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SETTING AMBIENT AIR QUALITY AND VEHICULAR EMISSION STANDARDS: DHAKA’S EXPERIENCE

SETTING AMBIENT AIR QUALITY AND VEHICULAR EMISSION STANDARDS: DHAKA’S EXPERIENCE . Mohammed Nasiruddin Project Director Air Quality Management Project Dhaka, Bangladesh. Dhaka is the eighth largest megacity of the world and home to 12.75 million people living in an area of 1353km 2 .

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SETTING AMBIENT AIR QUALITY AND VEHICULAR EMISSION STANDARDS: DHAKA’S EXPERIENCE

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  1. SETTING AMBIENT AIR QUALITY AND VEHICULAR EMISSION STANDARDS: DHAKA’S EXPERIENCE Mohammed Nasiruddin Project Director Air Quality Management Project Dhaka, Bangladesh

  2. Dhaka is the eighth largest megacity of the world and home to 12.75 million people living in an area of 1353km2. • Air pollution is emerging as a major problem in Dhaka and other cities of Bangladesh. • The main sources of air pollution in Dhaka are vehicles, industries particularly brick kilns, resuspended dust and biomass burning • Being the 8th largest mega city of the world it witnessed a very fast growth of urban population in recent times which contributed to rising demand for transport services, mainly the road transport. • There has been a steep rise in the heterogeneous mix of old technology vehicles on the city roads despite that the road space is narrowing and traffic congestion reached to an unmanageable proportion.

  3. Nearly 4,00,000 vehicles now ply on Dhaka city roads everyday of which about 3,00,000 are motorized vehicles that contribute most to deteriorating Dhaka’s air quality. • Contributing factors for vehicular emission in Dhaka are: poor fuel quality, poorly maintained vehicles, inadequate transport infrastructure, lack of proper transport planning and management • PM 2.5 is the controlling pollutant of Dhaka’s air quality during 90% days of the year. • A World Bank study says nearly 2x105 tons air pollutants are emitted from motor vehicles alone. • Another World Bank study says as many as 15000 deaths, a million cases of major illness and 8.5 million cases of minor illness are caused by air pollution in Dhaka and three other cities of Bangladesh.

  4. Dhaka city’s traffic problems and ambient air quality condition had reached such a crisis proportion that the challenge of sustaining economic growth and ensuring reasonable quality of life has become tougher. • Deteriorating traffic and air pollution conditions had prompted the government to find urgent solutions.

  5. At this backdrop the government in 2000 undertook the Air Quality Management Project with financial assistance of the World Bank. • The primary objective of the project is to develop components of an air quality management system and to reduce human exposure to vehicular air pollution in Dhaka city only. The project activities subsequently extended to five Divisional towns under an extended monitoring programme.

  6. The key components of the projects are: improved enforcement, setting appropriate standards, piloting of pollution control technologies for diesel vehicles, better monitoring and dissemination of information, and air quality management assessment and strategy formulation.

  7. Air Quality In Dhaka • AQMP’s CAM Station results for Particulate Matter monitoring significantly exceed US EPA guidelines and other international standards. • BAEC has estimated that the transport related fraction of PM10 is around 27% on a yearly average, rising to as much as 41% in the dry months. • Diesel exhaust emissions are now considered a probable human carcinogen. • If not managed, gaseous pollutant concentrations (CO, NOx, etc) could become a problem in the future.

  8. Contribution of Vehicle Types to Emissions in Dhaka

  9. Contribution of various types of vehicle to emissions in Dhaka • Petrol-driven light duty vehicles and auto-rickshaws contributes 85% CO • Diesel buses and trucks contribute about 84% of total NOx • TTW auto rickshaws contribute about half of total unburned HC from all vehicles • Diesel buses and trucks contribute about 45% and auto-rickshaws 40% of total PM emissions • SO2 emissions from vehicles are not very significant compared to other pollutants.

  10. Key issues identified in respect of Vehicle Emission Control - Poor fuel quality - Many of the vehicles ply on the road are very old, worn out, poorly maintained and often overloaded • Poor inspection and maintenance • Poor enforcement of existing laws in the MV ordinance • Street congestion due to mixed traffic • Inadequate facilities for manually driven tricycle rickshaws • Poor traffic management • Poor traffic signaling system • Lack of pavement for street walkers • Preponderance of pre-Euro vehicles on the roads • more..

  11. - Bus route overlapping - Unscientific method of allocating route permit • Lack of interdepartmental coordination • Poor urban transport governance

  12. Parameter Unit Standard value Carbon Monoxide (CO) g/km 24 volumetric 4 % Hydrocarbons (HC) g/km 2 volumetric 180 ppmv Oxides of Nitrogen (NOx) g/km 2 volumetric 600 ppmv Black Smoke1 Hartridge Smoke Unit (HSU) 65 Vehicle Emission Standards in place before June 2005 in Bangladesh 1 Measured at 2/3 of maximum rotating speed

  13. Why VES was necessary? • The shortcomings of the existing VES were identified so as to fill in the lacunae while framing new standards for effective pollution abatement: • Common emission standard irrespective of in-use, newly imported, reconditioned diesel and petrol vehicles. • No separate emission standard for CNG vehicles • No survey was done before framing emission standard. • Mass emission limits and volume limits had no correspondence with each other • Methods of examining emission was not mentioned

  14. Objectives of VES • To reduce the adverse effects of vehicle emissions on human health • CO, NOx, O3, PM and SO2 management for sustainable environment

  15. Steps followed for revision of emission standards • Emission tests performed on 1500 petrol/octane and CNG and 500 diesel run vehicles. • Comprehensive review of vehicle emission standards in other countries within the region and beyond • Prepared draft emission standard and circulated to different stakeholders for seeking their opinion. • Discussions with stakeholders and regular meetings were held to hammer out standards • Technical workshop held on draft VES. • Workshop recommendations incorporated and placed before the DTAC meeting after refinement. • Draft VES placed before AQMAC meeting and subsequently to Parliamentary Standing Committee on MoEF Contd.

  16. A mid term review of the AQM jointly conducted by GOB and WB. • Revised VES placed before inter ministerial committee. • Sent to the MoLPA for vetting and publication in the gazette. • New VES gazetted in June 2005

  17. How new VES is different from previous one? • The new VES came with:- • Standards for new and imported used vehicles • Standard for in-use vehicles • Bangladesh-1 for diesel vehicles • Bangladesh-II for petrol and CNG vehicles The new VES is an advancement over the old one. It was intended with primary objective to ensure that advances in pollution control technology are implemented and progressively lower fleet vehicle emissions are achieved over a period of time.

  18. New Vehicular Emission Standards (VES) • [ Schedule – 6 (Ka) to Schedule –6(Cha)] • Schedule-6 of the Environmental Conservation Rules, 1997 has been replaced by the following schedules: 6(Ka), 6(Kha), 6(Ga), 6(Gha), 6(Uma) and 6(Cha).

  19. Vehicle type Emission Standards (g/km) Test Procedure CO HC + NOx PM* Light duty vehicles (Not more than 8 seats in addition to driver & max. GVW 2.5 tons) New Type Approval (TA) Conformity of Production (COP) 2.72 0.97 0.14 91/441/EEC 91/441/EEC 3.16 1.13 0.18 Imported used diesel 3.16 1.13 0.18 Medium duty Vehicles (More than 8 seats in addition to driver but less than 15 seats & GVW more than 2.5 tons but max. 3.5 tons) New TA COP 6.9 1.7 0.25 93/59/EC 93/59/EC 8.0 2.0 0.29 Imported used diesel 8.0 2.0 0.29 Schedule -6(Ka):Emission standards for new locally made and new and imported used diesel driven vehicles. ( Refer to Rules 4 & 12) (Bangladesh-1)

  20. Vehicle type Emission Standards (g/kWh) Test Procedure 91/542/EEC CO HC NOx PM* and ECE R49.02 New TA 4.5 1.1 8.0 0.36 New COP 4.9 1.23 9.0 0.4 Imported used 4.9 1.23 9.0 0.4 Schedule -6(Ka): Emission standards for new locally made and new and imported used diesel driven vehicles. (Continued) Heavy Duty Vehicles (More than 15 seats in addition to driver & GVW more than 3.5 ton) For the diesel engines with 85kW or less power the limit is to be increased by a factor of to 1.7.

  21. Vehicle type Emission Standards (g/km) Evaporation emissions (g/test) Test Procedure CO HC + NOx 2 and 3 wheelers 4stroke petrol/CNG 4.5 3.0 - ECE-40 Light duty vehicles (Not more than 8 seats in addition to driver & max. GVW 2.5 tons) Petrol/CNG 2.2 0.5 2.0 94/12/EC Imported used petrol /CNG 2.2 0.5 2.0 94/12/EC Medium duty Vehicles (More than 8 seats in addition to driver but less than 15 seats & GVW more than 2.5 tons but max. 3.5 tons) New and imported used Petrol/CNG 5.0 0.7 2.0 96/69/EC Schedule -6(Kha): Emission standards for new locally made and new and imported used petrol and CNG driven vehicles. (Refer to Rules 4 & 12) (Bangladesh -2)

  22. Vehicle type Emission Standards (g/kWh) Evaporation emissions (g/test) Test Procedure 91/542/EEC andECE R49.02 and 13- mode test cycle* CO HC/ NMHC* NOx New TA (Petrol/ CNG) 4.5 1.1 8.0 2.0 New COP(Petrol/ CNG) 4.9 1.23 9.0 2.0 Imported used (Petrol/ CNG) 4.9 1.23 9.0 2.0 Schedule -6(Kha): Emission standards for new locally made and new and imported used petrol and CNG driven vehicles.(Continued) Heavy Duty Vehicles (More than 15 seats in addition to driver & GVW more than 3.5 ton) * Applicable for CNG driven vehicles

  23. Vehicle type Parameter Emission Standard 4 wheeled Petrol and CNG driven vehicles Idle CO Idle HC 0.5 %v/v 1200 ppm No load, >2500< RPM <3000 CO HC Lambda 0.3 %v/v 300 ppm 1± 0.03 Visual check 3-Way catalytic converter fitted in the exhaust Diesel Naturally aspirated Free acceleration smoke 1.2 m-1 smoke density (40 HSU) Diesel Turbo-charged Free acceleration smoke 2.2 m-1 smoke density (61 HSU) Schedule – 6 (Ga): Emission inspection standards for new locally made and new and imported used light, Medium duty and heavy duty (Petrol, Diesel and CNG driven) Vehicles (during registration) (Refer to Rules 4 & 12)

  24. Vehicle Type Test CO (% by volume) HC (ppm) Lambda () Smoke All 4-wheeled Petrol and CNG vehicles. Idle Speed 1.0 1200 - - No load, > 2500 <RPM < 3000 0.5 300 1.0 ± 0.03 - 4 Stroke Engine Petrol Two and Three Wheelers Idle Speed 4.5 1200 - - All CNG Three Wheelers Idle Speed 3.0 - - - All naturally aspirated diesel vehicles Free acceleration - - - 65 HSU or 2.5 m-1 All turbocharged diesel vehicles Free acceleration - - - 72 HSU or 3.0 m-1 Schedule- 6(Gha): Emission Standardsfor In-Service Vehicles registered after 1st July 2004. (Refer to Rules 4 & 12) Note: Idle Speed RPM specified by the manufacturer.

  25. Vehicle Type Test CO (% by volume) HC (ppm) All 4-wheeled Petrol Vehicles Idle Speed 4.5 1,200 All CNG driven Vehicles Idle Speed 3.0 - 2 Stroke Engine Petrol Two and Three Wheelers Idle Speed 7.0 12,000 4 Stroke Engine Petrol Two and Three Wheelers Idle Speed 7.0 3,000 Schedule- 6(Uma): Emission Standards for In-Service Petrol and CNG Vehicles registered after July 1, 2004. ( Refer to Rules 4 & 12) Note: Idle Speed RPM specified by the manufacturer.

  26. Vehicle Type Test Smoke Opacity Commencing January, 2004 Commencing January, 2007 Commencing January, 2009 Buses Free acceleration 80 HSU or 3.7 m-1 70 HSU or 2.8 m-1 65 HSU or 2.4 m-1 Trucks and all other diesel vehicles Free acceleration 90 HSU or 5.3 m-1 80 HSU or 3.7 m-1 65 HSU or 2.4 m-1 Schedule – 6(Cha): Emission Standards for In-Service Diesel Vehicle registered after July 1,2004. (Refer to Rules 4 & 12) General instruction: Importer must submit Emission Compliance Certificate from an internationally recognized independent agency at the time of clearance of the imported vehicles under schedule 6 (Ka) or 6(Kha) as relevant to the vehicle type.

  27. Implementation of VES for New Registration Vehicles • Government regulations/motor vehicle rules notifying Standards and Test Procedure • Emission Certification by an Approved Laboratory for a vehicle model • Periodic testing for conformity of production vehicles

  28. View of an Emission Test Facility

  29. In – Service Vehicles Emission Inspection & Maintenance • 20 to 30 % of total vehicles, which are “Gross Polluters” contribute 70 to 80% of total vehicular emissions • For real reduction in pollution In-Service Vehicle Emission Inspection and Maintenance (I & M) is essential • Most countries have mandatory I & M

  30. In–Service Vehicles Emission Inspection & Maintenance (contd) Purpose • To Assure that vehicle is properly maintained and used • Identify dirtiest (gross polluters) vehicles and get them repaired Benefits • Lower emissions and better fuel economy • Deterrent to tampering and misfuelling

  31. In-Service Vehicles I & M • Inspection & Maintenance are two Separate Functions to be done by Different Agencies • Government to conduct Inspection only • Maintenance in private ownership • Simple and low cost inspection tests required

  32. Inspection Tests ( No Load Tests) • Petrol Vehicles - Idle CO mostly - Idle HC also in some countries Idle NOx is negligible, hence not measured • Diesel Vehicles - Free Acceleration Test for black Smoke No LoadCO&HC are too low for diesel, not measured

  33. Bangladesh Emission Standards for In-Service Vehicles • AQMP started collection of emission data from different types of vehicles • Emission measurement from about 1500 Petrol and 500 Diesel vehicles planned all over Dhaka • Emission standards to be fixed to allow failure of only about 20 % vehicles • Standards expected by Dec. 2002

  34. Measurement of in-use vehicle emissions Petrol Vehicles CO and HC Diesel vehicles Smoke

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