~ 6 minutes read time
Here’s a number we cannot ignore – heavy vehicles make up just 4% of all vehicles on Indian roads, yet they are responsible for nearly 60% of transport-related emissions. That one number alone shows why the newly announced Fuel Efficiency norms – Corporate Average Fuel Efficiency (CAFE) norms, by Bureau of Energy Efficiency (BEE) are so critical.
First introduced in 2017, these were originally just fuel efficiency norms requiring all BS-VI heavy-duty vehicles (HDVs) (HDVs are vehicles above 12 tonnes) to meet minimum fuel efficiency levels based on their model’s requirement when tested at 40 km/h and 60 km/h. These were known as Minimum Energy Performance Standards (MEPS).
Building on this, BEE is now planning to tighten the regime further and is moving into the second stage. A new draft released on 28 July 2025 proposes taking fuel efficiency norms into Phase 2, where in model specific fuel efficiency norms will be replaced by CAFE norms. The proposed implementation window is from 2027 to 2032.
What really makes Phase 2 stand out is also the introduction of Super Credits—a mechanism designed to reward cleaner zero-emission vehicles.
Before diving into these details of proposed Phase 2, let’s step back and understand the basics: what exactly are CAFE norms?
CAFE norms is a type of fuel-efficiency norm levied on manufacturers of all vehicles like cars, buses, and trucks. Under this, they have to improve the efficiency of the entire fleet they manufacture by a certain percentage by improving the engines of the vehicles. Instead of judging each model separately for fuel efficiency, regulators look at the average efficiency of an entire fleet produced by a manufacturer. This means that instead of judging each model separately, regulators look at the average efficiency of an entire fleet produced by a manufacturer.
What is proposed now in Phase 2 for fuel efficiency of HDVs?
- Shift from per-vehicle Minimum Energy Performance (MEP) to fleet-wide CAFE standard: Previously, every type /mode of vehicle had different efficiency requirement. But the new proposal says, efficiency targets need to be met on an average across all models sold by the manufacturer cumulatively.
- Stricter target: OEMs will now have to ensure 30% fleet-wide improvement in fuel efficiency compared to 2022–23 levels. Earlier fuel efficiency varied by models.
- Scope expanded: Covers light, medium, and heavy duty vehicles, across all fuels and not just diesel which was the case until now. Previously, it covered only medium and heavy-duty vehicles.
- Super-credits introduced: under this concept, for every Hydrogen and EV vehicle sold, the manufacturer gets a certain number of credits, which are considered equivalent to fuel efficient vehicles sold. For instance:
- Sale of One Fuel Cell Electric Vehicles (FCEVs) also known as Hydrogen vehicles = ×4 Credits
Each of these four credits will be considered as selling 4 fuel-efficient buses while calculating fleet-average compliance. - Sale of One Battery Electric Vehicles (BEVs): ×3credits- ×2 credits (diminishing multiplier over the years)
This means that if OEM sells 1 BEV bus initially, it will get 3 credits, which will be initially counted as selling 3 fuel efficient vehicles, and later as 2 fuel efficient vehicles giving bonus weightage to accelerate electrification in the early years.
- Sale of One Fuel Cell Electric Vehicles (FCEVs) also known as Hydrogen vehicles = ×4 Credits
This gives bonus credit for each clean bus (EV or hydrogen) sold, making it easier for OEMs to meet compliance targets. For operators like the various state transport undertakings, this will eventually translate into more availability and choice of zero-emission buses in the market. For BEE, it ensures that fuel efficiency norms also linked to electrification.
Why are these norms important in the context of India’s buses and trucks?
- Targets all types of trucks and buses: All types of fuels be it t diesel or CNG will be covered under the new norms.
- Cuts CO2 emission: Though these two categories of vehicles have a small share, they have a big impact on emissions. That is, though they are only ~4% of all vehicles they contribute nearly 60% of transport CO₂ emissions.
- Fuel = biggest operating cost: STUs and private operators spend 50–60% of their budgets on fuel. Improving efficiency directly reduces costs.
- Energy security: Cutting diesel and CNG use reduces oil imports, saving national resources and reducing exposure to global fuel price shocks.
What does 30% better fuel efficiency mean for buses?
ITDP India based on available data, calculated what the 30% better fuel efficiency will mean for buses. Following are the findings:
1. City bus (diesel) – These are the most common type of bus operations in cities. Assuming a single city bus operates 250km/day, following is the savings it will bring in with fuel efficiency improved:
Efficiency improvement: A fuel-efficient bus can cover 4.55km in one litre fuel as compared to 3.5km on a normal bus.
Fuel saved: ~6,000 litres/year/bus
Cost saved on fuel: ~₹5.7 lakh/year/bus (based on fuel rates in September 2025)
Emission reduction: ~16 tonnes CO₂/year/bus
2. Mofussil / Intercity bus (diesel)- Assuming these buses operate 400km per day, following is the kind of saving it will bring in if fuel efficiency improved:
Efficiency improvement: A fuel-efficient bus can cover 5.85km in 1 litre fuel as compared to 4km/litre on normal bus
Fuel saved: ~7,500 litres/year/bus
Cost saved on fuel: ~₹7.1 lakh/year/bus (based on fuel rates in September 2025)
Emission reduction: ~20 tonnes CO₂/year/bus
3. City bus (CNG)- Assuming these CNG city buses operate 250km.day, following are the saving they will bring in fuel efficiency.
Efficiency improvement: A fuel efficient bus can cover 3.9km on one kg of CNG as compared to 3 km/kg on a normal bus.
Fuel saved: ~7,000 kg/year
Cost saved on fuel: ~₹6.5 lakh/year (based on CNG rates in September 2025)
Emission reduction: ~13 tonnes CO₂/year
Impacts & Benefits for Buses at large
- Medium-duty buses (M2): These are the 7-9 meter long buses. Making them fuel efficient will require, moderate-high effort which may drive OEMs to withdraw inefficient models.
- City-transit buses (M3): These are the regular 12m buses and used widely across major cities. Since making them fuel efficient would be challenge two outcomes are possible:
- OEMs would strongly prefer electrification to meet targets over, achieving 30% efficiency. Hence, manufacturers of these will need both efficiency upgrades + partial electrification to comply.
- ~30% reduction in emissions and air pollution in urban areas.
- Affordability: Fuel efficiency + electrification make bus services less vulnerable to fossil fuel price shocks.
National-scale impact
On an avg. 80,000 new ICE buses registered every year. If these norms apply on all 80,000 of them, the benefits are massive:
- Fuel savings: ~42 crore litres of diesel + 11 crore kg of CNG saved annually.
- Cost savings: ~₹50,000 crore per year across operators.
- Emission reduction: ~13.4 lakh tonnes CO₂ avoided annually.
Why should State Transport Undertakings and bus operators support?
- Direct cost savings: Each bus saves ₹6–7 lakh/year. For large fleets, this is hundreds of crores.
- Cleaner fleets: Major reduction in CO₂, NOx, and PM → healthier cities, as buses contribute around 40% total emissions in passenger vehicle category.
Written and researched by Aditya Rane S- Senior Associate, Transport Systems and Electric Mobility
Edited by Donita Jose, Senior Associate, Communications