The 10-year diesel, 15-year petrol cutoff faces legal heat as Delhi challenges age-based restrictions with science on its side
The country’s top court is back in the driver’s seat today, hearing a plea that could reshape how India treats aging vehicles — especially in its most polluted cities. At the center of it: whether age alone should decide when a car dies, or if science and emissions data deserve a louder voice.
Delhi’s government says the policy needs a rethink. And they’ve got a point. The capital’s July 1 rollout of a “No fuel for old vehicles” order — based purely on years, not actual emissions — was so chaotic, it was paused within 48 hours. Now, it’s up to the Supreme Court to decide whether rules crafted a decade ago still make sense in today’s BS-VI era.
Where the policy came from — and why it’s back in court
This isn’t a new fight. The roots go back to 2015, when the National Green Tribunal (NGT) slapped a blanket ban on diesel vehicles older than 10 years and petrol vehicles older than 15. It was swift, strict, and aimed at curbing toxic air in the NCR.
But back then, India hadn’t adopted BS-VI emission norms.
Two years after BS-VI vehicles became the standard, critics now say it’s unfair to treat them the same as their dirtier predecessors. BS-VI cars come with low sulfur fuels, better engines, and stricter pollution checks. So why lump them together with BS-III relics?
The Delhi government thinks that’s worth re-examining. And they’re asking the Supreme Court to nudge the Centre and the Commission for Air Quality Management (CAQM) into conducting a proper scientific study on what works — and what doesn’t.
A policy paused in confusion, not clarity
When Delhi’s “No fuel for old vehicles” order went live on July 1, petrol pumps were told to deny fuel to cars violating the age rule. But it wasn’t long before the chaos kicked in.
Within two days:
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Fuel stations were refusing cars that still had valid Pollution Under Control (PUC) certificates.
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Drivers of BS-VI vehicles — some bought as recently as 2016 — were turned away.
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Many weren’t even aware their vehicles had crossed the age limit.
And then came the backlash. Social media lit up with images of irate car owners. Pump staff didn’t know what to check. Enforcement was patchy. And the Delhi Transport Department hit pause — temporarily.
Just 48 hours in, the government admitted it needed “more clarity and awareness” before going ahead. The timing of that pause is now central to what the Supreme Court must weigh.
What’s being argued before the court
Delhi’s argument isn’t just emotional — it’s grounded in data. The Aam Aadmi Party (AAP)-led administration wants:
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A proper emissions vs. age study conducted by the Centre and CAQM.
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Consideration of BS-VI vehicles as a separate class, exempt from blanket bans.
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A shift from “age-based” to “pollution-based” restrictions going forward.
Here’s a quick summary of what’s at stake in legal terms:
| Policy Issue | Delhi Govt Stance | Centre/NGT Stance |
|---|---|---|
| Age limit (10/15 years) | Needs review | Still valid |
| BS-VI vehicle exemption | Should be allowed | No exemptions |
| Fuel denial enforcement | Not practical | Necessary step |
| Emission-based regulation | Preferred approach | Not yet studied |
While the Delhi government is asking for modern criteria, the Centre hasn’t yet commented publicly on whether it supports or opposes such a change.
Environmental vs. Practical: Is there a better way?
There’s no denying Delhi’s air is filthy. Winters bring smog you can taste. AQI numbers routinely touch the “hazardous” red zone. And vehicles do contribute.
But here’s the thing — not all vehicles pollute equally.
A BS-VI diesel SUV from 2016 pollutes far less than a BS-III autorickshaw from 2009. Yet under the current policy, the SUV is banned at age 10, while the rickshaw — if it meets PUC norms — stays on the road.
Seems off, right?
Critics argue that a data-driven emissions audit would allow for smarter policies. Instead of slapping arbitrary age limits, they want pollution levels to dictate fitness. That way, a clean, well-maintained car isn’t punished just because it’s had a few birthdays.
But such a system requires infrastructure — more testing centers, digital tracking, cross-checking with insurance and RC details. And that costs time and money.
The road ahead: uncertain but closely watched
Auto dealers, fuel companies, and vehicle owners are watching this closely. So are environmentalists, who argue that easing the policy could worsen Delhi’s air quality — especially in winter months when vehicular emissions spike.
There’s also pressure from industry groups. The Federation of Automobile Dealers Associations (FADA) has been vocal about how sudden bans destroy resale value and hurt lower-income buyers, who often rely on second-hand vehicles.
And yet, no one’s arguing for pollution. The debate isn’t whether dirty cars should go — they should — but whether “age” is a lazy shortcut that’s causing more pain than gain.
For now, all eyes are on the Chief Justice’s bench. A nuanced ruling could spark a nationwide rethink on vehicle end-of-life rules, especially as Indian cities continue their fight against choking air and climate pressure.
Will logic win over legacy policy? That’s the question hanging in the air — quite literally.
