 1964 1971 1984 1995 2000 2005(BSIII)
OCTANE NUMBER, MIN. 83 83/93 87/93 87/93 88 95(MON 85) (87ULP)
ANTI KNOCK INDEX, MIN - - - 82 84
DISTILLATION, oC MAX MIN. RECOVERY AT MIN.& MAX. RECOVERY70, 125 & 180 oC AT 70, 125 & 180 oC
SULPHUR, WT% MAX. 0.25 0.25 0.25 0.2 0.10 / 0.05 /0.15(ULP) 0.05 0.015
LEAD CONTENT, g/l, MAX 0.56 0.56/ 0.56/ 0.013 0.013 0.0050.80 0.80 0.8/0.56/0.15
BENZENE, VOL% MAX - - - - 5,3,1 1
AROMATICS, VOL% MAX - - - - - 42
OLEFINS, VOL% MAX - - - - - 18 / 21
CHRONOLOGY OF GASOLINE SPECIFICATION DEVELOPMENT IN INDIA
(IS 2796)
No Major Changes Took Place till 1995 whenEmission Norms were Tightened
Impact of Cleaner Fuels on Air Quality
SO2 NOx
RSPM CO Level at ITO Traffic Intersection
0
1
2
3
4
5
6
19961997199819992000200120022003200420052006
Year
Con
cent
ratio
n (m
g/m
3)
CO Level
Source : CPCB
CNG or Diesel ???
COST IMPLICATIONS
* The cost for upgrading fuel to Euro IV level for limited cities in 2010 is being worked out.
Cost of Fuel Quality Upgradation in all Refineries
India 2000 to Bharat Stage II Rs. 17000 crores
Bharat Stage II to Bharat Stage III Rs. 18000 crores
Bharat Stage III to Bharat Stage IV Rs. 17500 crores
Total Rs. 52500 crores
Cost of Vehicle Technology Upgradation
SIAM Estimate – Rs. 25,000 CrTERI Estimate – Rs. 35,000 Cr
Ref: Mashelkar Committee Report
Branded Fuels• IOC launched branded MS & HSD in the month of
August’2002
Characteristics of IOC Branded Fuels
Motor Spirit – Xtra Premium– Octane No: + 91– MFA: Additional dose of EPA Approved MFA– FM
High Speed Diesel – Xtra Mile– Regular HSD potentiated with Imported MFA
AdvantagesMS - High Power, Smooth running with better engine cleanliness
leading to low emissions
HSD – Improved mileage, low emission & increased engine life
• Bio-fuels • Ethanol (5% & 10%)• Biodiesel (5%)
• Gaseous Fuels (CNG & LPG)
• Hydrogen & HCNG fueled Vehicles (IOCL Initiatives)
• Electric vehicles Fuel cell Vehicles
Alternative Energy Options
Auto Fuel Policy ReviewMOP&NG vide O.M. No. R-29011/19/2004-OR.I dated 22nd March 2007 constituted the three member Committee:
Shri M.B.Lal, Chairman, Scientific Advisory CommitteeDr.K.S.Balaraman, Executive Director, CHTDr.R.K.Malhotra, Executive Director, IOC (R&D)
Auto Fuel Policy to be reviewed based on Air Quality and Source Apportionment studies
Review of Key Recommendations
Vehicular Emission Norms:
BS-III and BS-II norms in 13 major cities and rest of the country in 2005 complied
Likely to comply with BS-IV and BS-III norms respectively from the year 2010
BS-IV norms to be extended to Lucknow and Solapur
Review of Key Recommendations
Supply of Auto Fuels:
In the initial stages of implementation in 2005, some slippage in supply of fuels
Refineries working against tight schedule for meeting April 2010 norms
Review of Key Recommendations
Pollution Reduction from In-use Vehicles:
PUC system up-gradation to identify polluting vehicles: yet to be done by MOSRT&H
Introduction of I&M system for vehicles starting 2005 to 2010 in phases for reducing emissions: not in practice
Old and poorly maintained vehicles are gross polluters
Review of Key Recommendations
Checking of Emission warranty for new vehicles: no system in place to verify
Mandatory performance checking of catalytic converter from 2005 in 11 cities: no system developed
Schemes with incentives for Retrofitting of devices on old vehicles: need to develop a programme
Declaration of fuel economy: in km / litre
Recommendations
Roadmap of AFP need to be adhered to
In view of some likely delays in projects, arrangements / hospitality among the refineriesmay be worked out
Gaseous fuels to be promoted for public transport, particularly for 3 wheelers in highly polluted cities
Use of bio-fuels to be promoted as it gives emission reduction from automobiles
Fuel outlets on major highways connecting 13 major cities should also supply BS-IV fuels along with BS-III fuels
Oil companies to be adequately compensatedfor huge investments made for fuel quality up-gradation
BS-IV fuel will have quality give away for 2 & 3 wheelers. Needs tightening of emission standards for these vehicles
Recommendations
Diesel engine technology being more fuel efficient with less GHG emissions, should not be discouraged
Oil industry to examine the technologies, costs and timeline for achieving 10 ppm sulfur, based on which decision can be taken in future
Issue of urea availability for SCR technology in diesel engines for NOx reduction to be addressed
Recommendations
Genset emission norms may be reviewed to get real benefit from high quality fuels
Inspection & Maintenance (I&M) system for vehicles needs to be implemented
Policy for replacement of catalytic convertersto be developed
Greater investments in mass public transport
Recommendations
Effective retro-fitment programme need to be developed
Declaration of fuel economy in km / litre, as CO2 norms may not be well understood
A policy also needs to be in place for fuel economy standards
Hybrid vehicles to be promoted through fiscal incentives
Recommendations
• Oil Industry strictly adhering to the recommendations of Auto Fuel Policy – Marching towards “Fuel Neutral Scenario”
• Studies on alternative fuels are in advanced stage
• Complimentary vehicle technology is also available
• Stringent regulations and infrastructure required for implementing the same
• Sustained focus required on behavioral approach; better driving habits, I&M programmes, adulteration monitoring, etc.
Conclusions
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