1. Air Quality Management Project
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
Dhaka is the eighth largest megacity of the world and home to 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 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. Year wise Registration of Motor Vehicles in Dhaka
Sl. No.
Type of Vehicles
Before 1995
1995
1996
1997
1998
1999
2000
2001
2002
2003
2004
2005
Total 1
Motor Car
36998
6923
8386
6528
4984
4330
2452
5560
5542
6163
4734
5633
98233 2
Jeep/St.Wangon/Microbus
17937
1556
1387
1492
1438
1371
910
1579
2911
1810
2114
3303
37808 3
Taxi
787 25 35 14
102
215
348
762
2101
4980
523
514
10406 4
Bus
269
145 73 58
184
224
202
453
632
374
779
728
4121 5
Minibus
2009
324
167
397
300
242
831
1924
1051
368
118
7946 6
Truck
9775
802
615
834
1681
855
1635
890
1127
2128
1437
1104
22883 7
Auto-rickshaw/Auto-tempo
8359
7301
4615
1902
1689
682
1881 75
2616
7996
2344
139
39599 8
Human Haller **
673
136 20
829 9
Coverd Van *
527 .. 10
Motor-Cycle
61478
4427
4027
5346
4992
5330
8768
8590
9102
7239
7872
12879
140050 11
Others
2063
878
828
310
196
1326
819
1825
1012
3257
1300
2361
16175
139675
22381
20133
16881
15566
14548
17257
20565
26967
35671
22134
26799
378577
26,429 Two-Stroke Three-wheeler(Auto-rickshaw/Auto-tempo) removed from Dhaka.
Human Hallers are included in others row (Sl. No. 11)
Covered Van are included in others row (Sl. No. 11)

11. 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..

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

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

14. 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

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

16. 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.

17. 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

18. 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.

34. 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).

35. Emission Standards (g/km)
Schedule -6(Ka):Emission standards for new locally made and new and imported used diesel driven vehicles.
( Refer to Rules 4 & 12)
(Bangladesh-1)
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
3.16
1.13
0.18
Imported used diesel
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
8.0
2.0
0.29

36. Emission Standards (g/kWh)
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)
Vehicle type
Emission Standards (g/kWh)
Test Procedure CO HC
NOx
PM*
New TA
4.5
1.1
8.0
0.36
91/542/EEC
and
ECE R 49.02
New COP
4.9
1.23
9.0
0.4
Imported used
For the diesel engines with 85kW or less power the limit is to be increased by a factor of to 1.7.

37. Emission Standards (g/km) Evaporation emissions (g/test)
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)
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
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
96/69/EC

38. 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)
Vehicle type
Emission Standards (g/kWh)
Evaporation emissions (g/test)
Test Procedure CO
HC/
NMHC*
NOx
New TA (Petrol/ CNG)
4.5
1.1
8.0
2.0
91/542/EEC
and ECE R and 13- mode test cycle*
New COP(Petrol/ CNG)
4.9
1.23
9.0
Imported used (Petrol/ CNG)
* Applicable for CNG driven vehicles

39. 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)
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
2.2 m-1 smoke density
(61 HSU) 39

40. Schedule- 6(Gha): Emission Standards for In-Service Vehicles registered after 1st July 2004.
(Refer to Rules 4 & 12)
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
4.5
All CNG Three Wheelers
3.0
All naturally aspirated diesel vehicles
Free acceleration
65 HSU or 2.5 m-1
All turbocharged diesel vehicles
72 HSU or 3.0 m-1
Note: Idle Speed RPM specified by the manufacturer.

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

42. Trucks and all other diesel vehicles
Schedule – 6(Cha): Emission Standards for In-Service Diesel Vehicle registered after July 1,2004.
(Refer to Rules 4 & 12)
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
2.8 m-1
65 HSU
2.4 m-1
Trucks and all other diesel vehicles
90 HSU
5.3 m-1
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.

43. 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

44. View of an Emission Test Facility

45. 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

46. 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

47. 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

48. 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 Load CO&HC are too low for diesel, not measured

49. 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

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

51. Implementation of VES for In-Service Vehicles
Government issue gazette notification
Mandatory Annual/Half Yearly Inspection by BRTA Test Lanes
Roadside emission inspection as spot checks at DOE Check Posts
Failed Vehicles to be re-inspected after repairs by the operator – procedure/system to be developed

52. Emissions and Fuel Quality
Engine
Fuel
Emissions
Matching
Engine & Fuel

53. Automotive Fuel Consumption in Bangladesh, MT
Indigenous
Imported
Total
Petrol
100,000
200,000
300,000
Diesel
380,000
1,700,000
2,080,000

54. Fuel Quality Issues
Enable efficient functioning and durability of emission control devices viz. Cat. Conv.
Petrol: Lead free, low sulphur
Diesel: Low sulfur for Cat convertor
Reduce direct contribution to pollutants e.g., benzene, Evap. HC, sulfates (PM)
Petrol: Benzene, RVP (Evaporative HC)
Diesel: Sulfur (Increases PM)

55. Fuel Quality Issues (contd.)
Ensure efficient combustion
Petrol: Volatility, Octane Number
Diesel: Volatility, Cetane Number
Keep fuel system clean for efficient engine operation and less maintenance
Deposit control additives, Oxidation and storage stability
Reduce Air Toxics (Benzene,1-3 Buta-diene, Aldehydes, POM)

56. Fuel Quality in Bangladesh
Petrol
-Already Lead Free: Euro1 cars employ
Cat.Converters
- Sulfur( Specs. 0.1 % max) may be reduced further
Diesel
- Sulfur (Specs. 0.5 % max) to be reduced to :
0.25% max for Euro1 vehicles
0.05% max for Euro2 vehicles

57. Auto-Clinic Program by AQMP
First Clinic held from Dec. 23, 2001 to March 21,2002
Program conducted by the Society for Urban Environment Protection (SUEP)
2000 Auto- Rickshaw and Drivers participated
Free carburettor and minor maintenance
Idle CO &HC emission measurement before and after maintenance
Smoke measurement under acceleration with normal oil and 2T oil.

58. Auto-Clinic Programme by AQMP (contd.)
Demonstration of effect of maintenance on CO & HC emissions
Demonstration of effect of 2T oil in right quantity on reduction of blue smoke
Health check – up of drivers
Creating awareness on
Bad effect of poor maintenance and oil qualty emissions from baby taxis
Bad effect of smoke and other pollutants on health

59. Pilot Control Programs
AQMP has completed following three pilot programs;
1. Auto Clinic training program was held on 22 December, 2001 to 27 February, 2002.
Objective: Training for drivers and mechanics on vehicle maintenance and their health impacts.
No. of trainee: 2000,Two stroke three wheeler baby taxies drivers/mechanics.
2. Diesel engine maintenance improvement clinic from February 22 to March 28 ,2004.
Objective: Training for driver/ mechanics on inspection and maintenance of the diesel vehicles to reduce vehicular air pollution.
No. of trainee: 120 drivers/ mechanics from BRTC, Bangladesh Sarak Paribahan Fedaration, and others Government organizations.

60. Pilot Control Programs (Cont’d)
Under Diesel engine maintenance improvement clinic 420 drivers and mechanics were imparted training during 19 June- 17 August 2006
Similar clinic programs will be undertaken for Chittagong, Khulna, Rajshahi, Sylhet and Barisal.

61. Ambient Air Quality Standards
Air quality standards are the foundation upon which emission control strategies are based.
Standards can be adopted as enforceable laws, typically (but not always) with deadlines and schedules for attainment
Air quality standards are a meaningful way to report the frequency with which pollutant concentrations exceed healthful levels.
They also form the basis of air quality index (AQI) calculations.
AAQS are not just limits for each pollutant
The standards also need to specify monitoring methods, locations and frequencies; average time and assessment procedures.

62. Bangladesh Standards for Ambient Air (mg/m3)
Sl. No.
Area
SPM
SO2 CO
NOx 1
Industrial and mixed
500
120
5000
100 2
Commercial and mixed
400 3
Residential and rural
200 80
2000 4
Sensitive 30
1000

63. Why revision of AAQS was necessitated
The previous standards do not specify monitoring methods and frequency, averaging times, compliance requirements and other necessary factors.
Therefore, it was recognized that these standards require review.

64. Why AAQS needed?
AQS are legal limits placed on levels of air pollutants in the ambient air during a given period of time.
They characterize permissible level of a pollutant or a class of pollutants in the atmosphere and define the amount of exposure permitted to the population and/or to ecological systems.

65. AQS are not based solely on air quality criteria but are also based on a broad range of economic, social, technical and political considerations.

66. Steps followed for revision of AAQS
Reviewed ambient air quality standards in other countries within the region
Analyzed the air quality monitoring data from the AQMP CAMS and found that concentrations of pollutants in the ambient air are generally within the USEPA standards
The AQMP proposed the adoption of USEPA standards
For Pb in ambient air the WHO standard recommended due to most appropriate degree of protection of public health
Contd.

67. Concentration of PM10 and 2
Concentration of PM10 and 2.5 significantly exceeded the standards during the non monsoon periods
Action plan suggested for reducing PM concentrations in the ambient air to meet the proposed standards
Draft proposals pertaining to AAQS put to stakeholders consultation
Placed before DTAC meeting in Feb 2003
Presented to a stakeholder workshop in March 2003
Again presented to AQMAC meeting in March 2003
Proposal submitted to Inter-ministerial Committee for consideration
Sent to law Ministry for vetting and publication in the gazette
New AAQS gazetted in June 2005

68. Revised Ambient Air Quality Standards for Bangladesh

69. Principal Air Pollutants in Dhaka City
Particulate Matter (PM10 and PM2.5)
Sulphur Dioxides (SO2)
Oxides of Nitrogen (NOx)
Ozone (O3)
Carbon mono oxide (CO)
Lead (Pb)

70. Vehicle Emission Inventory for Dhaka: >85% of PM10 from Diesel Vehicles

71. Principal pollutants and sources of air pollution in Dhaka City
Particulate Matter (PM10, PM2.5)
Vehicle, Brick Kiln, Cooking, Combustion
Nitrogen Dioxide and Carbon Monoxide
Fuel burning
Sulphur Dioxide
Coal burning
Ozone
Photochemical Reaction

72. Sites for PM Sampling in Dhaka City
TONGI
TEJGAON
MOTIJHEEL
LALBAG

73. Location of sampling sites in Bangladesh
Rajshahi
Dhaka
Narayangonj
Sylhet
Khulna
Chittagong
Barisal

74. Trends Analysis of SO2 in Dhaka City

75. Trends Analysis of CO in Dhaka City

76. Trends Analysis of O3 in Dhaka City

77. Trends Analysis of NOx in Dhaka City

78. Trends Analysis of Particulate Matter in Dhaka City

79. Seasonal Variation of Particulate Matter in Dhaka City

80. Seasonal Variation of Particulate Matter in Dhaka City

82. Cost benefit of Air Quality Improvement in Dhaka
For Baby Taxi Ban: More than 900 premature death avoided and $ 25 million saved in health cost per year.
By 20% reduction: Premature mortality could be reduced by about 1100 and health cost could be saved is $152 million
By reduction to proposed national standard: Premature mortality could be reduced by about 3300 and $474 million per year.
Source: World Bank, Dhaka

83. What is AQI?
The Air Quality Index (AQI) is a public information tool to express the air pollution level for a particular area on a certain period
This is a simple way of describing the quality of air from human health point of view
The AQI is linked to the National Ambient Air Quality Standards (NAAQS) which is set based on health impacts

84. Purpose of AQI
To give complex information about the air pollution level and the quality of air in a simple way that people can easily understand;
To inform how clean or polluted air you are breathing in relation to health based objectives; and
To advise the people about the general health effects associated with different pollution levels.

85. CLASSIFICATION OF AQI AQI Range Colour Category 0-100 Green Very Good
Orange
Good
Violet
Medium
>300
Red
Bad

86. Air Quality in Dhaka: Seasonal
Non-monsoon period – Air Quality is poor
Monsoon period – Air Quality OK
Air quality objective
Note: PM is the major pollutant of concern in Dhaka.
…8686

87. % of Days in Air Quality Index Category

88. Reporting Format (English)
Today’s Air Quality Index for Dhaka provided by Department of Environment was 67 based on pollutants monitored in CAMS, Sangsad Bhaban, The AQI category was “Very Good” and the colour code was Green. The Responsible pollutant was PM2.5.
Air Quality Index (AQI) for 23rd August, 2006
AQI Value
Category
Responsible Pollutant 67
Very Good
PM2.5
Department of Environment

89. Interventions benefited air pollution abatement
Phase out leaded petrol in 1999
Jan 2001 setting standards for lubricants
Phase out of two stroke 3-wheeler from January 2003.
Ban on the plying of trucks older than 25 years and buses older than 20 years.
Introduction of ambient air quality standards.
Introduction of emission standards EURO I for new diesel and EURO II petrol vehicles from 2005.
Introduction of in use vehicle emission standards from 2005.

90. Implications for adopting VES and AAQS
Public awareness of air quality may increase
Reporting exceedences of the standards may cause adverse reactions from within and outside of Bangladesh
An AQI system that is consistent with the standards can be developed
An immediate need to develop emission inventories and control strategies to reduce dominant pollutant emissions
The need to develop an industrial permitting program to foster improved environmental planning.

91. Lessons learned
It is easy to implement revised VES and AAQS if people’s participation is ensured.
Phasing out of gross polluting two stroke three wheelers was possible due to overwhelming peoples support
Gross polluting diesel vehicles are being phased out under a 5-year road map came into force in 2004.
Awareness of people about air pollution is necessary to enforce standards.

92. Thank you