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The Rediff Business Special/Veeresh Malik

Multiple agencies make emission case curiouser

Auto sector invests Rs 15 million on 113 lawyers

The operative part of the order reads: 'It is clarified that the restrictions on registrations imposed by our order dated the 29th of April 1999 do not apply to the registration of vehicles which are fitted with CNG kits and ply on CNG only.' (CNG = compressed natural gas).

'It is further clarified that the number of vehicles which can be registered, even if they do not conform to Euro-1 norms till 31st May 1999, is 250 diesel driven vehicles per month and 1250 petrol driven vehicles per month only. With effect from 1st of June 1999, no vehicle shall be registered unless it conforms to Euro-1 norms. Vehicles conforming at least to Euro-1 norms can, thus, be registered without any other restriction, between 1st of June 1999 and 31st of March 2000, only, but with effect from 1st April 2000, no vehicle shall be registered unless it conforms to Euro-II norms.

'It is also clarified that Euro-1 norms for the purpose of this order means India-2000 norms as notified by Government of India vide G.S.R. No. 493 (E) dated 28th August 1997, but these norms would be effective from 1st June 1999.

'The restrictions imposed by our order dated 29th April 1999 for the application of Euro-1 and Euro-II norms for registration of vehicles would apply with effect from the dates as contained in that order dated 29th April 1999, and remain unaltered and shall be strictly complied with. In all other respects also the order dated 29th April 1999 is confirmed, till further orders.

'List all other connected applications along with the main matter after the summer vacations."

To the uninitiated, this is a very simple order. It means, CNG, no problem, ever. Euro-I, no problem till March 31, 2000. Euro-II, no problem after April 1, 2000.

So what's the confusion?

Confusion arises because umpteen agencies are involved, each making its own point, raking up old and new issues.

For example, the ministry of surface transport has been emphasising CNG and insisting on removal of petrol tanks, which destroys the concept of bi-fuel vehicles. (Such vehicles can use cheaper and cleaner CNG wherever it is avalable in cities and other areas, and switch over to costlier petrol when out of range). An aside: Will people buy cars without petrol tanks, and fit them after they have been registered?

Mandarins at the ministry of petroleum and natural gas, however, see that huge revenues can be generated, both legal and illegal, from selling low-quality, adulterated liquid fuels that are common in India. The thing is, the gas boys are from the same ministry, which makes the battle so much more intriguing.

Delhi's transport department has also got into the act. Its claim is that they are unable to certify a motor vehicle, Euro-I-fit or Euro-II-fit, and even if they can, it will take months.

Vehicles which have been left out of the SC directive's ambit are three-wheelers and two-wheelers that still run on two-stroke engines. Nothing wrong with two-stroke technology, it put the country on the roads. Older four-wheelers have also been outside the purview. But what we still have are two-stroke engines from 1950s. They got to go, points out an industry observer.

Which pollute more, old vehicles with new Euro-fit machines or old vehicles with old, repaired machines? The question begs an answer as a 1967 CNG-powered Ambassador emits fumes that are less polluting than those of a brand new car. One point though: the comparison here is between adulterated petrol (mixed with kerosene, diesel, naphtha) with CNG which cannot be adulterated.

'No comments please, the case is sub-judice'

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