Organisation mondiale de la santé (OMS) · Technical Documents

Report on the WHO/UNEP Bi-Regional Workshop on Planning for Control of Emissions from Motor Vehicles, 10-14 November 1980 : report

31 décembre 1980 Organisation mondiale de la santé

Le texte intégral est hébergé par l’organisation qui le publie. lawenc.com indexe les métadonnées et renvoie vers la source officielle.

Texte intégral

to) ~; c. WORLD HEALTH ORGANIZATION We.tern Pacitic ReSional Centre tor the Pro.otion ot Environ.ental Plannins aDd Applied St~dle. (PEPAS) V,niveraUi Pertanian Campus Serdanl. Selanlor ••alay.ia UNITED NATIONS ENVIRONMENT PROGlLUe~1

Indu.try and Enviro...ent Ortie"

17. Rue .arsueritte 75017 Pari.. Prance

REPORT on the WHO/UNEP B1-REGIONAL WORKSHOP ON PLANNING FOR CONTROL OF EMISSIONS FROM MOTOR VEHICLES

10-14 NOVEMBER 1980

MARCH 1981

•

'lhe views expressed in this XE\XlL l aLe those of the pexsc:ns 1oIho participated in the WOIkshc.p and do not necessarily reflect the policies of the tbited NatialS EnviLa'llleIlt P:togXCllLlle ar the World Health OLyanizatien.

•

• This report has been prepared by the Western Pacific IeJicnal <Bltre for the PLaTOtien of EnviLuatE,lItal Planning and J\l:plied Studies (PEPlIS) in rollaboratien with the United Nations FnviXUll1Eul Progranne far GoYermIents of WHO ~ States in the Western Pacific IEgien and the South East Asia Region and far those lobo participated in the lft)/tM:P Bi-Regicna1. Wcxkshc.p en Planning far cattrol of EhIissicns fran ~r Vehicles lIIhich was held in Kuala LunpUr, Malaysia fran 10 to 14 NoYedJer 1980.

• •

CONTENTS Page Opening ceremony Introduction Assessment of motor vehicle air pollution Land-use and transportation policy options Approaches to control and policy implementation Technology of motor vehicle emission control Plenary discussion on different types of smokemeters, stringency of standards and compliance test procedures of smoke emissions from in-use diesel vehicles Integrated approach to motor vehicle emission control UNEP environmental management guidelines for the motor vehicle and its use Summary and conclusions Closing ceremony ANNEX I: ANNEX II: ANNEX III: Agenda List of participants, observers, consultants and secretariat members Speech by the Honourable Minister of Science, Technology & Environment, Malaysia at the opening of the workshop Summary of country reports 1 1 1 2

7 7 7 9

ANNEX IV:

, 1.

Report of the WHO/UNEP Bi-Regional Workshop on Planning for Control of Emissions from Motor Vehicles A workshop on planning for control of emissions from motor vehicles, jointly sponsored by WHO and UNEP, was held at the WHO Western Pacific Regional Centre for the Promotion of Environmental Planning and Applied Studies (PEPAS), Serdang, Selangor, Malaysia, from 10 to 14 November 1980. Twenty participants from fourteen countries in the WHO Western Pacific and South-East Asian Regions took part in the workshop with observers from the USSR. lLO and ESCAP also participated. The agenda for the Workshop is attached as Annex I. A list of participants, observers, consultants and secretariat members is given in Annex II. OPENING CEREMONY 2. The workshop was officially opened by the Honourable Tan Sri Ong Kee Hui, Minister of Science, Techology and Environment (for opening speech, see Annex III). Mr Frank C. Go, Director of PEPAS, welcomed tile delegates on behalf of Dr H. Nakajima. Regional Director. WHO Western Pacific Region, and Tan Sri Mohd. Rashdan bin Haji Baba. Vice-Chancellor of the University, welcomed delegates to the Universiti Pertanian. Mr Dominique Larre, Director of the UNEP Industry and Environment Office, Paris spoke on behalf of Dr M. K. Tolba, Executive Director of UNEP. about the role and function of UNEP in supporting development without destruction. INTRODUCTION 3. Mr Dominique Larre, in his introductory remarks, outlined the methodology followed by UNEP in reviewing specific industrial sectors, whiCh had led to the joint sponsoring with WHO of a series of regional workshops, this being the first of the series (on planning for control of emissions from motor vehicles). Dr John Haines reviewed the scope and purpose of the workshop, which had been convened for government officials1'8llpouibla for motor vehicle air pollution control policies. The workshop dealt with issues involved in motor vehicle air pollution and its control with a view to helping governments develop policies and implement programmes directed towards the specific environmental and health protection needs of the country. The scope covered assessment of motor vehicle air pollution problems, approaches to control and implementation, and the development of an integrated pOlicy. Particular attention was paid to the interrelated issues of effective resource utilization especially economic, energy and manpower. ASSESSMENT OF MOTOR VEHICLE AIR POLLUTION (a) Environmental and Health Effects 4. The health effects of motor vehicle air pollutants were reviewed by Dr Hank W. de Koning, referring to the environmental health criteria programme of WHO. Note was taken of the availability of criteria for lead, oxides of nitrogen. photochemical oxidants, sulphur oxides and particulate matter, and carbon monoxide (WHO Environmental Health Criteria Documents Nos. 3.4.1.8 and 13 respect ive ly). Dr wi lfried Kreisel reviewed the toxicological problems specifically associated with emissions from diesel vehicles.

-2-

5. There was a discussion as to whether a no-effect (or no-detectable-effect) level exists or whether the ultimate aim should be zero air pollution levels regardless of the economic implications. It was considered that health orientated air pollution control measures should be directed towards ensuring that the population in question will not be subjected to an "unacceptable risk". The question was raised as to the air pollution measurement methods employed in relation to the effects guidelines contained in WHO criteria documents. Although measurement procedures are not prescribed, the need for standardization of measurement methods was recognized and reference was made to the work of International Standards Organization TC 146 (Air) Committee in this field. Regarding the undertaking of epidemiological studies, the difficulties 1n finding suitable control groups and in eliminating the "smoking factor", which tends to affect most an pollution health effects studies, were discussed.

•

• (b) Emissions and their Trends

6. The assessment of motor vehicle emission levels, the preparation of emission inventories and the evaluation of future emission trends were reviewed by Mr Eric Stork.

7. Part icipants presented country reports which had been prepared using a common format developed by the secretariat. These reports gave an assessment of the motor vehicle situation in countries of the region and covered the following; (i) ( ii)

relative priority of air pollution problems assessment of air pollution (i ii) relative contribution of motor vehicles (iv) vehicle pool composition and expected trends (v) maintenance and repair of motor vehicles (vi) inspection of vehicles in use (vii) traffic situation and policies (vi i i) highway code and education of road users ( ix) control of new vehicles (x) use of resources (energy)

A summary of the country reports is gLven in Annex IV.

LAND-USE AND TRANSPORTATION POLICY OPTIONS 8. Urban land-use transportation policies can have significant impact on urban air quality and the various options were presented to the workshop by Mr David Bayliss, particularly; changes in land use patterns; changes in traveller behaviour; urban traffic control; car sharing; controlling urban traffic speeds and smooth traffic flow; goods vehic Ie transport; and public transport. It was observed that the urban planner is called upon to contribute towards solutions to many problems including congestion, over-crowding on transport and environmental aspects, particularly noise and air pollution. Consequently, land-use and transportation policies form one set of air pollution control options which are highly interrelated with other problems and subject to constraints from other policy areas, for example energy, economic development and social goals.

•

-3-

9. Where appropriate, spreading the traffic peaks may make a valuable contribution to improving traffic flow and reducing idling times. Reservations were expressed concerning the practicability in some countries of staggering working hours and the use of flexi-time to spread traffic at peak hours. It would appear, however, from experience obtained, that in most cases practical arrangements can be worked out for office staff but for manufacturing units this may be somewhat more difficult. In many cities car ownership appears to be only weakly correlated with the qual ity of public transportation. In other words the primary factor in car ownership appears to be financial means. Furthermore, the composition of existing fleets of cars, buses, etc. both privately and publicly owned, as well as the existence of a city railway system, appear to have a distinct influence on strategies developed to deal with motor vehicle air pollution. 10. A variety of actions has been taken by various countries of the regions in order to reduce the number of vehicles entering downtown areas. The experience of Singapore with its licensing system to discourage passenger cars from the core (downtown) areas was discussed. "Park and rid·e" schemes have had limited success since people preferred to take a bus directly from their residence to the downtown area; therefore shuttle bus services have been extended to housing estates. The subject of public education to encourage the public to adopt certain attitudes with regard to the use of public and private transportation was discussed. Public education is considered to have been successful in Tokyo where it has been used since 1975; but it wall noted that this approach is culture dependent and in other countries. the. impact would appear to have been less. 11. Several questions were raised about nOise related to motor vehicle traffic. Although beyond the scope of the workshop, it was recognized to be of considerable importance among factors reponsible for the deterioration of the urban environment. In this connexion, besides buses and large trucks, the motorcycle appears to be of some importance in the region, where in many countries there is a move, with economic development, from people using first bicycles, then motor cycles and later automobiles. Concerning air pollution from motorcycles, two stroke engines appear to be heavy polluters (in the order of 3 times more than an uncontrolled automobile); four stroke engines are much cleaner and should be encouraged where possible. As far as protective actions are concerned in the urban area, sound insulation and

{

barriers are considered the most effective. 12. In summary it was indicated that land use and transportation, particularly traffic management, policies were more effective in reducing pollution on a local scale rather than over a wide area. These policies reinforce and complement others. Further, their success rate is quite closely related to the original prevailing urban conditions: if it is already highly structured it is more difficult to make significant modications than .where there is little structure. For example, where there is a well developed public transportation system, improvement in air quality resulting from applying these policies may range from 3-5%; whereas for urban areas with underdeveloped public transportation systems, the improvement may be in the order of 5-10%. In the urban core the improvement can be greater (up to 80%) where in particular zones, major progress can be achieved. In general, the

smaller the scale, the larger the improvement that can be achieved. APPROACHES TO CONTROL AND POLICY IMPLEMENTATION Application of Cost-benefit Analysis in Policy Formulation 13. The conceptua 1 framework, methodology, and difficulties of using cost-benefit analysis in policy making were elaborated by Mr Frank Go, and the

-4workshop discussed the application of this technique to d!!" .. t0l'1 ft& motor vehicle air pollution control policies. The activities of both UNEP and the OECD in the field of cost-benefit analysis were reported. It was noted that issue No.lO of the UNEP quarterly Industry and Environment Newsletter would be devoted to this subject. The workshop observed that it was particularly difficult to quantify benefits and that 1n certain instances a political judgement was needed.

•

TECHNOLOGY OF MOTOR VEHICLE EMISSION CONTROL (,a) Opti.ons for Control of Spark Ignition and Diesel Vehicles

14. The workshop's examination of the various technical approaches to control of emissions from motor vehicles was led by Mr Eric Stork, particularly in relation to spark ignition engines, and Dr Wilfried Kreisel, in respect of diesel engines. Whilst the main SOurce of emission from motor vehicles is from the engine exhaust, in respect of hydrocarbons (HC) the crankcase and fuel evaporation from the carburet tor and fuel tank are significant sources. In general, motor vehicles are fitted with positive crankcase ventilation, which allows 25 percent of HC to be controlled. A further 25 percent of HC, it was observed, could be controlled by simple fuel evaporative preventive techniques, Note was taken that in repect of carbon monoxide (CO) and HC, lean mix~ure techniques reduce emissions and also improve fuel economy. ""clition of alcohols to fuel also enleans the mixture, but there may be an increase in emission of aldehydes. Enleaning the mixture, however, may increase emissions of nitrogen oxides (NO x ). Use of stratified charge and other programmed combustion techniques helps to reduce NOx emissions. 15. In diesel engines, almost invariably it is found that the optimum timing for fuel economy does not coincide with optimum timing for exhaust smoke. With the direct injection chamber, an advanced timing reduces smoke while the reverse is the case for the indirect injection system. If minimum smoke and minimum carbon monoxide are required, the direct injection must work at advanced timing with consequent high cylinder pressures, noisy combustion, increased nitrogen-oxide emissions and adverse fuel economy whereas the indirect injection engine should run retarded with the advantage of smoother combustion. Turbocharging of diesel engines leads also to a significant reduction in smoke, HC and CO emissions while increasing engine power and fuel economy, when turbocharging is combined with optimized fuel injection system operation. Note was taken that exhaust gas recirculation (EGR) , used successfully in spark-ignition engines, represents also a convenient and effective NOx abatement technique for diesels. However, EGR while controlling NOxJ tends to increase smoke emissions.

•

16. To obtain particularly stringent simultaneous emission control for CO, HC and NOx , catalytic converters have been developed for spark-ignition engines. With the present generation of catalysts it is essential to use non-lead fuels. For optimum operation of catalysts which remove all three pollutants. stoichiometric air-fuel mixtures must be used, which call for electronic control and sensing of the oxygen content of the exhaust emissions. These latter techniques, it was noted, are expensive to install and require careful maintenance. Furthermore, the removal of lead from fuel usually means an increase in production costs as well as an energy penalty at the refinery. 17. Exhaust after-treatment, in the form of catalytic converters, cannot be considered seriously as a feasible control technique for heavy and light-duty diesel engines at this time due to performance degradation and low conversion efficiencies. It was noted that particulate control devices for diesel engines are presently being developed.

•

-518. Concerning the defining of emission standards for new vehic les note was taken that a test procedure was necessary to quantify vehicle emissions. Mr Eric Stork outlined the various current approaches to test procedures, particularly those of the European ECE, Japan and the United States. Developing a test procedure is time and resource consuming and the workshop noted that it was not advisable for countries who do not produce motor vehicles to develop their own test procedure. It was suggested that countries wishing to adopt a test procedure consider one of those already in existence. It was noted that choice of a test procedure has important implications which countries should consider carefully beforehand. (b) Control of Vehicles in Use 19. With respect to vehicles in service the workshop discussed the problems of inspection and maintenance schemes either of a voluntary or compulsory nature. Many countries have or are contemplating such schemes. There were, however, certain differences of opinion as to the cost-effectiveness of this approach to control of vehicles in service. It waS generally considered that a test for CO, and possible HC levels under idling conditions was valuable and at least allowed authorities to identify vehicles whiCh have too rich an air fuel mixture adjustment. 20. Concerning vehicles in service it was noted that it is very important to encourage the maintenance and repair of vehicles to the manufacturers' specifications. Tampering and maladjustment, especially of the idle mixture and choke, was discussed. Note was taken that whilst retrofit of vehicles in service with emission control devices under certain circumstances was feasible technically, experience showed that this approach waS not practicable. 21. Concerning diesel vehicles, it was agreed that some form of inspection for black smoke emission Was desirable, although there were differences of opinion as to the value of various measurement procedures. In view of the importance of diesel vehicles in the regions and the frequent problems of diesel emission it was· requested that PEPAS prepare a review of the various measurement methods and control procedures for diesel smoke emissions. Further, it was emphasized that authori ties should take steps to encourage d iese 1 vehic le operators to ensure that vehicles are adequately maintained and repaired, operated within the manufacturers' loading specifications and that appropriate, unadulterated fuels were used. (c) Alternative Fuels and Fuel Additives 22. Dr B.S. Murthy reviewed the subjects of fuel additives and alternative fuels. A number of countries expressed interest in cooperating within the region concerning use of alternative fuels such as alcohol, with production of alcohols either from natural gas or biomass, and petroleum blends. The value of LPG as a clean fuel was noted. LPG may be conveniently used in fleets of vehicles, although certain safety standards need to be applied. Participants expressed interest in obtaining further information or experience in use of LPG in an acceptable manner from a safety point of view. (d) Training of Motor-Vehicle Mechanics 23. Adequate training of motor vehicle mechanics in emission control was recognized by the workshop as a very important action where governments could playa significant role in cooperation with industry, both manufacturers and servicing. Mr Andrzej Cichowski presented the training methodology being developed by ILO with its modular approach based on Modules of Employable Skills. Many participants expressed interest in obtaining the learning materials and seeking the help of ILO in establishing training programmes. Note was taken that the learning material under preparation so far dealt

-6specifically with maintenance of spark ign1t10n engines. In view of the important role of the diesel engine it would be most desirable if ILO could develop at the same t~me suitable learning elements relating to the ~aintenance, operation, adjustment and fuel use for diesel vehicles. (e) Education of Vehicle Users and the Public I 24. Education has an important role in both creating basic awareness of problems and sympathy for their solutions as well as in implementing environmental protection programmes. A discussion on this subject was led by Dr John Haines and covered public information campaigns, traffic education and vehicle operator education. It was observed that the effectiveness of public information campaigns depends on socia-economic conditions in countries, particularly levels of literacy, cultural and social habits and attitudes; and authorities must adapt campaigns to local needs and conditions. Traffic education should begin at the school level and be supported in the mass media in order to encourage the development of an overall sense of responsibility. Education of vehicle operators, it was observed, sbould include not only basic traffic regulations and behaviour in traffic, but the development of an awareness of the way the vehicle operator can influence air pollution, noise, safety and fuel consumption. It is important for the vehicle operator to understand the need for proper maintenance and repair of vehicles. Education calls for cooperation among various governmental authorities and with the automotive manufacturing and service industries.

PLENARY DISCUSSION ON DIFFERENT TYPES OF SMOKEMETERS, STRINGENCY OF STANDARDS AND COMPLIANCE TEST PROCEDURES OF SMOKE EMISSIONS FROM IN-USE DIESEL VEHICLES 25. It was noted that two different types of smokemeter are being used, namely the 1 ight reflectance and the transmittance smokemeter. For the reflectance type, the particulates (smoke) are collected on a filter and the reflectance of the light from the smoke stain is determined by a reflectometer given in Bosch Smoke Units (B.S.U.). Depending on the manufacturer, either the total smoke (integrated value) (AVL, etc.) or only a specific fraction (BOSCH, etc.) is determined. The instrument is calibrated by a standard smoke stain which gives a known reflectance. As regards the transmittance type of smokemeter, the light extinction as a function of the smoke concentration is measured and given either in Hartridge Smoke Units (H.S.U.) or per c,nt opacity. The instrument is calibrated by a smoke standard that gives a known extinction. In general, the transmittance type of smokemeter allows the determination of the maximum value of smoke and can be operated continuously. Conversion charts are available to provide for converting, e.g. B.S.U. into H.S.U .. Note was taken that from a purely technical point of view neither of the smokemeters is superior to the other, however, from a practical point of view, e.g., for on-the-road spot checks, the transmittance type appears to have some advantage s. However, the transmi ttance type of smokemeter is generally more expensive. It was observed that for turbocharged diesel engines both types appear to have deficiences. 26. It was observed that several countries have adopted smoke standards for in service diesel engines ranging from 50 percent to 60 percent opacity. In general, the standards have been set to aim at preventing nuisance arising from smoky diesel engines. Although mOre stringent smoke standards are desirable from a nuisance standpoint, they may be difficult to enforce. Australia refrained from setting a standard based on B.S.Us. or on H.S.Us; instead a smoke standard of 2 on the Ringelmann scale was adopted.

•

-7-

27. Note was taken that the free acceleration test prescribed in several countries in the regions as compl iance test for smoke emission standards for in use diesel engines has several deficiencies. The test does not allow, e.g., to conclude from the smoke formation at free accel.aration the smoke at full load since there is no correlation. Two alternatLve te~t procedures, namely the Lug-Down-Test and the "Swedish-Test" are being u~ed Ln England and Sweden respectively. However, they are also not fully satlSfactory. It was noted that in view of the problem associated with the smoke testing of in use diesel engines a new procedure is presently being developed in Europe.

INTEGRATED APPROACH TO MOTOR VEHICLE EMISSION CONTROL 28. Mr Rayliss and Mr Stork discussed a basic conceptual framework within which the planning process for air quality and the prograDllling and implementation can be fitted. This basic framework is applicable to' different areas and generally comprises a main programme with elements such as setting of goals and standard regulat ions, initiat ives, incentives, etc. and, in add it ion, related programmes such as the creat ion .of the awareness of the problem, the identification of requirements and constraints, ex ante and ex post fact evaluation of the effectiveness of the programme, etc. As soon as, e.g., the problem of air pollution from motor vehicles has been identified and its seriousness assessed with regard to overall national problems and goals in general, snd environmental problems in particular, the programme objectives are defined, the conditions surveyed and a strategy for the impl~meritation is selected. Here, the different approaches towards improvement of the urban air quality such as direct technological approaches to controlling the motor vehicle emissions at the source and non-technological approaches such as land-use and transportation planning strategies have to be carefully assessed and coordinated. The implementation is monitored and the results are reviewed regularly. Based on the evaluation, the objectives can be modified, a new strategy selected, and a new plan designed. It was pointed out that the planning process, the programming and implementation have to take into account the economic, technical and institutional constraints of the country. Since environmental affairs tend to interfere with many other areas it was stressed that coordination among different mlnlstries, institutions and agencies is indispensable for successful implementation of an environmental control programme. In this context, it was emphasized that the creation of awareness of the problem is critical to develop basic polic.ies on which programmes in the environmental pollution control field can be based.

UNEP ENVIRONMENTAL MANAGEMENT GUIDELINES FOR THE MOTOR VEHICLE AND ITS USE 29. Note was taken of the UNEP draft environmental management guidelines for the motor vehicle and its use, which are directed towards providing guidance to governments in the development of their environmental protection policies and programmes for the motor vehicles. These guidelines cover air pOllution, noise and certain aspects of safety in an integrated manner and are presented in the context of the need to see environmental management in relation to

other policy areas, especially energy, resources and encomics.

SUMMARY AND CONCLUSIONS 30. Motor vehicles have emerged as the greatest single source of air pollution in most of the large cities of the world, often being responsible for over one half of the total pollutants discharged into the urban atmosphere. In many countries of the Western Pacific/South-East Asian Regions, the motor vehicle remains the major growing and relatively uncontrolled source of air pollution.

-831. Th.e workshop assess~d the health effects of motor vehicle air pollutants and. discussed tech~ologic.al and non-technological approaches directed towards then control. . I.t is belleved that the main objective of the workshop to help gover~ent . ofhclals understand the issues involved in automotive emissions pol~utlon ln order to develop policies and programmes aimed at the specific en~lronmental ~ealth protection needs of their country has been achieved. In t~l. conte~t, lt was stressed that the relative priority of the motor vehicle ~lr pollutlOn pr?blems. must be first assessed by each country before a policy lS developed whlCh flts the national goal, giving cognizance to economic constraints and the availability of technological and structural options.

32. The workshop reviewed its main conclusions and the follow-up actions which may be taken by countries and the international organizations. Each country needs to evaluate its national constraints in terms of actions which can be

t'!ken or are required to be taken. An evaluation of the air pollution situation should be \ll8de, initially with basic measurements and estimates. Interest was expressed in regional cooperation on measurement and monitoring techniques. A number of pilot projects could be established in some cities to evaluate the situation and develop air management programmes as well as traffic management schemes. The need to change attitudes of the public and of road users in particular was recognized. Appropriate education and training programmes wi 11 be deve loped. Renewed efforts wi 11 be made to encourage cooperation a.ong governmental departments and with industry, both manufacturers and servlclng, in the development and implementation of effective air quality control programmes in relation to the motor vehicle in the context of other national and local constraints and policies. 33. Smoke from diesel vehicles is recognized as a particular problem in the region, both in terms of environmental health and traffic safety, but where action is feasible. Steps could be taken to improve inspection and maintenance of diesel vehicles and encourage proper operation, particularly in respect of loading and use of unadulterated fuels. Host of the developing countries of the region have not yet decided on their needs in relation to emission control of new vehicles, but note was taken of the relatively simple and inexpensive techniques of positive crank case ventilation, fuel evaporative emission control and use of lean air-fuel mixtures which permit

major reductions in emissions of carbon monoxide and hydrocarbons and at the same time improve fuel economy. Significant reduction of emissions of nitrogen oxides may require more expensive techniques needing careful maintenance and therefore the need to. control

such

emissions

under

the

specific local circumstances should be assessed beforehand. Concerning vehicles in service note was taken of the importance of proper maintenance and repair as well as of the value of an idle test for carbon monoxide in order to identify vehicles which have too rich an air fuel mixture idle adjustment. Two stroke engines also pose problems in the region as sources of air

pollution and noise. Whilst it is recognized that four stroke engines are more easily controlled there would currently be difficulties in many countries in restricting the use of two stroke engines. A number of countries indicated

their interest in cooperating in the development of alcohol containing fuels.

fields

fuel

additives

and

the

34, Concerning activities of the international organizations note was taken of the technical cooperation that could be given to countries in developing and 'implementing air quality management programmes in relation to the motor vehicle. UNEP's role is essentially catalytic and coordinating, whilst several UN agencies (e.g. WHO, UNlDO and ILO) have relevant operations in the fie ld.

-935. In relation to the activities of the WP.29 of the UN Economic CoDlllission for Europe concerning the construction of motor vehicles relating to emissions, noise, safety and fuel consumption as well as the initiatives to harmonize vehicle emission and fuel consumption test procedures, the catalytic action of UNEP in relation to test procedure harmonization and in making the results known to countries not partic·ipating in these UN/ECE activities was noted. Within the ESCAP region the UN has a programme in the field of transportation, particularly in relation to (i) reducing the negative effects of road transportation, (ii) measures .to conserve energy, and (iii) improvement of traffic safety. Note was taken of the possible organization of a regional seminar on the inter-related areas of environmental protection, energy conservation and safety in the road transport sector. It was further noted that UNEP had established within the UN/ESCAP Secretariat an environment post to encourage the integration of environmental matters into ESCAP activities.

36. The World Health Organization is developing environmental health criteria for air pollutants as part of the Environmental Health Criteria prograDllle and also conducts air monitoring with participating countries under the GEMS programme, both activities being supported financially by UNEP. Within the Western Pacific Region, PEPAS is developing programmes relevant to a wide range of environmental management areas of interest to member governments. It was suggested that PEPAS could provide a valuable service to countries in preparing a review of existing air quality management programmes and systems. A review could also be prepared of various measurement methods and control procedures for diesel smoke emissions. 37. Four countries had approached the ILO representative during the Workshop regarding training programmes either on a country or a regional basis. The participants expressed interest in having available the ILO training elements in relation to the motor vehicle as a help in developing their national basic tralnlng programmes for mechanics, not only in relation to spark ignition engines, but also diesel engines, including maintenance, engine adjustment and fuel systems. 38. In relation to the environmental impacts of alcohol fuel production UNEP was requested to help in obtaining information. Note was taken of 0) a planned UNEP actlvlty with the Brazi Han Government on the environmental aspects of distillery wastes; (ii) the UNEP Industry and Environment Office's information system; (i ii) the activities of the UNEP energy task force; and (iv) the forthcoming UN conference on renewable sources of energy. 39. It is imperative to create public awareness of environmental health problems related to vehicle emissions in order to develop environmental policies and programmes which can be successfully implemented. A change of attitude of responsible government authorities, industries and the general public is required to achieve the goal of urban air quality which guarantees the protection of the public health. 40. As a final conclusion it was suggested that a follow-up meeting to the workshop be held in the region after one or two years. 41. It was agreed that it was not appropriate for the workshop to adopt formal conclusions and the Secretariat was requested to establish with PEPAS a brief workshop report for distribution to participants after the meeting. CLOSING CEREMONY 42. In closing the meeting the Chairman thanked the Government of Malaysia and the Universiti Pertanian Malaysia authorities for facilitating the holding of the workshop and WHO and PEP AS for co-sponsoring the workshop with UNEP.

ANNEX I

AGENDA WHO/UNEP BI-REGIONAL WORKSHOP ON PLANNING FOR CONTROL OF EMISSIONS FROM MOTOR VEHICLES PEPAS, KUALA LUMPUR 10 - 14 NOVEMBER 1980

MONDAY Openinl Ceremony (9.00 a.m. - 9.45 a.m.) Coffee Brea4 (9.45 a.m. - 10.45 a.m.) -Session I (10.~5

a.m. - 12.30 -p.m.)

Chairman:

Dominique Larre

Introductory Remarks by Chairman of Workshop Scope and Purpose of Workshop (John A. Haines) ASSESSMENT OF PROBLEMS <a) Health Effects of Motor Vehicle Air Pollutants (H. W. de Koning)

Lunch Break (12.30 p.m. - 2.00 p.m.)

Session II (2.00 p.m. - 5.00 p.m.) (b) (c) (d) TUESDAY Session III (9.30 a.m. - 12.30 p.m.)

Chairman:

John A. Rainea

Toxicological Assesament of Diesel Emissions (Wilfred Kre1sel) Emission Inventories and Assessment of Motor Vehicle Em1ss10n Levels (Er1c Stork) Country Reports

Chairman:

Eric Stork

Land Uee and Transportation Strate.ies in Control of Air Pollution from Motor Vehicles. Presentation by David 8ayliss !

ANNEX I

Session IV (1.30 p.m. - 5.00 p.m.) Country Reports (Cont'd)

Chairman:

Dominique Larr~

Discussion and Sua.ary by Messrs Stork and Bayliss WEDNESDAY Session V (9.30 a.m. - 12.30 p.m.) Chairman: David Bayli.s

Approaches to Control of Policy Iapleaentation (including costa and benefi ts) Application of cost-benefit analysis in policy formulation. Discu.sion led by Mr Frank Go Technology of Motor Vehicle Emission Control. Eric Stork and Wilfred Kreisel (a) Control of New Vehicles (i) coapliance, including test procedures for vehicle aanufacturing and aon-aanufacturinc countries Chairman: Dominique Larre Presentation by Messrs

Session VI (2.00 p .•. - 5.00 p.m.) (b) Control of Vehicles in Use (i) (11) (iii)

inspection and aaintenance retrofit of existing vehicles and its feasibility special approaches for fleet vehicles

(c)

Alternative fuels and fuel additives (Dr B. S. Murthy)

Panel Discussion THURSDAY Session VII (9.30 a.a. - 12.30 p.m.) (d) (e) Chairman: David Bayllss

Training of Motor Vehicle Mechanics (Mr A. Cichowski) Education of Vehicle Users - discussion led by John A. Haines

Session VIII (1.30 p .•. - 5.00 p.m.) GROUP DISCUSSIONS Development of motor vehicle emi88ion control programaes based on specific cases

•

ANNEX I

FRIDAY Session IX (9.30 a.m. - 11.00 a.m.) Chairman: Dominique Larre & F. C. Go

Integrated Approach to Vehicle Emission Control Introduction by Messrs Stork and Bayliss Discussion of Workshop Conclusions (11.30 a.m. - 12.30 p.m.) Closing Ceremony

, •

•

ANNEX II

LIST OF PARTICIPANTS, OBSERVERS, CONSULTANTS & SECRETARIAT MEMBERS PARTICIPANTS COUNTRY OR AREA AUSTRALIA NAME AND DESIGNATION Mr T. R. O'Brien Director of Air Quality ADDRESS Department of Science & the Environment POBox 449 Woden, A.C.T. 2606 Environmental Pollution Control Department Government of the People's Republic of Bangladesh 6/II/F, Lalmatia Housing Estate Satmasjid Road Dacca Public Health Faculty Beijing Medical College Beijing Motor Vehicles Institute Beijing

BANGLADESH

Mr M. A. Karim Director

CHINA (Peo~le's Republic of C~ina)

Prof. Lu Guo-cheng Associate Professor

Mr IUao Ying Engineer

FIJI'

Mr Mohammed Saleem Environmental Health Officer

Ministry of Health G.P.O. Box 30 Suva

HONG KONG

Dr Peter John Kayes Principal Environmental Protection Officer

Environmental Protection Unit Environmental Branch Government Secretariat MC & DC BlOCk Victoria Barracks

Dr Gabriel Ka-sing Cheung Senior Industrial Health Officer

Industrial Health DiviSion 5th Floor Canton Road Government OffiCe Canton Road Kowloon

not present at meeting

ANNEX II 2

COUNTRY OR AREA INDIA

NAME AND DESIGNATION Mr R. Swaminathan Scientist

ADDRESS National Environmental Engineering Research Institute Nagpur 440020 India Division of Physical Environment National Institute of Health Research & Development Ministry of Health Jalan Prapattan 10 Jakarta Institute of Technology Bandung Automobile Pollution Control Division Ambient Air Protection Bureau Environment Agency 3-1-1 Kasumigaseki Chiyoda-ku Tokyo Division of Environment Ministry of Science, Technology & Environment • 1st Floor, Oriental Plaza Jalan Parry Kuala Lumpur Department of Health Malvern House 159 Hereford Street Christchurch National Environmental Protection Council Ministry of Human Settlements 6th Floor National Heart Centre for Bida , Quezon City Diliman

INDONESIA

Ms Sri Soewasti Soesanto Head

Dr S. Sonarto

JAPAN

Mr Masayoshi Doba.hi Deputy Director

MAI,AYSIA

Mr Lee Heng Keng Environmental Control Officer

NEW ZEALAND

Mr Donald R. Pullen Regional Air Pollution Control Officer

PHILIPPINES

*Mr Felix Marinas,

Jr Senior Policy Researcher

•

ANNEX II

COUNTRY OR AREA PHILIPPINES

NAME AND DESIGNATION Mr Jose Alvarez, Jr

ADDRESS Division of Environmental Sanitation Bureau of Health Services Ministry of Health San Lazaro Compound Sta. Cruz Manila Vehicle Emission Control Division Office of Environment 35 Tong-eui Dong Chong-ro Ku Seoul Office of Environment 35 Tong-eui Dong Chong-ro Ku Seoul Registry of Vehicles Middle Road Singapore 0718 P.O. Box 513 Ministry of Health Colombo Division of Occupational Hygiene 97 Jawatte Road Colombo 5 Environmental Health Division Health Department Ministry of Public Health Bangkok 2 Land Transport Engineering Division Department of Land Transport Phaholyothin Road Bangkok

Sanitary Engineering Adviser

REPUBLIC OF KOREA

Mr Oh Sae-Jong Deputy Director

Mr Jang Chang..Hoon Technical Officer

SINGAPORE

Mr Tan Hup Foi Executive Director

SRI LANKA

Dr P.A. C. de Silva Chief Medical Officer of Health Mr Muthuthamby Ponnambalam Research Officer

THAILAND

Mr Praphorn Charuchandr Director

Mr Preecha Orprasirth Director of Land Transport Engineering Division

ANNEX II

OBSERVERS COUNTRY OR AREA UNION OF SOVIET SOCIALIST REPUBLICS NAME AND DESIGNATION Dr V.F. Koutenev Deputy Director ADDRESS Central Research Proving Ground of NAMY 141800 Dmitrov-7 Moscow Region Institute of Common & Municipal 119121 Moscow Pogodinskya 10

Dr V.V. Vashkova

Senior Scientific Worker

, CONSULTANTS Mr

Eric Stork Senior Consultant

ERT, Inc. 1919 Peansylvania AV8Due

Washington D.C. 20006 Mr David Bayliss

Chief Transportation Planner

Greater London Council County Hall London

U.K. UNITED NATIONS AGENCIES Mr H.D. Selle

Senior Highway & Highway Transport Engineer

Economic and Social Comaission for Asia and the Pacific The United Nations Building Rajadamnern Avenue Bangkok 2 International Labour Organisation Avenue Appia. Geneva UNEP Industry and Environment Office 17 rue Margueritte 75017 Paris

Mr Andrzej Cichowski

Mr Dominique Larre Director

ANNEX II

SECRETARIAT ------NAME AND DESrGNATrO~

ADDRESS WHO/PEPAS c/o POBox 2550 Kuala Lumpur Malaysia

Mr Frank C. Go Director. PEPAS

Mr Dominique Larre Director

UNEP Industry and Environment Ottice 17 rue Margueritte 75017 Paris France UNEP Industry and Environment Office 17 rue Margueritte 75017 Paris France WHO/PEPAS c/o POBox 2550 Kuala Luapur MalaYsia WHO/HQ. Avenue Appia 1211 Geneva 27 Swi tzerland WHO Central POBox 540 Seoul Republic of Korea

Dr John A. Haines Senior Programme Officer

Mr S. Yoshimoto Air Quality Management Adviser Dr H. W. de Koning Scientist Dr W. Kreisel Scientist

ADDENDUM CONSULTANTS Dr B. S. Murthy Professor of Mechanical Engineering & Head of Internal Combustion Engines Laboratory Indian Institute of Technology Madras 600 036 India

ANNEX III Speech by the Honourable Minister of Science, Technology. Environment at the opening of the WBO/UNEP Bi-Regional Workshop on Planning for Control of Emissions from Motor Vehicles Universiti Pertanian Campus, Malaysia

----------------------------------------------------Tan Sri Mohd. Rashdan oln Hj. Baba, Vice Chancellor, Universiti Pertanian Malaysia; Mr Dominique Larr' Director of the Industry and Environment Office, United Nations Environment Prograame; Mt Frank C. Go, Director, PEPAS, representing WHO Regional Director for the Western PaCific Region; Mr S. T. Sundram, Director-General of Environmental Quality; Ladies and Gentlemen: I am delighted and honoured to have been invited to officiate at the opening 'of this Bi-Regional Workshop organized by World Health Orcanization (WHO) In collaboration with United Nations Environment Programae (UNEP). The initiative taken by *PEPAS in the convening of this workshop is indeed commendable. I would like to welcome you all and say "Selamat Datang" and "Salam Muhibbah" to one and all and in particular to those of you who have travaIled thousands of miles and crossing the oceans to be here. On looking through the list of participants, I am impressed by the inter-regional efforts of the two directors of WHO regional offices of South East Asia and the Western Pacific respectively who have brought tocether the participants from the many countries to tackle an important aspect of air quality management, namely the control of emissions from motor vehicles. That the motor vehicle in its various forms -'cars, buses, trucks, motor-cycles - makes a Significant contribution to society is not in question. It provides mankind exceptional mobility and there can be few economic growth

10 - 14 November 1980

*WHO

Western Pacific Regional Centre for the Promotion of Environmental 'Planning • Applied Studies

- 2 -

ANNEX III

activities not associated at some stage with the use of the internal combustion engine. To many, motor vehicles can be said to have becoae a necessity of life and thousands depend On it for their living or for providing essential services to ensure a steady movement of people and comaodities. But whatever the benefits in terms of personal mobility and in the efficient conveyance of essential goods, the motor vehicle has undeniably brought probleas in its wake. The phenomenal increase in .ator vehicle population, especially in urban areas not matched by well developed infrastructure facilities, has brought about certain harmful environmental impacts such as smog, noise, congestion in cities, loss of land for motorwsy construction and parking lots, accidents and in some cases disrupting of traditional coamunity life. Other than adversely affecting the quality of life, it also impos.s competing demands on scarce energy resources.

In this connexion, Malaysia'S experience can be regarded as fairly typical. Fifteen years ago there were only 325,000 vebicles. In a aatter of juat ten years, by 1975 the figure had jumped to a aillion, and today Peninsular Malaysia alone boasts of more than 2 aillion vehicles on its roads. Tbe present 121 annual vehicle population growth rate is threatening to choke up all the roads in the major cities and towns, and calling for generous allocations of public expenditure on motorway construction and road improvements generally. In 1979, the transport sector in whiCh the actor veblcle l~ large used up nearly of Malaysia's energy supply. In the face of uncertain mineral oil supply, more induatries will have to look for alternate fuels.

30,

On emission of pollutants, carbon aoDoxide is already causing serious concern in the central business district of our capital of Kuala Lumpur. Carbon monoxide levels of up to 50 ppa have been recorded. In recent aoaitoring by the Division of Environaent within my Ministry, carbon acnoaide concentrations in no less than 5 other aajor urban centres were also fouad to be preaentlyat levels not conducive for healthy living. In yet another survey, it was reported that many vehicles on the MalaySian roads were not well-tuned and consequently were emitting carbon aonoxide and unburnt hydro-carbon at acre than normal acceptable and tolerable levels. In fact of the vehiclea tested burst the upper limit of the measuring instrument! As for diesel vehicles, there are some 200,000 mainly plying in the urban centres. In the enforcement of 50 Hartridge Smoke Unit liait placed on dark smoke eaission, I am informed that every campaign in the first year of enforcement in 1979 registered acre than 50, violations.

At this workshop, according to PEPAS Director, Mr Frank Go, the discussioDS will be centred on enviroDa8ntal health, technical and policy iaaues involving motor vehicle emissioDS, involving some discussion of national progr....s. In this connexion, I would recommend that, besidea considering the regulatory approach, you should also usefully give serious consideration to the urban environmental and transportation planning aspects as well. To achieve real restrictions on exhaust emissions alone would Dot be truly effective without proper urban transportation planning inputs. In addition, it is essential that close cooperation and interaction be maintained between the various authorities responsible for environmental protection, urban planning and transportation. As pollution increases and abatement measures become .are complex, the attitudes and preferences of the co. .unity must be taken into account. In a number of sizeable couDtries community groups are increasingly resentful at

- 3 -

ANNEX III

having to sacrifice valuable living and working land given over to flyovers, motorways and parking lots. The automobile that gave man unprecendented "freedom of mobility· is also threatening to enfeeble him. Therefore, if we are to shape our future realistically, there must be painful modification of some of our traditional attitudes. We must be prepared to learn to use the car more sensibly and to accept some restrictions on its use, especially in our congested inner cities. At the sane time, we must allow funds to be diverted for the development and operation of low fare, efficient and reliable public transport systems. The time may come when cars will be banned from some downtown areas of our cities, as chariots were in ancient Rome. The vital role played by efficient public transportation in meeting the future needs of conservation of energy and preservation of the environment cannot be over emphasized. I am also told that many of you are facing problems in the selection of the optimum emission measurement system for motor vehicle emission control. This problem arises from the type of measuring instrument preferred, namely an instrumentation problem and the manner the vehicle engine is to be exercised, that is, driving cycles. Although many of you have a choice of three test procedures, i.e. American, BEe and Japanese, an enviable situation and one of the rare instances where "variety is the spice of life'· does not seem to be true. Already I am glad to note, UNEP has initiated action to harmonise these procedures. Given goodwill and your open attitude, the much-needed harmonisation of these test procedures, should not be long in coming, on the understanding that the emission control levels would vary with countries according to their own specific conditions and a matter within the sole responsibility of the government concerned. Now that I have sounded a clarion call for action, perhaps a word of caution will be in order before I conclude. Rational pollution abatement policies require an assessment of where the balance should lie between the damage and lack of amenity which results from pollution, and the costs and inconvenience associated with its control. Objective measurement and research into health and other effects provide the basic criteria, but in the final analysis the economic and practical implications must be very diligently . consider~d and alternatives weighed carefully; the effectiveness and the degree of improvement attainable are some of the very importan~ factors deserving detailed examination. To hurry into control without exhaustive studies of needs and costs would indeed be very unwise. Between the protection of public health and the preservation of scarce resources that could more usefbull Y ~e bl ms a sound balance should e ma ndevoted to abate some other soc i a 1 pro e , d for motor vehicle tained Each one of us must therefore determine hi. own n~ect to pursue . b i of the social goal that we e e . emission control on the as s t b followed in the motor veh1cle "Follow the leader" is not a strategy 0 e emission control area at any rate. I have great pleasure to declare open and gentlemen, On that note, ladies proceedings I shall be following with Workshop whose this WHO/UNEP Bi-Regional great interest.

ANNEX IV

SUMHARY OF COUNTRY OR AREA REPORTS

CONTENTS

COUNTRY OR AREA Australia Bangladesh China Fiji Hong Kong India Indonesia Japan Malayda N_ Zealand Philippines Republic of Korea Singapore Sri Lanka Thailand

SUMMARIZED FROM COUNTRY REPORT BY Mr T. R. O'Brien Mr M. A. Karim Prof. Lu Guo-Cheng/Mr Miao Ying Mr Mohammed Saleem Dr P. J. Kayes/Dr Gabriel Ka-Sing Cheung Mr R. Swaminathan/Dr B. B. Sundaresan lis Sri S. Soosanto

PAGE Al - A3 Bl - 83 Cl - C2 Dl - D3 El - E2 Fl - F2 Gl - G2 HI - H4

Mr Masayoshi Dobashi Mr Lee Heng Keng Mr Donald R. Pullen Mr Felix Marinas Dr W. Kreisel Mr Tan Hup Foi Dr P. A. C. de Silva/Mr M,Ponnambalam Mr P. Charuchandr/Mr P. Orprasirth

11- 12 Jl - J3 K1 - 1t3 L1 - L3 M1 -M2 Nl - N2 01 - 02

ANNEX 1 ANNEX 2

Type of Pollutants Measured Motor Vehicle Population Statistics Age Structure of Vehicle Pool Motor Vehicle Emission Standards

ANNEX 3 ANNEX 4

•

Air Quality Management Adviser, WHO/Seoul, Republic of Korea

AUSTRALIA 1. Relative Priority of Air Pollution Problems Increasing affluence in Australia's ci ties has been accompanied by a progressive deterioration in air quality. There has developed a measure of public concern that this trend should not continue. 2. Assessment of Air Pollution Continuous air pollution monitoring capi tal cities. Pollutants measured are parameters are measur~d by the Bureau of authorities except in special monitoring is carried out at all State shown in Annex 1. Meteorological Meteorology and not by environment projects.

Ambient lead levels in major cities have been found to exceed recommended levels. Pbotochemical pollution and brown haze occurs in major cities. Carbon monoxide levels have generally seemed to decrease over the past feo.: years. The Australian climate is predominantly continental but the insular nature of the land mass is significant in producing modification of the continental climate. 3. Relative Contrihution of Motor Vehicles It is estimated that in all major cities, motor vehicles are responsible for 95% of lead, 50% of reactive hydrocarbon, 60% of nitrogenous oxide and 80% of carbon monoxide emissions. 4. Vehicle Pool Composition and Expected Trends Annex 2 shows the vehicle population statistics. Annex 3 shows the age structure of the vehicle pool. 5. Maintenance and Repair of Vehicles General national level of mechanical repair is good but there is considerable evidence of poor engine and emission control ·adjustment. Servicing of emission control equipment is a problem due to the multiplicity of methods used by various manufacturers to meet the emission standards. Personnel training normally conducted through apprenticeship system specialist training normally provided by vehicle manufacturers for service personnel directly employed by their authorised dealers.

Equipment normally. authorised dealers have equipment to check CO and hydrocarbon emissions at idle; 19ni tion timing diagnostic equipment also available some specialist workshops are equipped with dynamometers Spare Parts good availability for at least ten years after model release no fiscal or customs barriers to importation of spare parts

Inspection of Vehicles in Use Tasmania is tbe only State which has spot check prOVisions (idle check for CO and hydrocarbons) in its legislation which are enforced All vehicles in the capital territory undergo an annual safety inspection at a Government-operated inspection station. A CO and hydrocarbon test is also done. NSW has a compulsory annual safety inspection In Victoria. safety inspection is compulsory only at change of vehicle ownership in other States. regular safety inspections are only required of buses

Traffic Situation and Policies Traffic congestion occurs during peak periods in major urban centres. The following measures have been taken to improve traffic flows: introduction of flexible working hours introduction of computer-controlled traffic lights Policies to restrict the use of motor vehicles have not been introduced but it is expected that opposition is likely in the motorised Australian society.

Highway Code and Education of Road Users No legislated uniformity in highway codes throughout country. but generally major traffic and motor vehicle related policies are uniform. Oral and practical tests need to be taken to obtain a driving licence but tests do not include knowledge of vehicle maintenance.

Control of New Vehicles In 1971, the Australian Transport Advisory Council published Australian Design Rules limiting vehicle exhaust emissions. These sre listed in Annex 4. The Rules receive legsl force through certification by the Australian Government and adoption in State Transport Acts. The certification process is, however, based upon tests of prototype vehicles only, carried out by vehicle manufacturers, and is not geared to practical enforcement. Production vehicles need not, and in fact a high proportion do not, comply with the standards. Over recent years, concern for air pollution has been raised and environmental legislation has been enacted or aaended to effectively place responsibility for vehicle emission control. Regulations have been promulgated in HSW, Victoria and Tasmania which set specific emission standards for production vehicles which are broadly parallel with the Australian Design Rules. New standards are pr.esently being examined in an attempt to improve air quality in urban areas.

10.

Uae of Resources (Energy) Transport accounts for more than 70~ of all oil used in the country. The vehicle manufacturing industry has agreed to a voluntary code of practice to improve fuel economy in the new vehicle tleet to 9 11 tres/ 100 km by 1983 and to 8 litres/lOO km by 1987. Diesel and LPG-fuel1ed vehicles are expected to make significant inroad8 into the Australian fleet in the future. LPG has been u8ed for the last two decades and there are now 20 000 LPG vehicles. "It i8 expected that, by 1986, 2~ of the motor spirit market (by voluae) would be replaced by LPG and 1$ by diesel.

BANGLADESH 1. Relative Priority of Air Pollution Problems The primary concern of the'government and the environment preservation agencies is water quality preservation but air pollutipn control has gained much momentum in recent years. '

Assessment of Air Pollution 'The Department of En~ironmental Pollution,Control has limited moni toring equipment. Air Pollutfon surveys are carried out in industrial areas and pollutants measured are shown in Annex 1. It 1s expe~ted that rural-urban populatio~ air pollution in urban areas in future. migrat~on

will increase

3. \

Relative Contribution of Motor Vehicles It is estimated that 52% of air pollution in the country arises from motor vehicles.

. 4. Vebicle Pool ,Composition and Expected Trends

,,,,,~.-

-. :

Vehicle population statistics are shown in Annex 2. The age structure of the vehi,cle pool is shown in ""nex 3. The vehicle population is expected to increase rapidly. Present vehicle owners will continue to keep their vehicles rUnning 'because of financial reasons. Replacement rat" will therefore be low.

Maintenance and Repair of Vehicles Maintenance ~tandards

of commercial vehicle,s ..arepoor.

However.

maintenance and repair facilities are ,inc'reasing. Personnel 95% of small workshops have no

sJ<i'ile~: p';r~pn~el

on-the-job training provided by garage owners to apprentices Government and private sector offer formal'training courses Equipment 95% of small workshops do not have modern equipmen,t; simple hand tools and non-technicsl fault dia~olilis procedures are used in a 'trial-and-error' form of repalr technology

distributors of popular vehicle aak.s have very aod.rn s.rvicing repair and ov.rhaul facilities and sophisticated equi~nt. GoverDIUnt workslaops, available in .v.ry district, Iaave aodern test, repair and s.rvicing equip.ent about 400 s.rvic. stations in the country of wlaich· 250 Iaave s.rvicinc faciU ties Spare Parts flow of spares throuch i.port channelS is _acre co.par.d to mark.t de.and, causinc .any v.hicles to b. laid off the roads whil. others are op.rated with i.provisation and .odification

i.port procedure involvea delay and the nu.ber. of .iddleaen invol••d l.adS to price increaae On reach inc tlae us.r spares for di.sel vehicl.s, •. g. nozzl.s, inj.ctors, etc. are hardly available and are noraally aade locally. Locally.ade apare• •ay cause considerable encine d_ag. and poor fuel econOllY·

vehicles of 1e.s tlaan five years are inspect.d annually by Superinteadeat of Transport ~ercial v.hicl •• and vehicles of .ore than five years are inspected .ix-...tbly by Ministry of Roads, Bichways and Railways

lnspectione are to te.t road worthiness but the Bnviranaental Pollution Control Directorat. has st.pped up a progr.... with police cooperation to control .xhaust .aissions and nois•. 7. Traffic Situation and Policies Very old vehicle. ply th.roadS of Banglad••h. Soas buses are .ore than 30 y.ars old and are v.ry noisy and . .it .xcessive dark s.ok •. Roads and biglaways, at soa• • tretche., have un.ven surfaces and no lane .y.t.... Th.r. are obstructions alonc highway. caus.d by v.hicle. overload.d with people or ani.al. which i.p.de traffic flow. 8. Oil#.ay Code and Bducation of Road 1~39

•

U•• r.

Th. highway code and rul.s tor traffic conduct w.re foraulated in and n•• d to b. aaended.

Practical t.sts and .ye.igbt t.st. are needed b.for. a drivinc licence is crant.d. ~tropolitan

Road user .ducational csapaiens are occasionally provid.d by Polic. Authoriti ••.

Control of New Vehicles There are no regulations for control of emissions from new vehicles.

10.

Use of Resources (Energy> Due to rising fuel costs, research bodies in Bangladesh are exploring possibilities of tapping other energy sources like natural gas, biogas, LPG and solar energy. The Government intends to popularize LPG vehicles. Future changes are likely to involve preference for diesel vehicles in view of the lower fuel cost.

CHINA 1. Relative Priority of Air Pollution Problems The environmental problem is one of the five biggest social problems in any country (i.e. food,energy, population, resources and environment). Accordingly, China promulgated the State Environmental Protection Law in 1979 to protect the environment, including air quality. 2. Assessment of Air Pollution Pollutants measured are shown in Annex 1. 00, suspended particulate, dust fall and 802 lpvels are generally high in major cities, and are usually above the maximum allowable concentration. N0 presents no 2 problem. 3. Relative Contribution of Motor Vehicles No information available from Country Report. 4. Vehicle Pool Composition and Expected Trends Annex 2 shows the vehicle population statistics in Beijing. 5. Maintenance and Repair of Vehicles No information available from Country Report. 6. Inspection of Vehicles in Use No information available from Country Report. 7. Traffic Situation and Policies There are not many motor vehicles in the country. Beijing has the largest number of vehicles with traffic counts averaging 1000 - 2000 per hour at main road crossings. 8. Highway Code and Education of Road Users No information available from Country Report. 9. Control of New Vehicles The Environmental Protection Law has provision for the control of vehicle exhaust emissions. The regulations are now being drafted. It is initially planned to control hydrocarbon and CO emissions from urban cars, buses and motor cycles followed by truck emissions at a later stage. The regulations will include measuring methods and emission standards for various types of vehicles.

10.

Use of Resou rce. (Ener lY) No infor aatio n a?ail able from Count ry Repor t.

FIJI

Relative Priority of Air Pollution Problems Air pollution problems in the past had been accorded low priority but are now increasingly gaining more priority due to visible pollution from rapid industrialization and growing number of motor vehicles especially in and around Suva.

Assessdent of Air Pollution Continuous air pollutant measurements are not being made presently. However. periodic surveys are conducted for measurements ot pollutants indicated in Annex 1.

Relative Contribution of Motor Vehicles The major air pollution problem in the country arises trom diesel vehicles in major urban centres. A recent survey indicated that almost 701 of vehicles had excessive exhaust emissions.

Vehicle Pool Composition and Expected Trends Annex 2 shows the vehicle population statistics. Annex 3 shows the age structure of the vehicle pool.

Maintenance and Repair of Motor Vehicles General level of vehicle maintenance and repair is somewhat widespread from a professional to a most unsatisfactory level. Many garages do not meet the necessary standards. Smoky diesel vehicles are commonly seen due to irregular maintenance and tampering of fuel injection system.

Personnel:

training courses provided by government and by technical schools but only a minority take up the courses. This may be due to lack of initiative or reluctance of employers to sponsor their personnel personnel from major car dealers are given opportunities for overseas training

Equipment:. major vehicle maintenance and repair workshops are wellequipped while smaller garages have limited equipment about 145 workshops throughout the country. ot which 50 are service stations.

Inspection of Vehicles in Use The Depart.ent of Road Transport conducts .andatory periodic as well as spot check inspections of vehicles in use. all private vehicles over three years old and all commercial and pub~ic service vehicles are checked annually. inspections are conducted in testing stations throughout the country to check road worthiness. enforcement officers have power to detain, for mechanical checks, vehictes that emit excessive smoke, visible vapour, grit, ashes, cinders or oily substances.

Traffic Situation and Policies Traffic congestion occurs in urban regions especially in Suva, particularlY during morning and evening peak hours. About 65~ of the public in Suva travels bybus. The public transport system is privately owned and most buses are old and in d.plorabl. condition. Th~ Suvs City Council is curr.ntly undertaking a survey to ..... s the traffic situation. The following measures are envisaged to i.prove tr\lffic now.

construction of by-passes, flyovers decentralization of employment zones provision of car parks at city fringe 8. Highway Code and Education of Road Users uniform highway code throughout country a series of written and practical tests is required before a person can obtain a driving licence road safety education for road users is given by Road Safety Council through the media; occasional week-long prograameson road safety, involving education and vehicle testing are conducted 9. Control of New Vehicles No regulation is envisaged for control of emissions from new vehicles .

•

• 10. Use of Resources (Energy) An energy supply problem is envisaged especially with rising cost of oil. Energy problems are creating pressures for changes: restriction On car imports through quots system (import of vehicles of 2000 c.c. and above is restricted.) public educstion on vehicle use is being carried out the Fiji Sugar Corporation is planning an ethanol plant and the Government is looking into the possibility of producing ethanol from casava; cars in Fiji may start running on ethanol by late 1983; eleven cars being tea ted on ethanol have averaged 8.5 km/litre on E20 fuel and have travelled a total of 45 400 kms with no problems

HONG KONG

Relative Priority of Air Pollution Problems Air pollution problems, which have been On the increase since the early 1960s, are being dealt with by Advisers of the Environmental Protection Unit. The problems comaand fairly high priority and are only second to the national economic development. and health and safety protection.

Assessment of Air Pollution Air pollution monitoring is conducted by the Industrial Health Laboratory. Pollutants measured are shown in Annex 1.

Relative Contribution of Motor Vehicles Pollution frOB traffic sources ranks second after that from industrial sources.

Vehicle Pool Coapos1tion and Expected Trends Annex 2 shows the vehicle population statistics.

Maintenance and Repair of Vehicles There are 1306 establishments engaged totally or partially in the vehicle repair trade, employing 10 000 workers and 2500 trainees/ appren tices. Personnel courses are available for training technologists, technicians and craftsmen in vehicle maintenance and repair recruiting youths for apprenticeships Equipment and Spare Parts repair workshops range from small enterprises with the simplest of equipment to multi-storey cen~ralised workshops equipped with the latest test benches and diagnostic instruments capable of servicing 100 - 150 cars/day availability of spare parts depends On the make of vehicle is becoming difficult

Inspection Of Vehicles in Use Exhaust emissions sre regulated under the Rosd Traffic Ordinance. Powers of inspection are vested in both the Commissioner for Transport and the Police. Under the Construction and Use Regulations of the Ordinance, the smoke standard in exhaust gases is 60 HSU.

In addition,heavy goods vehicles, buses and taxis have to undergo annual inspection to test for safety and road worthiness. 7. Traffic Situation and Policies Severe traffic jams occur at all urban areas during rush hours. Cross harbour tunnel, flyovers and an underground railway hsve been built to overco.e the traffic situation. 8. Highway Code and Education of Road Users No information available fro. Country Report. 9. Control of New Vehicles All new petrol driven vehicles manufactured after I Noveaber 1974 and imported into Hong Kong must coaply with BCE 15 type approval tests. The necesaary administrative checks are conducted by the Coaaissioner for Transport as part of the procedures relating to first registration. There are no special testing facilities to check on coapliance for individual vehicles .ad it ia satiafactory for any importer of new vehicles to produce a certificate of cODforatty b . .ed OD type approval testing conducted in the country of origin. There is no equivalent legislation relating to the iaport of aecond hand vehiclea. 10. Use of Resources (£Derll> Periodically, there are ahortfalls in diesel and g . .oline as far as planned supplies .ay be concerned but as yet the effects have not been felt by cOnsuaers. There is little pressure, therefore, to introduce measures, or alternative fuelS, for reasons connected solely with the demand for motor fuels in Hong Kong.

INDIA 1. Relative Priority of Air Pollution Problems Air quality management as a well-defined programme has yet to emerge in India. Industries located in densely populated urban centres, along with motor vehicles,have been contributing to air pollution in several regions. Air pollution control legislation at national. level is being contemplated but this would become effective only when the enforcement programme is more clearly defined. 2. Assessment of Air Pollution NEERI is monitoring air quality in ten cities with three sampling sites in eacb city representing industrial,commercial and residential zones. Pollutants measured are shown in Annex 1.

India has a tropical monsoon climate. few localised areas but is not severe. 3. Relative Contribution of Motor Vehicles

Smog formation occurs in a

It has been estimated that air pollutant emissions from industrial, domestic and motor vehicle sources amount to 23 million tons per annum, of which 7% comes from motor vehicles. 4. Vehicle Pool Composition and Expected Trends Annex 2 shows the vehicle population statistics. 5. Maintenance and Repair of Vehicles Maintenance workshops are mostly small-scale private enterprises. City corporations,statePWD's and transport corporations have their own workshops managed by professional engineers. Personnel: short training courses offered by government and private sector diploma course automobile engineering Courses offered by several polytechnics Spare Parts: more than 150 units in the recognised automobile ancillary sector produces spare parts and components

Inspection of Vehicles in Use Vehicles are not subjected to spot checks for emissions even though the Smoke Nuisance Act exists. This act is outdated and needs revision. Enforcement organizations have yet to be clearly identified. The Indian

Standard Institute haa apecified eai.sion limit. for apark ignition vehicles and smoke limits fordieael vehicles as shown in Annex 4. 7. Traffic Situation and Poltcies Urban centrea bave denae populatiODs and narrow roads congested with aged vehicles with poor engine perforaance. The Gove~nt is encouraging ... s transportation and car pooling ayste. chiefly to reduce fuel consumption. 8. Highway Code and Education at Road Uaera Uniform highway code ia applied throughout country. Driving licences are issued after successful completion of driving testa set by regional transport authority. 9. Use of Resources (Energy) The Government has requeated ita varioua departments as well as the public to curtail movement of vehicles to reduce fuel consumption.

INDONESIA

Relative Priority of Air Pollution Problems Air pollution control still has less priority as compared to water pollution and solid waste management. In big cities however the level of CO pollution from motor vehicles exhaust should be given enough attention.

Assessment of Air Pollution In urban areaq especially in big cities such as Jakarta, Bandung, Surabaya and Semarang, the problems of air pollution caused by motor vehicles are increasing substantially. Measurements of CO pollution have been done in Jakarta, Bandung, Semarang and Surabaya.

Relative Contribution of Motor Vehicles Based on fuel consumption a rough estimate has been made to assess relative contribution of motor vehicles to air pollution, which was found to be around 25%.

Vehicle Pool Composition and Expected Trends See Annex 2.

Maintenance and Repairs of Vehicles Maintenance workshops are mostly private enterprises,apart from those owned by government agencies. Personnel:

short training Spare parts

courses offered by private sector

spare parts are mostly imported, though some are locally made. 6. Inspection of Vehicles in Use Inspection of bus exhausts is initiated in certain bus transport enterprises.

The Smoke Act in connexion with vehicle exhaust emissions in Jakarta has not been effective yet.

Traffic Situation and Policies See Annex 2.

Highway Code and Education of Road Users Uniform highway code is applied througbout the country. Education of road users is given to driving licence applicants, Bchool children and general public in urban areas througb foraal school/courses and aass media.

Use of Resources (EnerlY> Campaign aD energy saving baa been intensively launched since last year. Alternative fuels are nOW being studied to overcome the scarcity of fossil fuel in the future.

HI JAPAN

•

Relative Priority of Air Pollution Problems This has varied from time to time depending on the change of severity of pollution problems in the country. The Basic Law of Environmental Pollution Control has been strongly enforced and ambient air pollution has improved gradually since the mid-1970's.

Assessment of Air Pollution Total of 6074 general monitoring stations and 9Z6 road-side monitoring stations for measurement of 80Z, NOx , CO, hydrocarbons, oxidants, suspended particulates and dust. Wind direction and velocity, temperature and hur.. idity are also measured. Airpollut ion trends: generally, ambient levels, have be,en improving though not for every type of pollutant 802 levels have been reduced

NOz rose gradually up to 1973 but has leveiled off since 1974 CO levels have fallen steadily because of tightening of automobile exhaust regulations photochemical oxidants showed a marked reduction over past three years about 24% of monitoring stations complied with suspended particulate standard in 1977 dustfall levels steadi lydeclining since 1973 3. Relative Contribution of Motor Vehicles Varies from place to place. In Tokyo, about 80% of NOx was emitted from mobile sources in 1976. S02 emission is low because of low sulphur content of automotive fuel. About 95% of 80a emitted is from stationary sources.

Vehicle Pool Composition & Expected Trends Annex 2 shows the vehicle population statistics. Annual average rate of increase in motor vehicles over the past five years is 6 %. Annex 3 shows the age structure of the vehicle pool.

Maintenance and Repair of Vehicles Maintenance and repair workshops nu.bered about 92 900 in 1978 of which 16 000 were certified worksbops. Most workshops are s.all businesses e.ploying less than five persons. Personnel:

several kinds of traininl institutions for aGtor vehicle repair and .aintenance e.I. technololical hieh school, .otor vehicle .aintenance school and technical trainJ.q aellool. Total of 316 such schools capable of holdine 19 000 trainees. 6. Inspection of Vehicals in Use Vehicle inspection system h.. beeD prescribed in All vehicles .ust underCO i .. spectJ.on and only tbose isaued with valid aotor vehicle inspection certificatas are allowed on the road. certificates are issued for effective periOds of two yeara for ·paasenger cara and one year for buses and trucka, aftar Which further inspection is needed tor renewal of certiticata. d\lrinc inspection, vehicles are required to coaply with Safety Reculations for Road Vebicles UDder the Road Ve_iclea Act. initial inspection done by Miniatry of Tr.... port; thereafter either by the Ministry or certified workshops. (58~ of inapections were conducted by certified workshops in 1971.) criteria _ission and noise atandards are sh-. in Amlex 4.

.1......

Road Traffic Act also allows police to conduct checks on aotor vehicles on the road and to prohibit the uae of vehiclea contravening the Safety Regulations. 7. Traffic Situations. Policiea Heavy traffic voluae in . . jor big cities. Measures taken to control traffic flow in urban areas are: restriction or prohibition of overtaking, U-turn, choice of routea, parking, etc.

integrated traffic signal syate. comprehensive urban traffic control .ystem 8. Highway Code. Education of Road Users Tests to obtain driving licence required for all drivers and consist of written and practical tests, knowledCe of traffic rule. and highway codes.

Control of New Vehicles i. Legal system:

The Director-General of Environment Agency (Minister of State) establishes the permissible limits of motor vehicle emissions .nd the Minister of Transport is responsible for enforcement of the limits, under the Road Vehicles Act. ii. DevelOpments in emission control: a) Gasoline or LPG-fuelled passenger cars first measure adopted was for CO emission control in 1966, followed by hydrocarbon emission control in blow-by gas (1970) and in fuel evaporative gas (1972). This

control applied only to gasoline-fuelled ordinary and small-size motor vehicles emission control for CO, NOx and hydrocarbons was implemented in 1973 for gasoline and LPG-fuelled vehicles target limits were set to be equivalent to those of Clean Air Act, 1970 (Amended) USA emission limits for new cars were subsequently established in 1975 as follows: CO - 2.1 g/km (final target) Hydrocarbons - 0.25 g/km (final target) NOx - 1.2 glkm (final target of 0.25 glkm was put into force in April 1978 for locally manufactured vehicles and April 1981 for imported vehicles) b)

Gasoline or LPG-fuelled trucks and buses CO emission control first implemented in 1966 followed by hydrocarbon emission control in 1970 new restrictions for CO, NOx and hydrocarbon emissions were established in 1973 stricter NOx controls were proposed in 1977; final target for NOx emission to be achieved by 1982

Diesel powered vehicles control first implemented in 1972 for diesel smoke, followed by CO, NOx and hydrocarbon emission control in 1974

iii.

Low lead g880line

In 1974, a report on basic guidelines for enforce. .nt of lead pollution control fro. aotor vehicles ... subaltted to the Ministry of International Trade. Induatry following .hich steps .ere t __ for prohlbition of lead additive, In production ot regular g..oline frna 1975. With the ezceptlon of old vehicles produced before 1975, aoat vehicles have been converted to use unleaded ga80l1ne.

lIALAYSIA 1. Relative Priority of Air Pollution Problems The Government has firm intentions ss regards the control of air pollution as is evident from the enactment and bringing into force of the Environmental Quality (Clean Air) Regulations, 1978. 2. Assessment of Air Pollution Air pollution monitoring by the Division of Environment (DOE) wss first started in 1977. There are now about 120 monitoring stations throughout the country. Pollutants measured are shown in Annex 1. Air pollution trends could not be predicted as most of the long-term stations were set up in 1978.' 3. Relative Contribution of Motor Vehicles It has been estimated that one million tons of air pollutants were emitted from fuel combustion in varioua sectors in 1979. Motor vehicles contributed about 45'£ of ,the pOllutants,. 4. Vehicle Pool CompOSition and Expected Trends Annex 2 shows the vehicle population statistics Annex 3 shows the age structure of the vehicle pool. 5. Maintenance and Repair of Vehicles

Generally, maintenance and repairs are done by the following: workshops set up by motor vehicle manufacturers/assemblers (50 throughout country) service stations (500 throughout country) independent garages (5000 throughout country) Personnel:

a numher of government vocational schools and private insti tutions provide courses in automotive engineering most of the mecha,nics ,at service stations and independent garages have no formal training; their skills were acquired thorugh on-the-job training and they would be unable to follow manufacturers'maintenance m-anual

qualified personnel exist in motor vehicle manufacturers/ assemblers' workshops and repair is undertaken as specified by manufacturers. Workmanship is of high quality.

Equip_nt: manufacturera/asaemblers' workahops are well equipped most service stations and independent garages have the minimum requirement of tools for simple repairs Spare parts: readily available, except for less popular makes for which waiting period is longer Government policy is to increase uae of locally manufactured parts 6. Inspection of Vehicles in Use MaDdatory six-month inspections, for c~rcial and public service vehicles only, are conducted by Roed Transport Department (RTD). In.pactiODS are largely to test road-worthin.... However, smoke tests have recently been included subsequent to tbe enforcement of Motor Vehicle (Control of Smoke and aas Bai.sion) Rul. . 1977. 7.

Traffic Situation and Policies Traffic cODGestion ia a problem in the major towns and especially in Kuala Lumpur. The follOWing ....ures are heing taken to improve traffic flow in Kuala Lumpur : construction of inner and outer ring road (Traffic Di.paraal Scheme) introduction of computerised traffic light control

Highway Code and Education of Road Users uniform highway code throughout country a series of oral, written and practical tests are nscesaary to obtain driving licenCB knowledge of vehicle maintenance not included in the tests.

Control of New Vehicles so far, the only regulation for vehicle emiSSion control is the Motor Vehicles (Control of Smoke and aaa Eaission) Rules 1977, which limit8 dark smoke e.i8sion to 50 R.S.U. and which also requires installation of blowby devices

DOE is conSidering introducing legislation for control of CO, hydrocarbons, lead and NO in exhaust emissions. x

NEW ZEALAND 1. Relative Priority of Air Pollution Problems Apart from Christchurch in the winter months, and localized areas adjacent to industries, there is generailly no air pollution problem in the country. Air pollution control is generally not ranked bighly throughout the country but there is a growing awareness especially in urban areas and in the proximity of major industries. 2. Assessment of Air Pollution Regular monitoring in Auckland and Christchurch has been going on since the mid 1950's. Monitoring methods conform with those of WHO and USEPA. Pollutants measured are shown in Annex 1. Meteorological measurements: not ineasurl\d at each site. Only one site each in Auckland and Christchurch where wind speed and direction; temperature and humidity are continuously recorded. Climatic conditions: temp'erate AuCkland is reasonably warm and well-ventilated throughout year. Christchurch is colder with very poor ventilation rate during winter. Air pollution trends: no pronounced trend over last five years, except in ChristChurch where there bas been a marked increase in smoke concentration

over the psst three years 3. Relative Contribution of Motor Vehicles It has 'been estimated that ,50-60% of urban air pollution arises from motor vehicles.

Vehicle Pool CompOSition and Expected Trends There is a high motor vehicle population/head of population, with approximately one motor vehicle for every two perso~s. Annex 2 shoWS the vehiole populaHon statistic... Annex 3 showS the age structure of the vehicle pool.

By assessing the importation of new vehicles, it is likely that the predicated rate of replacement for private cars is 18-20 years, and thst of commercial vehiCles is seven years.

Maintenance. Repair of Vebicles Facilities are widely spread throughout tbe country. Tbe only particular probleas tbat do arise appear to be related to the availability of staff and tbe ongoing education of staff to keep pace with aodern developments. Personnel: apprentices are eaployed by the larcer repair shops where inservice training is given educational training given at Polytechnic type institutes where there are full-time courses, specialization in engine overhaul, transmission overhaul is available. Equipment: New Zealand aotor trade is among the best equipped in the world. estimate of more than 5000 placss at which actor vehicle repairs are conducted. Generally, all service stations operate a larace. in the mid-Canterbury area, there are 400 m""ers ot the Motor Trade Asaoc1aUon. 'l'IIelve chassis dyn ___ters are available for use. Approxiastely one third ot these garages have either an intra-red exhaust gas analyser or an alternative method for tuning the carburettor syst. . and probably more than halt would have an ignition oscilloscope. Tbe Motor Trade Association set. a basic level of each service station must have. Spare parts: availability of spare parts is generally good, with the availability being reflected in the age of the vehicle. If new parts are not available, second-hand parts can easily be obtained from wrecking company. some proble. . do exist when new acdels are introduced into the market before the necessary stock of apareahas arrived equi~ent

which

Inspection of Vehiclea in Use All vehicles including actor cycles, heavy trucks, taxi cabs, etc. are inspected every six months to ensure that the mechanical condition, brakes, steering, suspension, etc. and body of all actor vehicles in use is up to a predetermined standard. Inspection system is adainistered by the Ministry of Transport.

•

Traffic Situation. Policies smooth peripheral movement of motor vehicles around major urban areas but congestion in inner city streets public transport seldom used policies to restrict use of motor vehicles were introduced but subsequen tly removed. These were, however. fuel-saving measures. any moves to restrict the public's use of its cars would most likely cause much public outcry currently. This may not be so in future if there is significant incresse in fuel cost.

Highway Code • Education of Road Users specific written and practicsl test for each group of vehicles

•

uniform highway code throughout country no statutory requirement regarding responsibility and duty of drivers concerning the use and maintenance of their vehicles 9. Control of MOtor Vehicles presently no regulations governing motor vehicle emissions certain items for emission control have been accepted and agreement exists with manufacturers to have these fitted e.g. crankcase ventilation system New Zealand cars generally capable of meeting ECE Rule 15 requirement research carried out into the applicability of overseas standards so far indicates no necessity to implement tight requirements in New Zealand

implications of testing a vehicle in the idle mode have baen studied. With such a test, a minimum tuning requirement would be met. It would be hard to justify the testing if air pollution control were the only consideration but it has been sssessed that 6% saving in fuel can be obtained. 10.

Use of Resources (Energy) imposition of 80 km/hr speed limit on open road but doubt hss been expressed ss to validity of this limit in saving fuel current energy policy is towards development of fuel from Maui gas field e.g. methanol and synthetic gasoline research is progressing into the use of alcohol based fuels, methanol from gas or coal and ethanol from vegetation. active promotion by Government·for use of natural gas or LPG as future fuel

PHILIPPINES 1. Relative Priority of Air Pollution Problems Overall air quality is considered as far from critical as compared with that of developed countries, due to 'mediUm level' of industrialization. Problems are apparent only in urban centres such as Metro Manila, where a great portion of the population and industries are located. 2. Assessment of Air'Pollution The NPCC has been constantly monitoring the pollution level in Metro Manila through six sampling stations located in busy thoroughfares. Pollutants measured are shown in Annex 1. Wind speed and direction, temperature and humidity are also measured. Air pollution trends: Trends may not be representative of the air quality in entire country as monitoring stations are located in Metro Manila only. generally, trends in pollutant concentration seem to continue to level off as a result of regulatory measures. Trends are expected to continue to level off in the next five years as more pollution control measures are implemented

annual average values of suspended particulates which increased from 1975 - 1977, decreased in 1978 annual average values for S02 decreased from 1975-1977 but increased in 1978 no clear-cut trend for CO values over the past years average NO values for 1978 have-generally increased as compare~ with 1977 data average photochemical oxidant values well below allowable limit. 3,

Relative Contribution of Motor Vehicles About 75% of total air pollution load in Metro Manila is contributed by motor vehicles.

Vehicle Pool Composition and Expected Trends Annex 2 shows the vehicle population statistics. Annual average rate of increase' in motor vehicles in the country from

•

1976 - 1977 was 11.4%. Of the total number of vehicles in the country in 1979, 45% were in Metro Manila .

Maintenance and

R~pair

of Vehicles

Much still has to be done in ensuring that vehicle owners maintain their engines properly. Operators of public transport utilities are especially reluctant to do so. 6. Inspection of Vehicles in Use Some test checks for diesel vehicles are conducted by NPCC in coordination with the police and the Bureau of Land Transportation (BLT). Such tests are not carried out on a regular basis in order to avoid disruption to the poor public transport services. As yet, there is no arrangement with BLT to require inspection of vehicles in use to ensure they are in good condition. NPCC findings showed that of 141 vehicles (of different year models) tested in 1978, only 34, satistifed CO and hydrocarbon emission limits proposed at that time. These limits have since been revised.

Traffic Situation and Policies In the past, severe lack of police manpower, faulty traffic light equipment and inadequate roads have led to trsffic con&8stion in Metro Manila. S~e measures taken to improve traffic flow are modification of traffic lights in some areas with modern computer-controlled devices which regulate traffic flow concreting and widening of roads, most of which were narrow ill-constructed asphalt roads construction of flood control systems, overpasses, underpasses, bridges and other infrastructure espeCially in view of likelihood of typhoons and floods in Metro Yanila plans are pending for implementation of mass transport systems A number of studies conducted show that there is support for the use of mass transit system over the use of personalized motorcars.

Highway Code and Education of Road Users No information available from Country Report.

Control of New Vehicles Regulations for control of new vehicles, either imported or locally manufactured, have already been finalized and awaiting publication prior to enforcement. They are to be implemented by . NPCC. regulations were made after a study of pOSition papers, by car manufacturers in the country, which considered actual and predicted situations and cost-effectiveness of various approaches to improve air pollution situation as well as available technical and economic resources

technology to attain various levels, costs to vehicle owner and community and problems of veh1Cl$ •• ihtenance in accordance with the regulations had been considered in the position papers testing procedures and aeasureaent aethods of ECE, U.S. EPA, Britain and Australia will be adopted. 10. Use of Resources (Energy> Transport sector accounts for about 36$ of total energy consumption. Growth in fuel use for transportation was reduced from 7$ during 1964-1972 to only 1$ during post-1972 period. This was attributed to combined efforts of legislatioD,fiscal and public awareness policies .

•

Soae areas ot Philippines have switched to the use of alcolas as a fuel for transportation.

~Ll

REPUBLIC OF KOREA 1. Relative Priority of Air Pollution Problems Increasing environmental pollution has led the Government to take action to combat pollution by the passing of the Environmental Preservation Law in 1977, through which authority is given to the Office of Environment to establish air quality standsrds and to set emission standsrds for industrial air pollutants and motor vehicle emissions. 2. Assessment of Air Pollution Air pollution is becoming increasingly aerious in major cities and industrial estates. Suspended psrticulate and S~ concentrations in Seoul, during winter months, are rather high. There is presently a comprehensive monitoring network conSisting of 139 automatic and 179 semi-automatic monitors throughout the country. Pollutants measured are shown in Annex 1. 3. Relative Contribution of Motor Vehicles It is estimated that 17% of air pollution in the country arises trom transportation. The corresponding figure for Seoul is 24%. Maximum CO and hydrocarbon concentrations are measured in downtown areas where traffic volumes are greatest. Smoke emissions from diesel vehicles also cause serious odour and visibility problems in these areas.

Vehicle Pool Composition and Expected Trends Vehicle population statistics are shown in Annex 2. Age structure of the vehicle pool is shown in Annex 3. The Road Traffic Act prescribes maximum vehicle ages for commercial vehicles, e.g. maximum allowable age of buses is 7 yesrs .

• 5. Maintenance and Repair of Vehicles General national level of vehicle maintenance and repair 1s good. Personnel: authorized repair shop personnel should either be 1st Dr 2nd ,rade technicians a great number of private Government-licensed repair and maintenance training institutiOnS exist throughout the country Equipment: the number and kind of instruments and tools in vehicle inspection and authorized repair shops are prescribed by the Ministry of Transportation

- 2 -

• Inspection of Vehicles in Use The inspection system comprises periodical control of all vehicles and control of randomly selected vehicles. Emission standards are shown in Annex 4. Periodic control of all vehicles: cOmDercial vehicles are inspected yearly and have to visit authorized repair shops (780 throughout country) every three months for repair and maintenance private vehicles are inspected every two years and have to visit authorized repair shops every six months inspections are conducted by 48 authorized private vehicle inspection institutions (PVII's) throughout country and inspection records are submitted to Ministry of Transportation (MOT) PVII's and authorized repair shops are supervised by MOT Emission control of randomly selected vehicles tbe Office of Environaent, together witb teams coapoaed of officials from provincial governments, conducts spot checks of vehicles on the road; 16,000 vehicles were checked in 1979 7. Traffic Situation and Policies Traffic congestion in major citiee, particularly during rush hours, is a critical problem. The following measures have been taken or are being considered to improve traffic flow in Seoul: computerized traffic signal system construction of new subways in addition to the two already in operation

banning buses from downtown district impOSing charges on private vehicles coming into the central business district decentralization of industries and schools legislative measures to restrict trsffic in areas with air pollution episodes 8. Highway Code and Education of Rosd Users Highway code is uniformly applied throughout country. Persons wbo apply for driving licences have to pass written and practical tests on subjects such as mechanical structure and function of vebicles and major provisions of Road Traffic Act. Drivers of commercial and private vehicles need to have phySical check-ups every year and every three years respect1vely.

Control of New Vehicles Regulations on emission control from new vehicles were promulgated in 1977 and enforced in January 1980. Emission standards are shown in Annex 4. Though the standards are not based on a comprehensive benefi tcost analysis of the various approaches to reduce vehicle emissions, they are nevertheless considered as the first economically and technically feasible step to control emissions Spark-ignition engines in addition to tail pipe emission standards for hydrocarbons, the installation of a PCV system was mandated to eliminate blowby gases. No fuel evaporation standard has been established. CompreSSion-ignition enlines smoke opsci ty ia measured wi th engine operating under full load at steady speed. Three _asurements are made at enline speeds corresponding to maximum, 60% and 40% power. The arithmetic mean of the three measurements has to be lower than the smoke standard. Office of Environment (OOE) Regulations on Vehicle Emission Inspection specify that each autoaobile manufacturer has to provide emission testing facilities. Manufacturers have therefore established fully computerized facilities equipped with chassis dynamometers, constant volume samplinl systems and analysers for CO, CO2 , NOx and hydrocarbons. Wben a new model has been produced, the OOE selects three or more vehicles at random for testing. The aodel is certified if test results comply with standards. Thereafter the aanufacturer selects 2% of the daily production for periodic testing, the reports of which must be submitted to OOE every month. No single vehicle of the randomly selected test car is allowed to exceed the emission standards. A data quality assurance programme has to be established by the manufacturers.

•

10.

Use of Resources (Energy) The country depends on foreign sources for its energy and the oil price hikes have resulted in a decrease of newly registered motor vehicles over the past few months. The Government now encourages use of LPG for taxis. Extended use of LPG in light duty vehicles could contribute to significant reductions in vehicle emissions in the future.

•

SINGAPORE 1. Relative Priority of Air Pollution Probl... Barly recognition of the importance of pollution control has enabled Sineapore to contain the air pollution problem. 3. Ass!p!ment of Air Pollution Pollutants .easured are shown in ADDex 1. Road measurements of pollutants from .otor vehicles are not yet available. 3. Relative Contribution of Motor Vehicles Proportion of air pollution contribution by motor vehicles ia not known yet. 4. Vehicle Pool Composition and Expected Trends Annex 2 shows the vehicle population statistics. Annex 3 show. the age structure of the vehicle pool. Only public service vehicles have statutory life limits as shown below 7 years for taxis 13 years for omnibuses 20 years for other buses Motor cars are ge~rally replaced before ten years as the fiscal poliCY encourag" this.

•

!aintenance and Repair of Vehicles Conditl0D8 of .ost .otor vehicles are generally good. Personnel training: basic and skill trainine for motor mechanics provided by the Vocational and Industrial Training Board. a statutory body. About 330 mechanics and technicians are trained yearly . • any large fleet operators have their own apprentice training schemes.

Inspection of Vehicles in Use Public service and goods vehicles are subjected to coapulsory periodic inspection. Private cars will soon be subjected to regular inspection too. Inspections are carried out by the Registry of Vehicles (ROV). which has two inspection centres. 80,000 vehicles were inspected at these centres in 1979. Taxis and omnibuses are inspected twice a year and other buses and goods vehicles are inspected annually to ensure proper .echanical condition. Exhaust s.oke tests are included.

112

Traffic Situation and Policies Current traffic situation has undergone radical improvement especially during the last few years. The following measures were taken to i.prove traffic flow and to restrict the use of the motor vehicle : integration of labour intensive industries near high density public hous'ing estates and provision of amenities in these areas so as to ainimise commuting needs road construction prograaaes were accelerated reorganisation of public transport system, including introduction of bus lanes throughout central business district (CBD) prohibition of heavy vehicles from entering CBD introduction of one-way road schemes introduction of Area Licensing Scheme in 1975 100~

increase in car parking charges within restricted

zone tough fiscal measures to restrain growth of private car ownership. Above measures reduced morning peak bour traffic entering CBD by about 70~ and reduced overall traffic to CBD by 45%. Annual average growth rate in car ownership showed a sharp decline as compared to 10 - l2~ figure prior to 1974. 8. Highway Code and Education of Road Users A driVing licence is issued to a person who has passed the highway code and practical driving test. 9. Control of New Vehicles Proposals to control emissions from petrol vehicles are now being studied and will be enforced by ROV. Standards to be adopted will not be stricter than U.S. standard for 1973 model year vehicles. Measurement methods will also be based on those applied in U.S. 10. Use of Resources (Energy) Use of LPG is being considered in addition to present use of petrol and dieeel in transportation.

·1 SRI I.ANKA 1. Relative Priority of Air Pollution Proble. . The pres. and voluntary organizations have contributed auchto induce policy askers to give priority to pollution prObl .... including those of air pollution. The National Bnvironaental Act was enacted in 1980 which has provi.ion to •• tabli.h a Central Environaental Authority. 2. . ,......nt of Air Pollution So far. only ad hoc aeasure. .nts of particulate matter and sulphur dioxide have been made. General trend of particulates in urban environaent is incr.asing. 3. Relative Contribution of Motor Vehicles llajor proportion of air-borne particulate. arises froa sllOke eaitted by diesel vehicles. 4. Vehicle Pool Composition and Expected Trends Annex 2 .hows the vehicle population .tatistics. Annex 3 shows the age structure of the vehicle pool. 5. Maintenance and Repair of Vehicles Private vehicles are g.nerally well-maintained and in good state of repair. PersODnel most autoaobile repair workers are employed in private workshops on contract basia but a few State institutions and car dealers who maintain good repair shops employ workers on a monthly-paid basi.. The.e workers normally have formal training. formal vehicle maintenance and repair training offered by State tran.port board and vocational training institute. Equipaent aotor vehicle dealers/agents have well-.quipped workahops Spue Puts availabl. easily; no ~aport

•

restrictions

Inspection of Vehicles in Uae There ar. no requirements for mandatory periodic inspections of vehicle. in use. Howev.r, this may be don. if there is ... UOD to believe that the vehicle does not ca-ply with require_nts of lload Traffic Act, of which the Registrar of Motor Vehicles is the adllinie"rlltor.

Traffic Situation and Policies There are presently no pl'Obl... with the traffic situation as most urban areas are able to contsin and acco_odate the vehicle flow.

Hipwaf Code and Edu<.ation of Road Users Highway code is uniformly applied throughout country. A driving licence is issued after a practical teat. Educational progr..... on road use are occasionally conducted by the Automobile Association and Society for Prevention of Accidents.

Control of Hew Vehicles There is no legislation to limit motor vehicle emissions.

10.

Use of Resource. (Energy) Energy supply for transportation may be a problem in the future and alternative fuels may have to be adopted.

•

TIIAJLoUID

•

Relative Priority of Air Pollution PrObl ... The public is of the view that air pollution has reached a level at which long-tera _ ..ures IIIld i_ediat. action ought to be taken by conce.ned acanci.s. A technical sub-co-.1ttes on air pollution w.. established under the National Enviroaaental Board in 1975 IIIld priority w.. eiven to reviewine leeislation IIIld Propo.ine new bill. to control air pollution.

A•• e ....nt of Air Pollution A nu.b.r of air pollution .tudie. have been conducted in Bangkok. PollUtllllt. _ .. ured are shown in Annex 1. 8igh particulate IIIld carbOn aonoxide level. have been recorded. NOz levels, however, were low .

• 3. Relative Contribution of Motor Vehicle. No inforaation available fro. Country Report. 4. Vehicle Pool Coapoa1 Uon IIIld Bxpected Trends Annex 2 shows the vehicle population statistics. Annex 3 shows the aca structure of the vehicle pool. It is difficul t to pOint out the predicated rate of replaceaent of the vehicle fleet as various used eneine. IIIld vehicle part. are i~rted into Thailand.

Maintenllllce and Repair of Vehicles Personnel well established earaees, workshops IIIld service stations u.ually bave qualified aechllllics covernaent and private vocational .chools offer trainine in vehicle aaintenance and repair Bguip. .nt there are about 1800 service stations IIIld 2000 independellt caracas but few of th_ are well equipped private IIIld pUblic fleet trllllsport operators have their own work.hop. equipped for routine aaintenance and repair

• Spare Parts easily available in town centres throughout country, except in the case of unpopular vehicle aodels a large nuaber of used engines and used parts are imported as vehicle owners prefer to have their old engines replaced because the cost is low 6. Inspection of Vehicles in Use All vehicles in service are inspected yearly for safety and road worthiness, including exhaust emissions and noise. the Pollce Depart.ant is responsible for inspection of motorcycles, taxis and private cars (less than seven persons) the Land Transport Depart. .nt is responsible for inspection of private cars (aore than seven persons), buses, coaches and all other commercial vehicles inspection stations are situated in Bangkok and all provinces throughout country; there are approved inspection stations set up by the private sector to reduce the work load of the government 7. Traffic Situation and Policies Bangkok is noted fo~ its traffic congested streets. bus lanes to improve traffic flow has been undertaken. 8. Highway Code and Education of Road Users Uniform highway code is applied throughout country. One has to pass a series ot written and practical tests and physical fitness examination to obtain a driving licence. A three-day driving education course is provided for persons applying for driving licence. 9. Control of New Vehicles The National Envirou.ent Board is responsihle tor the study of emission control ot new vehicles. Balssion standards for new vehicles are currently under study. 10. Use of Resources (Energy) The Government is tacing an oil supply problem and alternative energy resources are being developed. LPG will he used in spark-ignition engines in the next couple ot years. Gasohol will be introduced to vehicle users,the alCOhol being obtained from agricultural products. Provision of

•

Country or Area Japan Republic of Eorea Ne. Zealand India Singapore Philippines Indonesia MalaY8ia AustraUa Fiji Thailand Sri Lanka Bangladesh China Hong Eong 1--

Suspended Particulates X X X X X X X X

Dustfall

Hydrocarbons

Photocbe.ical Oxi dan ts/ Ozone X

80z X X X X X X

X X X

X X

X X X X X X

X X

X X X

X X

X X X X X X X X X X X X

X X X X

X X

X X X

X X

.. --------'----

•

• SHEET 1

A.NNEX

MOTOR

VEHICLE

POPULATION I

STATISTICS

(10

UNITS) II

SEC T ION ;-----;----

SECTION

III

Japan

117,099,000

1977

:!39,871*

.....---12.263.

)

38,511·

3,202· (8" 207

ii (71" , Republic of

(29\' 122 (24\,

(91S' 207

421*11 (1\, 14

19 826 •

10,0.' (24S)

11,339 (27S)

225

(47\' 246

--r--'

899

42,134

(U,

. /, 9 I 513

38.197.000

Kore. 3.144,000 I

1980

184

292 (571' 1,415*1

(se", 1980

n .•.

(4011' 80

(401' 75

(3\,

(4as, 11 •••

218 (US> D. •••

1 I

40 (8\1 D .•.

(2\' , n .•.

New Zealand

1.200

, ladl.

(8411' 1977

(U,'

150

nil

(5\' 4 T O - - -....

! 650,000,000

I I Sinlapore 1

2,"7· (84"

(1'" D .• , D •••

I ~~:~' I fl... I 320 -

(SS,

100 (7\1

1,490

nil

706

1,217

~487'-'"

2.403.000

1980

D .•.

D ••

(a4" nil 150

(41', 116

547

(1811

(19\, _

2,931

(891'

40 1 (UI'I D •••

(4211' nil D .•.

(321' D••.

(21", D ••.

I I

I 20 (5\, D ••.

380

Philippine.

48.511,000

1978

D •••

D ••.

D •••

n .•. i

1,120

lodOl1•• 1. (Jakarta ODl~)

1979

(ess, I:

808"

•

8 8 - - -.... (121'

n.a.

D •••

nil

a03

403

(2911

(5811

(9\1

(3\,

893

'I __

Approx •••• e ••

iI'..'. L ...

.cap .d fro. •••• 1.tlea in

Co~try

R.por.

~ _~

_-1-

____

SHEET 2 ANNEX 2

rr~

110 3 CNITS)

., !;\

iil Peninsular Malaysta ,10,000,000

.. g '" " 44

....... " " ... > 0.,

. ~

1980

1,975 (90%)

21 (1%)

16_ (1%)

n11 11 n ••.

888 (31%)

1,301 (59%)

148 (7%)

12 (1%)

2.191

(2%)

Fiji

625,000

1979

21*

n.a. 229

22 (51%) 5,834 (77'1)

Australia

14,986,000

1979

6,853 (94%) 1,056 (72%)

I 532 (7.3%) 387 (26%) 50 (11%)

2 (4.7%)

15'

(35%)

(2.3%) 1,362 . (19~)

(7%) ) 7,282

(3%) 289 (20%)

Thailand

50,000,000

20 (0.3'l.)

286 (4$)

1979

Sri Lanka

14,500,000

1980

373 (25%)

70.

352 (24%)

n .•.

(48%)

n, a.

(2.4%) (0.'%) 14 I n.a. 292

35, 8

1,470

III

n.a.

Bangladesh

85,000,000

1979

D .•.

n.a.

China 1:

1 ,004,470,000

50 (20%)

70 (29%)

44 (18%)

1979

n .• ,

n.a.

24, 55 (l0%) (23%) D.

243

n.a.

n.B.

n.a.

Hong Kong

4,804,000

1980

166

(76%)

...

52 (24i11>

~ i.

, il , . i

2,000

173 (19%)

45 (21$)

.. :1

D.a.

n.a.

n.a,

D.a.

218

...

Approximate

estimates compu~ed from s'tatistics in Country Report

. i

! , I, ,

---.---•

•

ANNEX 3 AGE STRUCTURE OF MOTOR VEHICLE POOL .

Country or Area Japan Republic of Korea New zealand India

Percentage less than 5 years 42 87 27 n.a.

Percentage between 5 " 10 years 50 10 33 D.

Percentage more than 10 years 8 3

40 D.a.

•

Singapore Philippines Indonesia Malaysia Fiji Australia Thailand Sri Lanka Bangladesh China

51 n.a.

34 D.a,

15 n.a. n.a,

n.a. 43 31 45 27 15 16 n. a. n.a.

n.a.

26 24 33 29 55 42 n.a. n.a.

31 45 22 44· 30 42 n.a.

•

Hong Kong

n.a

•

SHEET 1

--MOTOR VEHICLE EMISSION STANDARDS

ANNEX 4

• Spark-ignition vehicles New vehicle. Vehicles of 5 years old, or 80,000 km travelled, whichever 18 earlier'

INDIA

CO standard

3, by volume of exhaust gases durinc idling 4.5' by volume of exhaust gases durinc idling

Diesel vehicles Urban areas Non-urban areas

Smoke emission standard 65 HBU free acceleration method 75 HBU full load method 70 HBU free acceleration method 80 HSU full load method

• JAPAN Gasoline or LPG vehicles Gasoline or LPG vehicles Diesel vehicles All motor vehicles

(vehicles in use) CO Hydrocarbons Smoke Noise 4.5' idling 1200 ppm idling

50, opacity no load acceleration 85 dBA steady apeed

cruiaing and exhaust

• REPUBLIC OF KOREA (vehicles in use)

LPG

or gaaoline vehicles

CO Smoke

4.5, idling 50, opaci ty free acceleration

Diesel vehicles

•

• •

uNNEX 4 REPUBLIC OF KOREA

SHEET 2

6uission Standards 'or Production Line Motor Vehicles

!~ Pollutant Carbon monoxide

-- ---1 BliI1a8101l Standard fype of AutQDob11e Lea. than 2.5 ton. of total weight, and less than 10 passengers (excluded 2-cycle car) -

Puel Gasoline L.P.G. ..

Standard . ---~

fest Froc dure, - - - -_ . -: I

26.0 glkm - ---

10-mode

-,.~.

More than 2.5 tone of total weight, and mors than 10 paaaengers Less tbaa 2.5 tons of total weight, and leaa than 10 pas.engers (excluded 2-cycle car) More than 2.5 tons of total weight, and more than 10 paaaengera Blow-by gas All cars except special cars Leas than 2.5 tons of total weight. and le8s than 10 paasengers (excluded 2 cycle car) Mora tban 2.5 tons of total weight, and mo.B than 10 pas.engers Saoke IAll kind. of die.el-fuelled oars !

Gaaoline L.P.G. Gasoline L.P.G.

1.6

% -----

6-mode

---

--- ----

3.80 g/IDI

le-mode 1---- ,_

~ I " t :.: I

~ ... 0

Buttler

-o...oline Gaaoline L.P.G.

~.---

...

520 ppa

6-mode -_.---j

o gram '

IdlinE ,-

Nitrogen oxide.

I i Ga801ine I I

-----'.' -

3.0 gllaa

, ",

le-mode .. ---.

L.P.G. I

_ .. -

Gasoline Die.el •

2,200 ppa

6-modl Pull Lo84

----- -------------- -------+-------

-------+ _ . _ - -

5o,C

•

------_..- ----

•

a .. t !

(1.1.1972), limitud Carbon monoxido to 4.b% by volume of exhaust emissions IJhen measured at idl.o. •

ADR2~,

ADR27 , (1.1.1974), is based on ECE Rogulation 15, and 11.itod exhaust emissions, IJhen tasted to the ECE cycle, to 8.12.8g HC and 100-2009 CO per tust, with a limit of 4.5" CO by volume in the exhaust omiusion when mOaSUrlHJ at idle. ADR2?A (1.7.1976), is based on the US 1973 regulation u3ing the 1972 fedaral Test Procedure, and limits 8l<hallst -.1ssions to 2.1g/km HC, 24.29/km CO and 1.9g/km NOx. ADR30 (1.1.19?6), applies to diesel powered motor vehjcln~, • is based on ECE Regulation 24, and 38ts limits for tho opacity of exhaust smoke IJhen tho engine is under full load at ,certain steady speeds.

•

, •

ADR36 (1.7.1978), applies to most putrol-fuolled heavy duty vehicles and limits bxhaust amiaBions to 1% CO Uy vulumo and 180 parts por million HC. This rule was (Jxtllnded to multi-purpose par.s9ngal' vohicle:; manufdctul"url after 1.1.1979 and to othur hoavy duty vuh.i elllS manur",-: t'J 1 '1(1 &lftl)r 1.7.1979 •

The ADR's ro:cHivo lll!) .. l foret.' throuyh cerliricaliuI: ily tho AUGtralian Governmwlt and ado[llJon in Stale Tl·;:..n!>porl. Ilcts. Tho cortj fication proen:>s, hUl,IUUIJ!', i:; lJicI::iod UPUrt ".;"I!l of prototyp" lIohiclBs ollly, currj ud out. by the II/e,lor 'h!hjclu m~mufacturl!r, and j:; not gll_B'Ut! to ~l'ilo:lical o·.nfou;l!Ulcnt. Pl·udur.tjon vrd;io;l.ns ncud not., and in f-.cl 2!:; lo.H) bll.JO uholJfI in I\uulrali.n" t.nsting, ~I high prupol'l :."" .:I" lIut, cUlfipl Y uith U", utand" ... h,.

•

Informations clés

Organisation Organisation mondiale de la santé (OMS)

Type de document Technical Documents

Date d'adoption 31 décembre 1980

Source Organisation mondiale de la santé