Air pollution: we have to set the emission standards
Tuesday, 21 April 2009
Mahammad Raza
Asia has the world's highest concentration of two and three wheelers, both in absolute terms and as a fraction of overall road vehicle population. In many Asian cities, these vehicles account for 50% to 90% of the total vehicle fleet of which a large percentage are powered by two stroke engines. The main pollutants of concern from two-stroke three wheelers are hydrocarbons and particulate matter. Most transport owners, operators and associations are not willing to accept that they have a problem, which makes it difficult for governments to take action.
In Bangladesh, air pollution comes primarily from transport. Colourful masks to help people breathe better were available, but no one was willing to recognise that there was a problem with their three-wheelers, leading to important health problems. The three-wheeler association, which managed about 33,110 vehicles and controlled hundreds of thousands of votes, was not willing, to accept that there was a problem.
The owners were not maintaining their vehicles. The government also had to consider the big issue of suddenly rendering these people jobless. This is the case in most Asian cities. But a survey of public opinion found good support for the 'Baby Taxi' phase-out. It took a strong and clever minister to get the three-wheeler association to accept the problem and phase these out. The government gave the three-wheeler owners many incentives and options and pushed them to the wall to accept these. For the most part drivers were rehabilitated in some way or another.
The emission figures hit us hard and we had to take a decision to implement stricter standards for all vehicles, specially for two and three wheelers, that form a large part of our vehicle population. For us it should not be important whether the vehicle is two or four stroke. We have to set the emission standards and expect the manufacturers users to follow them.
Kathmandu has a similar story. The two stroke three-wheelers, numbering approximately 2700, were the main cause of pollution in Kathmandu. Non-Government Organisations and the media worked together to build public opinion against the smoke-spewing two stroke three wheelers. The Nepalese also pressurised the government to take action on this issue. Most of the three wheelers were more than ten years old and had lived their economic lives. The Government of Nepal finally gave orders to ban two-stroke three-wheelers in Kathmandu, completely phasing out the existing ones by July 2004. They gave incentives to the three-wheeler owners by allowing them to import mini buses, giving them customs waivers and allowing the auto rickshaws to ply outside Kathmandu.
More and more major Asian cities are discouraging the registration of two-stroke engine vehicles. Examples include Bangkok, Manila, Kathmandu and Dhaka.
There is actually nothing wrong with the two stroke technology. It is the way people treat their vehicles that creates the problem. Two strokes allow for greater misuse, because of the way they are built. They require less maintenance, but the owners tend to read it as "no-maintenance" vehicles, and use inappropriate amount and type of lubricating oil. The problem of maintenance is particularly severe when drivers lease their vehicles, because neither the driver nor the owner feels responsible for the mechanical condition of the vehicle.
Two stroke engines use the "all loss lubrication" system which leads to formulation of emission of smoke and PM. The problem is further aggravated because three-wheeler drivers tend to use excessive oil of poor quality. If just these things could be controlled, the pollution levels would drop drastically. Delhi banned the sale of loose lube oil, and made it compulsory for it to be pre-mixed with petrol, ensuring that they use the right quantity and quality. This helped reduce pollution levels.
Because of the growing vehicle population and the high emission rates from many of these vehicles, serious air pollution and health effect problems have become increasingly common phenomena in modern life.
India has a very large number of two-wheelers, which are used for personal transport. India has led the way world over in implementing stringent emission standards for two and three wheelers. First level of stringent standards was announced in 1996. These standards posed a big challenge to the auto manufacturing industry, most of whom were indigenous manufacturers. The manufacturers took up the challenge and made improvements to the design of the engine to minimise the deficiencies of the two stroke.
India and Taipei, China were the only two countries to implement such stringent norms. The next level of norms for India was announced in 2000, which were even more stringent and these have also been complied with. The third level of norms, which became applicable from 2005, reduced emission levels further. Direct Injection is a technology that has shown the ability to greatly reduce such emissions while at the same time improving fuel economy.
Going forward, to diminish air pollution caused by two and three wheelers, experts believe that both new vehicle and in-use standards will have to be very stringent. All places in Bangladesh must accept the same standards for new two- and three-wheelers. It is not fair to let them pollute other cities while banning two-stroke engines in Dhaka only.
(The writer is a student at Gono Bishwabidyalay, Gsvmc, Savar, Dhaka)
Asia has the world's highest concentration of two and three wheelers, both in absolute terms and as a fraction of overall road vehicle population. In many Asian cities, these vehicles account for 50% to 90% of the total vehicle fleet of which a large percentage are powered by two stroke engines. The main pollutants of concern from two-stroke three wheelers are hydrocarbons and particulate matter. Most transport owners, operators and associations are not willing to accept that they have a problem, which makes it difficult for governments to take action.
In Bangladesh, air pollution comes primarily from transport. Colourful masks to help people breathe better were available, but no one was willing to recognise that there was a problem with their three-wheelers, leading to important health problems. The three-wheeler association, which managed about 33,110 vehicles and controlled hundreds of thousands of votes, was not willing, to accept that there was a problem.
The owners were not maintaining their vehicles. The government also had to consider the big issue of suddenly rendering these people jobless. This is the case in most Asian cities. But a survey of public opinion found good support for the 'Baby Taxi' phase-out. It took a strong and clever minister to get the three-wheeler association to accept the problem and phase these out. The government gave the three-wheeler owners many incentives and options and pushed them to the wall to accept these. For the most part drivers were rehabilitated in some way or another.
The emission figures hit us hard and we had to take a decision to implement stricter standards for all vehicles, specially for two and three wheelers, that form a large part of our vehicle population. For us it should not be important whether the vehicle is two or four stroke. We have to set the emission standards and expect the manufacturers users to follow them.
Kathmandu has a similar story. The two stroke three-wheelers, numbering approximately 2700, were the main cause of pollution in Kathmandu. Non-Government Organisations and the media worked together to build public opinion against the smoke-spewing two stroke three wheelers. The Nepalese also pressurised the government to take action on this issue. Most of the three wheelers were more than ten years old and had lived their economic lives. The Government of Nepal finally gave orders to ban two-stroke three-wheelers in Kathmandu, completely phasing out the existing ones by July 2004. They gave incentives to the three-wheeler owners by allowing them to import mini buses, giving them customs waivers and allowing the auto rickshaws to ply outside Kathmandu.
More and more major Asian cities are discouraging the registration of two-stroke engine vehicles. Examples include Bangkok, Manila, Kathmandu and Dhaka.
There is actually nothing wrong with the two stroke technology. It is the way people treat their vehicles that creates the problem. Two strokes allow for greater misuse, because of the way they are built. They require less maintenance, but the owners tend to read it as "no-maintenance" vehicles, and use inappropriate amount and type of lubricating oil. The problem of maintenance is particularly severe when drivers lease their vehicles, because neither the driver nor the owner feels responsible for the mechanical condition of the vehicle.
Two stroke engines use the "all loss lubrication" system which leads to formulation of emission of smoke and PM. The problem is further aggravated because three-wheeler drivers tend to use excessive oil of poor quality. If just these things could be controlled, the pollution levels would drop drastically. Delhi banned the sale of loose lube oil, and made it compulsory for it to be pre-mixed with petrol, ensuring that they use the right quantity and quality. This helped reduce pollution levels.
Because of the growing vehicle population and the high emission rates from many of these vehicles, serious air pollution and health effect problems have become increasingly common phenomena in modern life.
India has a very large number of two-wheelers, which are used for personal transport. India has led the way world over in implementing stringent emission standards for two and three wheelers. First level of stringent standards was announced in 1996. These standards posed a big challenge to the auto manufacturing industry, most of whom were indigenous manufacturers. The manufacturers took up the challenge and made improvements to the design of the engine to minimise the deficiencies of the two stroke.
India and Taipei, China were the only two countries to implement such stringent norms. The next level of norms for India was announced in 2000, which were even more stringent and these have also been complied with. The third level of norms, which became applicable from 2005, reduced emission levels further. Direct Injection is a technology that has shown the ability to greatly reduce such emissions while at the same time improving fuel economy.
Going forward, to diminish air pollution caused by two and three wheelers, experts believe that both new vehicle and in-use standards will have to be very stringent. All places in Bangladesh must accept the same standards for new two- and three-wheelers. It is not fair to let them pollute other cities while banning two-stroke engines in Dhaka only.
(The writer is a student at Gono Bishwabidyalay, Gsvmc, Savar, Dhaka)