URBAN Air Quality Evaluation

2011
B L U E S K Y

in INDONESIA

P R O G R A M

VOLUME 1

MINISTRY OF ENVIRONMENT

CONTRIBUTORS

URBAN AIR QUALITY EVALUATION 2011 ASSISTANT DEPUTY FOR POLLUTION CONTROL OF MOBILE SOURCES DEPUTY MINISTER FOR ENVIRONMENTAL POLLUTION CONTROL MINISTRY OF ENVIRONMENT

Director:

M R KARLIANSYAH
Supervisor:

Ade Palguna R.
Writers:

Dollaris Riauaty Suhadi, M. Zakaria, Linda Krisnawati, John HP. Tambun, M. Harsono, Tengku Rena, Rhesa Darojat
Contributors:

Prof. Ofyar Z. Tamin, MSc., Dr. Driejana, Mohd Gempur Adnan, Dr. Ade Sjafruddin, Dr. Kaniadewi, Haryo S. Tomo, I Made Agusetiawan, Trias Hermanu, Heru Sugiarto, Gana Sugantana
2011 Urban Air Quality Evaluation Team and Members:

Fitri Harwati, Didin Khaerudin, Mutiara Siadari, Rahmat Ulthari, Endang Nooryastuti, Endang Hidayat, Dian Sugiarti, Bayu Widiyatama, Alfred Sitorus and team, Ahmad Sidhi and team
Finance and Administration:

Lilis Sartika, Emi Kartini, Juliana Romauli

English Translator:

Mariana N. Sam
Layout:

2be creative

URBAN Air Quality Evaluation

2011
B L U E

in INDONESIA
S K Y

VOLUME 1

P R O G R A M

TABLE OF CONTENTS
TABLE OF CONTENTS LIST OF FIGURES LIST OF TABLES LIST OF ABBREVIATIONS LIST OF TERMS EXECUTIVE SUMMARY FOREWORD ACKNOWLEDGEMENTS 1. HIGHLIGHTS 2. INTRODUCTION 2.1 Why is urban air quality management important 2.2 Blue Sky Program and Environmentally Sustainable Transportation 2.3 Urban Air Quality Evaluation 2.3.1 What needs to be achieved from Urban Air Quality Evaluation 2.3.2 How Urban Air Quality Evaluation was implemented 2.3.3 Implementation of Urban Air Quality Evaluation in 2007, 2008, and 2011 3. APPROACHES AND METHODOLOGY 3.1 The rationale of Urban Air Quality Evaluation 3.2 Evaluation Method 3.2.1 Development and Establishment of criteria, factors, and evaluation indicator 3.2.2 Indicator Score 3.2.3 Rangking of City 2 4 5 5 6 7 11 12 13 15 15 18 20 20 20 21 25 25 26 26 29 29

02

TABLE of CONTENTS

4. IMPLEMENTATION OF URBAN AIR QUALITY EVALUATION 4.1 Oganisation structure of implementation 4.2 Monitoring implementation 4.3 Data processing of monitoring result 5. URBAN AIR QUALITY EVALUATION RESULT 5.1 Monitoring result of physical criteria 5.1.1 Roadside vehicle emission test 5.1.2 Traffic Performance 5.1.3 Roadway Air Quality 5.2 City performance in air quality management 5.3 Citys Blue Sky Score 2011 6. CONCLUSIONS AND LESSONS LEARNED 6.1 Conclusions 6.2 Lessons learned 7. RECOMMENDATIONS 7.1 Technical recommendations 7.1.1 Environmentally Sustainable Transportation 7.1.2 Air Quality Monitoring on roadway 7.1.3 On-road emission test 7.2 Policy Recommendations 7.3 Urban Air Quality Evaluation Plan for 2011-2015 BIBLIOGRAPHY ANNEXES

33 33 34 34 35 35 35 41 43 48 51 55 55 56 57 57 57 58 58 58 59 60 61

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LIST OF FIGURES
Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Urban and rural population growth in Indonesia, 1990-2010 Final energy consumption by sector in Indonesia, 1990-2010 Motor vehicle population in Indonesia 1990-2010 and projection for 2025 Elements of Environmentally Sustainable Transportation (EST) Framework approach of Urban Air Quality Evaluation Evaluation Criteria of Urban Air Quality Competitiveness Index Ranking Structure Sub-index and factor value weighting in the calculation of City Index Value Example of radar graph: Profile of City A Organization structure of Urban Air Quality Evaluation Input and output system in the EKUP database Composition of vehicle tested, 2011 Passing rate of vehicle emission test, 2011 Emission test passing rate for gasoline-powered vehicle, 2011 Emission test passing rate for diesel-powered vehicle, 2011 Percentage ratio comparison for vehicles passing the emission test in cities for 2007,2008 and 2011 Passing percentage of vehicle emission test in 26 cities, 2011 Emission test result for gasoline-powered vehicle, 2011 Passing percentage of emission test for gasoline-powered vehicle, 2011 Emission test result for gasoline-powered vehicle, 2011 Passing rate percentage of emission test for diesel-powered vehicle, 2011 Passing percentage of emission test based on vehicle brand, 2011 Volume Capacity Ratio (VCR) in 26 cities, 2011 Average traffic speed in 26 cities, 2011 Average concentration of carbon monoxide (CO) in 26 cities, 2011 Average concentration of hydrocarbon (HC) in 26 cities, 2011 Average concentration of nitrogen dioxide (NO2) in 26 cities, 2011 Average concentration of ozone (O3) in 26 cities, 2011 Average concentration of Total Suspended Particulate (TSP) in 26 cities, 2011 Average concentration of sulphur dioxide (SO2) in 26 cities, 2011 Blue Sky Ranking in 26 cities, 2011 15 16 16 19 25 26 30 30 31 33 34 35 35 36 36 37 37 38 39 40 40 41 41 42 44 44 45 46 46 47 52

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LIST OF TABLES
Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Evaluated cities in 2007, 2008, and 2011 Evaluation Criteria and Factors of Urban Air Quality in 2007 and 2008 Summary of Urban Air Quality Evaluation Report for 2007 and 2008 Composition of criteria for commitment and capacity Composition of criteria for urban characteristic Quality classification of road services Level of Service for evaluated cities in 2007, 2008, and 2011 Citys Blue Sky score, 2011 21 22 23 27 28 28 43 52

LIST OF ABBREVIATIONS
Asdep BBM CO EKUP EST HC JICA KepMen LH KLH LOS NO2 O3 PLB SMP SO2 TSP UNCRD VCR

Assistant Deputy Fuel Oil Carbon monoxide Urban Air Quality Evaluation Environmentally Sustainable Transportation Hydrocarbon Japan International Cooperation Agency Ministry of Environment Decree Ministry of Environment Level of Service Nitrogen Dioxide Ozone Blue Sky Program Passenger Car Equivalent Sulfur dioxide Total Suspended Particulate United Nations Center for Regional Development Volume Capacity Ratio

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LIST OF TERMS
g/m3 Anthropogenic Hydrocarbon (HC) Concentration unit (amount of substance in micrograms per volume of air in cubic meter or 1000 litres) Created by people or caused by human activity Important contaminants of outdoor air contained in various types; originate from fuel burning, fuel evaporation, industrial solvent, forest fire, and cigarette smoke; causes ozone to increase in the surface; trigger of cancer Colorless / odorless / tasteless gas; a product of incomplete combustion; flammable and toxic; originate mainly from motor vehicles; interfere with the blood's ability to carry oxygen; causes oxygen deficiency to blood Emitted from high temperature combustion (nitrogen gas in the air and nitrogen element contained in fuels); form a layer of brown haze in the sky; the main sources are motor vehicles, power plants, and industrial processes; causes ozone to increase in the surface Secondary pollutant formed by the help of sunlight; reactive (destroy/alter the molecules);key component of smog; hazardous to health; reduce crop production; resulting in thermal effect Soluble, odorless, and colorless gas; emitted from the combustion of fossil fuel containing sulphur(oil, coal, metal-containing ores); precursor to acid rain; originate mainly from power plant; other sources include motor vehicles (high sulfur diesel oil) Particles or aerosols <100 micrometers; coarse particles filtered in the upper respiratory system; very fine particles that may enter the lung; may contain metals, secondary compound (sulfuric acid/ nitric) Index to assess the performance of traffic in urban areas; where V is the total number of vehicles passing through one point at a time and C is the maximum number of vehicles that may pass through one point in normal traffic conditions

Carbon Monoxide (CO)

Nitrogen Dioxide (NO2)

Ozone (O3)

Sulphur Dioxide (SO2)

Total Suspended Particulate (TSP)

Volume Capacity Ratio (VCR)

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EXECUTIVE SUMMARY

The Ministry of Environment through the Assistant Deputy for Pollution Control of Mobile Sources and Deputy Minsiter for Environmental Pollution Control, has conducted Urban Air Quality Evaluation as part of the Blue Sky Program and implementation of Environmentally Sustainable Transportation. The objective of this evaluation is to encourage air quality management and to promote Environmentally Sustainable Transportation. While the goal is to contribute to the creation of clean and healthy air that meets the ambient air quality standards and that are constantly being improved in cities throughout Indonesia. The Urban Air Quality Evaluation is expected to: 1. To provide information on air quality, performance and city competitiveness in air quality management and application of Environmentally Sustainable Transportation; 2. To be a reference for the government and urban community in improving urban air quality; 3. To provide direction and input in drafting policy, strategy and action plan for air quality management, especially from mobile sources; and 4. To serve as the government statement of accountability to the public concerning urban air quality management in Indonesia. Evaluation has been implemented in 2007, 2008, and recently in 2011. Evaluation was implemented using the established indicator and assessment system. Evaluation results are then used as the basis in providing technical and policy reccomendation including corrective measures and / or improvement and recognition for respective city.

Evaluation activity is expected to take place continuously so that changes in performance and air quality trends in cities could be observed from year to year. Yearly observation will further motivate the municipality to continuously improve its performance in order to achieve the goal. Twenty six cities were evaluated in 2011, which include 14 metropolitan cities and 12 big cities. Metropolitan cities evaluated include Bandung, Bekasi, Depok, West Jakarta, Central Jakarta, South Jakarta, East Jakarta, North Jakarta, Makassar, Medan, Palembang, Semarang, Surabaya, and Tangerang. While big cities evaluated include Balikpapan, Bandar Lampung, Banjarmasin, Bogor, Denpasar, Batam, Malang, Padang, Pekanbaru, Samarinda, Surakarta, and Yogyakarta. There were three stages to the evaluation process: development and establishment of measurable criteria; field monitoring; assessment and follow-up recommendations. The two evaluation criteria being used were: 1) commitment and regional capacity, and 2) urban characteristic. Commitment and capacity criteria consists of 3 factors: 1) monitor air quality, 2) reduce air pollution emitted from mobile sources, and 3) increase public awareness on air pollution. There are indicators for each of these factors. Data for indicators were taken from questionnaire with the number of questions equal to the number of indicators (12 questions). Questionnaires are closed-ended questions with a choice of one answer from a given number of options. Each answer is given a value or score.

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Urban characteristic criteria consists of 3 factors, among others: 1) vehicle emission quality on roadway, 2) traffic performance, and 3) air quality on roadway. There are indicators for every factor. Data for indicators were taken from direct field measurement/monitoring. Vehicle emission quality was obtained by conducting emission test to private passenger vehicle powered by diesel and gasoline. Traffic performance of urban areas measured includes traffic density and the speed of operating traffic. Traffic density is the ratio of traffic volume to road capacity. The measurement results and calculation of traffic density and speed indicator is compared with the classification of road service quality and from there the value of Level of Service (LOS) can be derived. The measurement of air quality for 6 pollutants parameter was implemented following Government Regulation No. 41/ 1999 concerning Air Pollution Control. The result of these parameters was compared with the specified ambient air quality standards. Poor air quality is indicated by the concentration of parameter that exceeds the guideline for air quality standards. Competitiveness index is used by the Ministry of Environment to determine city ranking. Competitiveness index system encourages cities to continuously improve competitiveness in air quality management. This index compares the ranking of a city relative to other participating cities based on assessment of indicators used. The average index value of all cities for each indicator is the median value. The final score for cities can be determined after undergoing calculations and verification and quality control of all monitoring results. City ranking is based on the classified category for metropolitan and big city. For metropolitan category, the three cities with the highest Blue Sky score, from highest to lowest, are SURABAYA, MEDAN, and EAST JAKARTA. As for big city catergory, the three cities with the highest Blue Sky score, from highest to lowest, are SURAKARTA, BATAM, and MALANG.

Meanwhile, for metropolitan category, the three cities with the lowest Blue Sky score, in order of their ranking, are WEST JAKARTA, BEKASI, and SEMARANG. For big cities, the three lowest score are given to PEKANBARU, PADANG, and BANJARMASIN. Surakarta has the highest index for traffic performance, roadway air quality and emission reduction activities. As for emissions test and monitoring activities, the performance of Surakarta is below the median. For public awareness raising activities, the value is equal to the median. Batam has the highest index for traffic performance. As for public awareness raising activities, the value is equal to the median. However, emission test, monitoring, and emission reduction activities are slightly above the median value. Kota Batam has a relatively high index above the median for air quality on roadway. Malang has the highest index for traffic performance. Its air quality is fairly high, equal to Batam. Monitoring and emission reduction activities are over the median. However, public awareness raising activities is far below the median. Index of emission test is slightly below the median. Surabaya has the highest index for public awareness raising and monitoring activities. The air quality is above the median, almost the same as Batam and Malang. Emission reduction and emissions test activities are slightly above the median, while traffic performance is equal to the median. Medan has the highest index for traffic performance, but its monitoring and emission reduction activities are slightly below the median. The air quality is slightly far below the median. Emissions test is above the median, and public awareness raising activities is equal to the median. East Jakarta has the highest index for traffic performance; air quality and emission test results are slightly above the median value.

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However, monitoring and emission reduction activities are slightly below the median. The index value for public awareness raising activities is far below the median. The three big cities and three metropolitan cities that have the lowest value, at least three indicators are below the median or one of the three is in the middle. The implications of evaluation, which have been conducted three times in the last 5 years, are as follows: Aspects of air quality control has become part of a wider evaluation of region/city performance in overall urban environmental management (Adipura) Urban Air Quality Evaluation encourages the development of legislation concerning air quality management in the region and the integration of inter-sector policy at the national level (fuel policy, vehicle testing, land use, climate change, etc.) Determination of criteria and indicators that are consistent and targeted, along with the standard of monitoring procedures, effective implementation and comprehensive quality control process will strengthen Urban Air Quality Evaluation in the future. Some corrective and improvement measures for the next evaluation are as follows: 1. In completing information on cities, the Ministry of Environment should considered a comprehensive study concerning the program, activities, and air quality management plans as well as urban transport development plans. 2. A realistic evaluation plan should be conducted, but this has to be equipped with a strict control system and time management in the implementation process. 3. Evaluation criteria and indicators as well as the implementation methods should be revised; roadmap criteria and indicators should be clear and consistent. 4. Routine coordination to each participating city should be conducted, especially prior to conducting the evaluation.

5. Training for field officers needs to be improved, emphasizing on individual task and responsibility in the field. 6. In cooperation with the Ministry of Transportation in the preparation of creating guidelines for region to implement EST (Environmentally Sustainable Transportation), pilot projects in several cities should be considered. It is expected that Urban Air Quality Evaluation data will be utilized by the municipalities to further improve their performance. The Ministry of Environment recommends the following: 1. Formulation of local legislation related to air quality management and Environmentally Sustainable Transportation. 2. Strengthen regional capacity and communication forum concerning air quality management and development of Environmentally Sustainable Transportation through the Indonesian Municipalities Association Network.

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10

FOREWORD

Air is a substantial life component for humans and other living beings, without food and water we may survive for several days but without air we only can live for a few minutes. Unlike the water that we choose to drink, it is difficult to clean polluted air because we cannot choose the air we breathe. Maintaining air quality is the responsibility for all of us, and the city government becomes the spearhead in disseminating the efforts of air pollution control to the public. Clean air will create a healthy generation and subsequently polluted air will build a generation vulnerable to disease. In 2011, the Urban Air Quality Evaluation Program was conducted in 26 metropolitan and big cities aiming to determine the urban air quality emitted from transportation. This book is expected to become a source of

information and reference for municipalities and the public in improving urban air quality of their respective city. Based on the information provided, it is expected that municipalities prepare work plan and implement efforts to improve urban air quality as well as to increase public awareness in the effort to maintain a healthier and cleaner air quality. The book also describes the position of municipality performance in managing air quality in comparison with other cities of the same category. Wed like to express our deepest thanks to all who were involved and contributed to the successful completion of this book.

Jakarta, 14 December 2011

M R Karliansyah
Deputy II Ministry of Environment Environmental Pollution Control

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12

ACKNOWLEDGEMENT
First of all, on behalf of the Ministry of Environment, we would like to express our deepest thanks to all Mayors of 26 cities in Indonesia and the municipal government agencies; Governors of 16 provinces in Indonesia together with the provincial government agencies; Indonesian National Police and their staff; Regional Environmental Management Board, Ministry of Environment; Ministry of Transportation; and the Ministry of Energy and Mineral Resources for their cooperation, support, and opportunity to the successful completion of the 2011 Urban Air Quality Evaluation Program in 26 cities. On this occasion, we also would like to express our highest appreciation to the Ministry of Environment and the Ministry of Finance for their technical and logistical support and guidance in the implementation of Urban Air Quality Evaluation in 26 cities in Indonesia. Wed also like to express our deepest thanks to Prof. Ofyar Z. Tamin and staff; the Chairman of Joint Committee for Lead Phase-Out; and all members of the Monitoring Team for their exceptional coordination, assistance and cooperation during the evaluation of cities. To all Heads of the Environmental Agency in 26 cities along with other leaders and staff, we are grateful for their cooperation in providing data and information to the Monitoring Team and for their invitation to attend coordination meetings from the beginning until the completion of the program. We would like to thank all the people in 26 cities for their hospitality and making our visit comfortable and enjoyable during the evaluation. We would also like to thank fellow media who have made an extensive coverage of this program. Jakarta, 7 December 2011 Ade Palguna
Assistant Deputy for Pollution Control of Mobile Sources

1
This book is divided into two volume: Volume I: Urban Air Quality Evaluation in Indonesia 2011 Volume II: Urban Air Quality Evaluation: City Profile in Indonesia 2011 Volume I summarizes the overall implementation of the Urban Air Quality Evaluation (EKUP-Evaluasi Kualitas Udara Perkotaan) including background; purposes and objectives; approaches and methodologies; monitoring and assessment; lessons learned and follow-up recommendations.
1 While Volume II describes in detail the profile of every city evaluated with reference to the specified evaluation criteria.

HIGHLIGHTS

Volume I includes sections that describes the following: Chapter 2: background of EKUP implementation, EKUP purposes and objectives, how

EKUP was implemented, and the result of previous EKUP 3 2 Chapter 3: approaches and methodologies of EKUP including the explanation on criteria, factors , and indicators of EKUP as well as assessment system (score and ranking). The book defines criteria as consisting of factors and factors are made up of indicators; or in other words, indicator is the smallest unit measured or monitored. Chapter 4: EKUP implementation including the organisation structure, mechanism, and field monitoring procedure Chapter 5: EKUP monitoring and assessment result Chapter 6: Lessons learned and conclusion of the overall EKUP implementation Chapter 7: Technical recommendations and policies

Criteria is a measurement used as the basis for an assessment or establishment of Urban Air Quality 2 Factor is matters that contribute to or affect the occurrence of something 3 Indicator is something that provide or serve as indication or information

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2
2.1 WHY IS URBAN AIR QUALITY MANAGEMENT IMPORTANT
In recent decades, the urban population is growing faster than the rural population (Bappenas, 2006) as cities becomes the engine of economic driver in many countries. The economic growth in cities has attracted villagers to migrate to the cities in hope of obtaining a better living. Population growth and migration from rural to urban areas will increase the burden of urban environment, and at the same time affecting the air quality. FIGURE 1: Urban and rural population growth in Indonesia, 1990-2010
200 180 160 140 POPULATION (Million) 120 100 80 60 40 20 0 2000 CITY VILLAGE 2005 2010 2015 YEAR 2020 2025

INTRODUCTION

Normally, economic growth is associated with an increase in air pollution. However, this does not apply to all countries. Some developed countries have managed to reduce air pollution without limiting economic growth by implementing strict environmental pollution control (U.S.EPA, 2002; European Environment Agency, 2005). On the other hand, energy demand will likely increase in developing countries that is experiencing rapid economic development, industrial development and added movement of people and goods by means of motorized transport. This energy demand is generally met by providing fossil fuel, specifically fuel, gas, and coal, which are important sources of air pollution (Suhadi; 2006). Fossil fuel is expected to remain as a primary energy source to meet the growing need in the next two decades, even in the midst of developing new nuclear technology and an aggressive renewable energy (Schwela et al., 2006). This is due to the relatively cheaper price of fossil fuels.

Source: Bappenas, 2004.

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However, the price of fossil fuels will be more expensive in the future and the concerns about energy supply security and climate change

impacts are expected to increase the use of renewable energy.

FIGURE 2: Final energy consumption by sector in Indonesia, 1990-2010

5000 4500

Energy (Petajoule)

4000 3500 3000 2500 2000 1500 1000 500 0

90

91

93

94

95

96

98

99

20 00 20 01

20 02 20 03

20 04 20 05

20 06 20 07

20 08 20 09

Industry Household Commercial Transportation Others

Year

Source: Ministry of Energy and Minineral Resources, 2010

Moreover, the world's dependence on fossil fuels to drive the economy, particularly in developing countries, continue to increase. This trend will worsen air pollution and create consequences for climate change. Likewise, the growth of motor vehicle will also have environmental consequences. The number of

vehicle has grown by an average of 14% per year in the last 10 years, from about 19 million in 2000 to 65 million in 2010 (Directorate of Traffic, Indonesian State Police, 2011). An increase in the number of vehicle is generally centralized in cities, which is influenced by increase in welfare and population. FIGURE 3: Motor vehicle population in Indonesia 1990-2010 and projection for 2025

110,000 100,000 90,000

Unit (thousand)

80,000 70,000 60,000 50,000 40,000 30,000 20,000 10,000 0

89

90

91

93

94

95

96

98

99 20 00 20 01 20 02 20 03 20 04 20 05 20 06 20 07

20 08

Truck Bus Passenger Car Motorcycle

Year
Source: Transportation Statistics from BPS (Central Statistics Bureau), 1989-2010

16

20 09 20 10 20 25

92

19

19

19

19

19

19

19

19

19

19

97

19

20 10

92

19

19

19

19

19

19

19

19

97

19

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Exceptions for motor vehicles growth can be applied to some countries that have implemented strict policies to limit the number of motor vehicles and encourage the use of public transport. Whereas in cities in the developing countries, most of the population rely on public transportation and non-motorized transportation such as bicycles and walking. As cities grew and public transportation declined, motorcycles take over as an alternative means of transportation because it is affordable for the majority of people who cannot afford a car. Increase use of motorcycles has added the rate of motorization4 rapidly. This motorization growth will aggravate congestion and air pollution. If it is not controlled, air pollution in urban areas will increasingly become a threat causing health risks, lost of productivity and economic loss. To prevent worsening air quality in the future, cities are confronted by the choice to act now or to postpone the control until economic losses becomes unbereable. As an example, the economic losses due to air pollution in Jakarta was estimated to be at least IDR 3.8 billion per year in 2002 (Suhadi; 2005). This value is derived from the estimated mortality and treatment costs and loss of productivity due to air pollution. This figure does not include the loss due to environmental impacts, such as damage to crops and buildings due to acid rain5; impact of global warming (floods, droughts, loss of biodiversity, etc.); reduced crop yields and stagnant forest growth 6 due to ozone pollutants ; and decreased visibility. Sources of air pollution can be divided into two main categories, natural resources and sources derived from human activities (anthropogenic). Anthropogenic sources are re-grouped into mobile and stationary sources. Stationary sources include power plant, processing industry, oil refineries, chemical plants, and combustion

furnace. Air pollution from stationary sources originated from two main activities: 1) the combustion of fuel in stationary installation or facility, such as coal and oil burning in power plant facilities and 2) industrial processes that emit pollutant substances, such as refining process, chemical processing, and smelting. While mobile sources include vehicles, machinery, and equipment that emmits mobile air pollution. Mobile sources are grouped into road source (cars, buses, light duty and heavy duty trucks, motorcycles) and non-road source (ships, aircraft, locomotives, tractors, construction equipment or vehicle, recreation equipment, etc.). Mobile sources pollute the air through the combustion in engine to generate power and through the evaporation of fuel. Mobile source is the main source of urban air pollution (Johansson, 1995; Chin, 1996). In addition, a recent study conducted in Jakarta by the Provincial Government of DKI Jakarta in 2010-2011 indicated that mobile source is also the largest contributor to greenhouse gas emissions which causes the greenhouse effect or global warming. Urban air pollution from mobile sources remain an important topic in many studies and research regardless of the attention shift in the last decade to global air pollution problems such as climate change. This is because urban air pollution impacts and losses is directly felt at the the local level. Besides, if the efforts to control urban air pollution is carried out effectively, then it will contribute to the reduction of global air pollution.

4 Conversion (replacement) of something that is non-motorized to motorized; using motor as driving engine 5 Acid rain is generated by the reaction among air pollutants and water in the atmosphere.

6 Atmospere is a gas system required by life on earth and consists of several layers. Troposphere is the lowest layer in the atmosphere, the

one in which people, plants and animals live. Ozone in the troposphere is reactive thus harm or alter molecules.

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2.2 BLUE SKY PROGRAM AND ENVIRONMENTALLY SUSTAINABLE TRANSPORTATION

Given the importance of air pollution control to protect the public and environment from the dangers and damage caused by air pollutant substances, the Ministry of Environment (MoE) has launched the Blue Sky Program in 1992. The Blue Sky Program (PLB-Program Langit Biru) objective is to reduce air pollution in provinces. Since the launching of PLB, legislation has been prepared or revised, including revision of ambient air7 quality standards for mobile and stationary emission sources. PLB objective is to control air pollution in order to achieve clean and healthy air quality. Air pollution control from mobile sources as mentioned in PLB and according to the recommendations of several studies (Shah et al., 1997; Japan International Cooperation Agency - JICA and Environmental Impact Control Agency - BAPEDAL, 1997) include the following: 1. Control flue gas emission through inspection and maintenance 2. Eliminate the use of leaded gasoline 8 3. Reduce sulfur content in diesel fuel 4. Apply clean vehicle technology 9 5. Use smokeless oil for two-stroke motor vehicles PLB was legislated to the Ministry of Environment Decree (KepMen LH) No. 15 in 1996. In its development, one of the target of PLB mobile sources has been achieved, that is the phase-out of leaded gasoline in 2006. The phase-out of leaded gasoline allows the use of technology that may effectively reduce vehicle emissions by more than 90 percent. Currently, PLB coverage of mobile sources has been expanded to include the concept of Sustainable Transportation or also known as Environmentally Sustainable Transportation (EST). EST in Indonesia was introduced in 2005 following the first Regional EST Forum in Nagoya, Japan in 2005 that produces the "Aichi Statement". The second forum was held in Yogyakarta in 2006. In 2007, the Kyoto Declaration was signed by Mayors in Asia who are committed to promote EST in cities. Indonesia became part of the Kyoto Declaration. The third EST Forum meeting was held in Singapore in 2008. The fourth and fifth forum was held consecutively in Seoul, Korea in 2009 and in Bangkok, Thailand in 2010. EST Forum was initiated by the United Nations, specifically the United Nations Center for Regional Development (UNCRD) whose mission is to build a shared understanding of EST elements and the need for an integrated strategy at the national and local level for the realization of EST. EST is then applied through strategy or technical measures controlling exhaust gas emission from motor vehicles. Motor vehicle emissions are influenced by four main factors, these are: 1) vehicle technology, 2) the characteristics of fuel, 3) driving behavior, and 4) use of the vehicle. This means that air pollution control from motor vehicles shall include controlling each of the following: 1) improvement in technology and stringent vehicle emission quality standard limits, 2) the use of cleaner fuels, 3) inspection and maintenance of vehicles, and 4) improvement in

7 Ambient air is the daily air we breathe in 8 Sulfur is an unwanted chemical ingredient contained in fossil fuel, because its a dirt that is harmful to health 9 Vehicle using gasoline mixed with lubricant oil

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transportation planning and transport demand management. Some steps could only be performed in conjunction with other measures. For example, a stringent emission quality standard cannot be achieved without Figure 4: Elements of Environmentally Sustainable Transportion (EST)

implementing a stringent fuel quality as well. The four control measures as mentioned above can be developed further into EST elements which is illustrated below in Figure 4.

Public health

Social and gender equality

Air quality monitoring in roadway

Noise pollution management Emission control, applying quality standard, inspection & maintenance

Knowledge, awareness, public participation road safety & road maintenance

EST Strategy

Cleaner fuel

land-use planning
Source: CAI-Asia, 2010

People friendly infrastructure development & sustainable

nonmotorized transportation

Public transportation & transportat demand management

Thereby, the application of EST should observe the following: 1. Reduce the impact of air pollution on health by emphasizing prevention, that is by implementing non-motorized transport, public transportation, and cleaner fuels; 2. Provide equal access for all segments of society, including the disabled, women, children and elderly to travel comfortably, safely, and easily; 3. Monitor and assess air quality on the roadway to determine the level of exposure to air pollutant substances against those who conduct activities on the roadway; 4. Prioritize the prevention of noise by applying non-motorized transport such as walking and cycling, and the displacement of private vehicles use to

public transportation. If prevention is not possible, then controlling/ mitigation measures to be taken is to install noisedamper or porous road surfaces. These mitigation options can be much more costly than prevention efforts; 5. Establish vehicle emission quality standards for new and old/in-use vehicle, carry out periodic emission test, and encourage vehicle maintenance; 6. Encourage the use of cleaner fuels such as low-sulfur diesel oil, gas, hybrid, electric, biofuels, and hydrogen. The promotion of cleaner fuels can be performed with favorable cleaner fuel policy; 7. Provide an effective, convenient, safe, and affordable public transportation and limit the use of private vehicles by implementing policies that create the use of private

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vehicles to be unprofitable, such as higher vehicle taxes, higher parking fees, traffic jam retribution, motor vehicle-free zone; 8. Encourage non-motorized transport by improving pedestrian facilities, build and develop bike lanes, promote cycling behavior, implement car free day; 9. Place human at the center of the planning process in the development of a humane and sustainable transportation infrastructure by taking into account the needs of disadvantaged society groups such as the disabled, elderly, children, and women;

10. Prepare land-use and transport planning into a single unit plan to close the gap between residential and commercial areas or workplaces or other activities, and reducing dependency on the use of private motor vehicle; 11.Reduce the rate of traffic accidents through periodic road and vehicle maintenance; 12.Increase knowledge, awareness, and public participation in EST application as well as facilitating networking among stakeholders at the local, national, and international level to share knowledge, experiences, and lessons learned.

2.3 URBAN AIR QUALITY EVALUTION

2.3.1 What needs to be achieved from the Urban Air Quality Evaluation
The Ministry of Environment through the Assistant Deputy for Pollution Control of Mobile Sources and Deputy Minsiter for Environmental Pollution Control conducted Urban Air Quality Evaluation as part of the Blue Sky Program and implementation of Environmentally Sustainable Transportation. The objective of evaluation activities is to encourage air quality management and to promote Environmentally Sustainable Transportation. While the goal is to contribute to the creation of clean and healthy air that meets the ambient air quality standards and that are constantly being improved in cities throughout Indonesia. The Urban Air Quality Evaluation is expected to deliver the following benefits: 1. To provide information on air quality, performance and city competitiveness in air quality management and application of Environmentally Sustainable Transportation; 2. To be a reference for the government and urban community to improve urban air quality; 3. To provide direction and input in drafting policy, strategy and action plan for air quality management, especially from mobile sources; and 4. To serve as a report of government accountability to the public concerning urban air quality management in Indonesia.

2.3.2 How the Urban Air Quality Evaluation was implemented

EKUP has been implemented in 2007 and 2008, and recently in 2011. Evaluation was conducted by using established indicators and scoring system. Evaluation results are then used as the basis to provide technical recommendations including corrective and / or improvement measures, city recognition,and policy recommendations. Evaluation activity is expected to take place continuously so that changes in performance and air quality trends in cities could be observed from year to year. Yearly observation will further motivate the municipality to continuously improve its performance in order to achieve the goal. EKUP activities consist mainly of: 1. Preparation or review of the evaluation criteria consisting of factors, and each factor consists of several indicators 2. Preparation or review of the

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3.

4. 5. 6.

scoring/assesment system for every indicator Development or improvement of data management applications including data compilling and processing, calculation of values, and data presentation Socialisation and technical assistancy Field monitoring Presentation of monitoring result to the

public 7. Capacity building improvement for municipalities 8. Promote the city to assert themselves in activities at the international level, such as EST Forum or other activities 9. Technical coordination meetings with municipalities

2.3.3 Implementation of Urban Air Quality Evaluation in 2007, 2008, and 2011
Cities evaluated in 2007, 2008, and 2011 is listed in Table 1. In 2007, there were 10 metropolitan and 2 big cities evaluated. Meanwhile in 2008, 14 metropolitan and 2 big cities were evaluated. Metropolitan city is defined as an urbanized area with over 1 million inhabitants, while big city is a city with a population between 500,000 and 1,000,000. In 2011, the number of cities evaluated has increased to 26 cities which include 14 metropolitan and 12 big cities. TABLE 1: Evaluated cities in 2007, 2008, and 2011

City
METROPOLITAN Bandung Bekasi Depok West Jakarta Central Jakarta South Jakarta East Jakarta North Jakarta Makassar Medan Palembang Semarang Surabaya Tanggerang BIG CITY Balikpapan Bandar Lampung Banjarmasin Bogor Denpasar Kota Batam Malang Padang Pekanbaru Samarinda Surakarta Yogyakarta

2007

2008

2011

21

MoE has established EKUP criteria and factors in which implementation is conducted gradually

from 2007-2010. Criteria and factors and their application in 2007 and 2008 is shown in Table 3. TABLE 2: Evaluation Criteria and Factors of Urban Air Quality in 2007 and 2008

No. 1

Criteria COMMITMENT a. Legal framework b. Commitment from Regional Heads i. Awareness level ii. Strengthening institutional capacity c. Work Program i. Land-use planning ii.Public transportation

Factor

2007

2008

a. Availability of local regulation b. Level of awareness from the community and municipalities c. Efforts to control air pollution d. Environmentally sustainable land- use planning e. Development of public/mass transportation (busway, train) and transport demand management (parking fee, car free day campaign) f. Respiratory Infectious Disease (ISPA) patient data and 10 most occured diseases g. The use of biofuel and gas h. Vehicle restriction (3-in-1, car sharing10), one-way management, regulating bus stops

iii.Public health impact iv. Cleaner fuel v. Traffic management 2 CAPACITY a. Community resources b. Budget c. Facilities i. Non-motorized Transport ii. Road Safety iii. Monitoring equipment 3 CITY CHARACTERISTIC (Field measurement) a. Traffic performance b. Vehicle emission c. Air Quality d. Fuel e. Vehicle noise

i. j.

Amount and competency Budget for air quality management

k. Pedestrian facilities, road separation for horse carriage (delman)/ bicycles/ rickshaws l. Motor vehicle performance test, private workshop m. The availability of air quality monitoring equipment for road and ambient air quality monitoring

n. o. p. q. r. s. t.

Traffic speed Traffic density Quality of vehicle emission Air quality on roadway Ambient air quality Fuel quality monitoring for diesel and gasoline Noise pollution monitoring on busy roads

10 Car sharing is the collective use of vehicle

22

TABLE 3: Summary of Urban Air Quality Evaluation Report for 2007 and 2008
No. CRITERIA
(from the top)

2007 Highest value Lowest value

(from the top)

2008 Highest value

(from the top) 1. Tangerang 2. West Jakarta, Yogyakarta, Medan, Bandung, North Jakarta, Surabaya

Lowest value
(from the top) 1. Bekasi, Central Jakarta, Palembang

Traffic performance

1. Central Jakarta 1. Semarang 2. Denpasar, 2. Bandung, Makassar, East Jakarta, Surabaya, Medan Yogyakarta, North Jakarta, South Jakarta

Vehicle emissions quality

1. North Jakarta 1. Yogyakarta 2. Central Jakarta 2. Denpasar 3. Palembang 3. Tangerang 1. Denpasar 2. Surabaya 3. Makassar 1. Palembang 1. West Jakarta 2. Makassar 2. Medan 3. Central Jakarta 3. East Jakarta 1. Yogyakarta 2. East Jakarta 3. South Jakarta 1. Denpasar 1. Medan 2. Surabaya 2. East Jakarta 3. Central Jakarta 3. Bandung 1. Tangerang 2. West Jakarta 3. North Jakarta 1. Semarang 2. Surabaya 3. Tangerang 1. Semarang 2. Depok 3. Bekasi 1. Bekasi 2. Semarang 3. Central Jakarta

Air quality on roadway

Fuel Quality

Overall value

23

24

3
3.1 THE RATIONALE OF URBAN AIR QUALITY EVALUATION
Ambient air quality in a city is determined by various factors, namely: 1) the number and height of pollutant substances emitted from sources of pollution, 2) meteorological, such as wind speed and direction, temperature, sun radiation, cloudiness, and others; 3) landforms (topography) of the city, for example lowland, upland, flat areas, hill or valley; and 4) urban environment openness, whether the city comprises of densely-populated landscape filled with high-rise buildings or low-density filled with low-rise buildings or whether the city has an open space. Of the factors mentioned above, the first and fourth factors can be managed or controlled by human so that the air quality management efforts is directed towards controlling emissions of pollutant substances, the altitude of where the pollutant substances are emitted, and urban spatial planning. The more emission is reduced, the better the air quality. The higher the pollutant substances are emitted, the lower the concentration of air pollutant inhaled by human. The more open space a city has, the better the air quality. As an example, the concentration of pollutant substances will increase in a denselypopulated landscape filled with high-rise buildings. FIGURE 5: Framework approach of Air Quality Evaluation

APPROCHES & METHODOLOGY

Air quality determinant

Can be Managed

Target Control

Control Aspects
Vehicle Technology Fuel Driving behavior Use of vehicle

Amount and altitude of pollutant emitted

Emission from pollutants Emission altitude

Mobile sources on roadway

Air Quality

Meteorology Topography Urban environment openess

Development of cities

Land-use

25

The approach taken to implement EKUP is to develop controlling factors, as shown in Figure 5, into EST elements (see Figure 4). However, not all elements of EST are used as measurement criteria because of limited resources in the evaluation process, prioritizing criteria are thus conducted. MoE categorized EKUP criteria in terms of physical and nonphysical. The physical aspect of the evaluation is based on measurement results using equipments, while the non-physical aspect is the evaluation based on observations and perceptions of secondary data on air quality management evaluated by stakeholders in cities. The latter is important given the success of achieving clean and healthy air quality is largely determined by the following: 1. Motivation and commitment from regional heads 2. Competency and commitment from administrator of public institutions

3. Institutional effectiveness 4. Capacity and performance of human resources 5. Future policies 6. Coordination with regional stakeholders 7. Active participation from the community 8. Clear accountability system 9. Transparent implementation 10. Integrated planning including development of urban spatial planning By observing these non-physical aspects, the Ministry of Environment intends to encourage the improvement of: 1. Capacity of regional government; 2. Active participation from the community; and 3. Partnership between stakeholders in air quality management.

3.2 EVALUATION METHOD

The evaluation process consists of 3 stages, as follows: a. Development and establishment of measured criteria; b. Field monitoring; c. Assessment and follow-up recommendations.

3.2.1 Development and establishment of criteria, factors, and evaluation indicator

EKUP implementation in 2011 used the same criteria as in 2007 and 2008, these are commitment, capacity, and urban characteristic; but commitment and capacity are merged into FIGURE 6: Evaluation Criteria of Urban Air Quality one. These criteria are divided into measurable factors and indicators. The description of evaluation criteria and factors is outlined in Table 2. The factors used in 2011 is in accordance with KLH priorities and indicators for each factor are described in Table 4 and Table 5. Overall, there is no fundamental difference to the EKUP criteria and factors used in 2007, 2008, and 2011, except for the quality factor of fuel oil. Even tough the monitoring of fuel quality was conducted in all evaluated cities, but the results are not EKUP indicators because it is not relevant for respective authorities in municipalities. The main authority of fuel quality management lies in the Central Government thereby the municipalities have only limited intervention in this regard. However, fuel quality monitoring is still important in providing information on

Commitment and capacity

City Characteristic

26

whether the fuel quality meets the standard established by the Ministry of Energy and Mineral Resources and to analyze the trend of fuel quality over the years. Report on the

implementation of fuel quality monitoring in 26 cities is compiled separately from EKUP report and it is easily accessible.

Commitment and Capacity Criteria

Commitment and capacity criteria consists of 3 factors, which are the municipality efforts to: 1) monitor air quality, 2) reduce air pollution from mobile sources, and 3) raise community awareness on air pollution. Indicators for each of these factors are listed in Table 4. For each of those factors, there are several indicators. Data for indicators were taken from questionnaire with the number of questions equal to the number of indicators (12 questions). The questionnaires are closed ended with a choice of one answer from a given number of options. Each answer is given a value or score. The questionnaire was completed by the municipalities.

TABLE 4: Composition of criteria for commitment and capacity

Criteria FACTOR 1 Indicator 1 Indicator 2 Indicator 3 Indicator 4 Indicator 5 Indicator 6 Indicator 7 FACTOR 2 Indicator 1 Indicator 2 Indicator 3 FACTOR 3 Indicator 1 Indicator 2 Commitment and capacity Air quality monitoring effort Number of monitoring spot in 1 year Number of monitoring spot in non-road location Number of monitoring spot in road Monitoring frequency in 1 year Number of air quality parameter measured Data reporting of monitoring result Data archiving of monitoring result Efforts to reduce air pollution level from mobile sources Transport demand management Development of public transportation (bus) Non-motorized transportation management Efforts to increase public awareness on air pollution Frequency of car-free zone implementation Frequency of emission test

Criteria of urban characteristic

There are three factors to the criteria: 1) motor vehicle emission quality on roadway, 2) traffic performance, and 3) air quality on roadway . The indicators for each of these factors are listed a. Quality of motor vehicle emission on roadway Vehicle emission quality was obtained by conducting emission test to private passenger vehicle powered with diesel oil and gasoline. The emission test result is compared with the Decree from the Ministry of Environment No. 5 /2006 concerning Emission Standard Limits in Table 5. Data for indicators were taken from direct field measurement/monitoring.

27

of In-Use Motor Vehicles in order to evaluate the level of public compliance to the regulation.

Emission test procedure and the guideline for exhaust gas emission is described in Annex 2.

TABLE 5: Composition of criteria for urban characteristic

Criteria FACTOR 1 Indicator 1 Indicator 2 FACTOR 2 Indicator 1 Indicator 2 FACTOR 3 Indicator 1 Indicator 2 Indicator 3 Indicator 4 Indicator 5 Indicator 6 City Characteristic Motor vehicle emission quality on roadway Emission quality of diesel-powered vehicle Emission quality of gasoline-powered vehicle Traffic Performance Traffic speed Traffic density Air quality on roadway Concentration of carbon monoxide(CO) Concentration of hydrokarbon (HC) Concentration of sulfur dioxide (SO2) Concentration of ozone (O3) Concentration of Total Suspended Particulate (TSP) Concentration of nitrogen dioxide (NO2)

b. Traffic Performance Traffic performance of urban areas measured includes traffic density (Volume Capacity Ratio) and the speed of operating traffic. Traffic density is the ratio between traffic volume and roadway capacity (Volume Capacity Ratio - VCR). In major cities, traffic condition reaches its peak during rush hours especially in the morning and afternoon where the concentration of waste TABLE 6: Quality classification of road services
Speed (km/hours) > 56 46 - 56 36 - 46 26 - 36 18 - 26 < 18 VCR < 0.60 0.6 - 0.7 0.7 - 0.8 0.8 - 0.9 0.9 - 1.0 > 1.0 Level of Services A B C D E F Remark free- flow, low traffic volume, high-speed reasonable free-flow, volume equivalent to out-of-state road, limited speed stable free-flow, volume equivalent to out-of-state road, restricted maneuverability within the traffic stream Approaching unstable flow, low speed Unstable flow, volume at/approaching capacity, low speed Obstructed flow, low speed, volume have more demand than capacity, frequent stopping/ slowing required
Source: Matthew and Rao, 2006.

gas emission increases and decreases when traffic density is reduced. The result of the indicator performance of city traffic will be compared with the classification of road services quality and from there the value of Level of Service (LOS) can be derived. There are six level of services, which is illustrated in Table 6.

28

c. Air Quality on roadway Air quality measurement for CO, HC, SO2, O3, TSP, and NO2 parameters was conducted following Government Regulation No. 41/1999 concerning Air Pollution Control. The measurement result will be compared with the ambient air quality standards stipulated in Government Regulation. The standard quality used can be selected according to the time required for measurement. For example, to measure CO parameter with the measurement duration of 1 hour, the limits used is 30.000 g/m3. But, with 24 hours measurement, the limits used is 10.000 g/m3. Concentrations of parameter which exceed the limits indicate poor air quality. Different standard quality is used in the measurement of roadway air quality in 2007, 2008, and 2011 due to the different measurement duration. The measurement procedure and standard for ambient air quality is described in Annex 4. The absolute value of the measurement

3.2.2 Indicator score

indicators for urban characteristics is converted into a dimensionless score based on the established calculation; this is done to arithmetically calculate the various value of indicators, for example, addition or multiplication or average, and so on. Scoring formula for each factor or indicator is explained in detail in Annex 5. MoE used the city's competitiveness index to

3.2.3 City Ranking

assign the rankings. Competitiveness index system encourages cities to continuously improve their competitiveness in air quality management. This index compare city ranking to other participating city in the assessment based on indicators used. Competitiveness index is more attractive because it can indicate direct comparison between cities, it does not require a lot of graphics, it is attractive for policy dialogue, and easier for policy recommendations. Competitiveness index is also dynamic. For example, although air quality in all cities has met quality standards, these cities will not stop competing to improve air quality as competition becomes tougher and minimum value becomes higher. The method for city index ranking is as follows: a. City index is divided into sub-index or in terms of EKUP sub-index, it is divided into criteria; every sub-index then is subdivided into factors, and each factor is divided into indicators. See Figure 7 Competitiveness Index Ranking Structure. A complete list of factors and indicators is listed in Table 4 and Table 5. b. Absolute value or score of every indicator is converted to index from a scale of 1 to 10. Where 1 is the lowest value and 10 is the highest. The following is the conversion formula of absolute value/score to the index value: i. For a positive relation (absolute value/ highest score equals to the best value) - Index = 9*((absolute value/citys score absolute value/minimum score)/(absolute value/ maximum score absolute value/ minimum score))+1 ii. For a negative relation (absolute value/highest score equals to the worst value): - Index = 11 (9*(absolute value/citys score maximum absolute value))/ ((maximum absolute value minimum absolute value))+1) c. The value for each factor is calculated from the average value of all index indicators; then the value for each sub-index is calculated from the average value of all

29

index factors. d. As for the calculation of average value, weighting can be given according to the decision established. KLH provides weighting as shown in Figure 8. e. After every city has obtained the index value, FIGURE 7: Competitiveness Index Ranking Structure

radar graph (also known as web chart) created shows the sub-index profile in a city compared with the median value of all cities, as shown in Figure 9. f. Then, the index value of each city is displayed in a bar graph so that the ranking of every city can be seen in a single image.

City competitiveness index Sub-Index Factor Indicator

City characteristic

Index Commitment and capacity

F1 i1 i2 i3

F2
etc...

F3

F4

F5

F6

FIGURE 8: Sub-Index and factor value weighting in the calculation of City Index Value Emission test

(30%)
City characteristic (main criteria)

(75%)

Traffic performance

(30%)

Air quality on roadway CITY SCORE

(40%) (40%)

Air quality monitoring Commitment and capacity (supporting criteria)

(25%)

Reduction of air pollution

(40%)

Awareness raising

(20%)

30

FIGURE 9: Example of radar graph: Profile of City A

Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission Reduction Activity Monitoring Activity Air Quality X City Median Traffic Performance

31

32

4
4.1 ORGANIZATION STRUCTURE OF URBAN AIR QUALITY EVALUATION
FIGURE 10: Organization structure of Urban Air Quality Evaluation Deputy Minister II KLH Asistant Deputy KLH 5/II Expert Team Monitoring Team (KLH, Province/ City) Consultant PPLH Regional, Province/ City Government

IMPLEMENTATION OF URBAN AIR QUALITY EVALUATION

substance consultation work reporting inputs coordination of implementation structural reporting

EKUP activities were implemented by the Assistant Deputy for Mobile Sources Pollution Control (Asdep 5/II) MoE in coordination with the local Government of City/Province and relevant partners (consultants). The implementation was also supported by Expert team who provide advice and substantial input, for instance in terms of establishing criteria, factors, and evaluation indicators; scoring system

and competitiveness index to rank cities, and other technical matters related to the implementation. Asdep 5/II MoE submitted report on EKUP implementation to the Deputy Minister II MoE of Environmental Pollution Control; the Deputy Minister reports to the Ministry of Environment.

33

4.2 MONITORING IMPLEMENTATION

Field monitoring conducted by the Monitoring team consisted of MoE and City/Provincial Government. Members of Monitoring Team from City/Provincial Government were representatives from the Transportation Agency, Environmental Agency and the Local Police. MoE Monitoring Team was selected by Asdep 5/II. Whereas the Provincial Monitoring Team was recruited by the Governor or its representative, and the Municipal Monitoring team was recruited by the Mayor through the Head of relevant Agency/Regional Work unit. The Monitoring Team was divided into 4 groups based on monitoring activities, among others: a. Non-physical activities monitoring team b. Motor vehicle emission test team c. On-road air quality measuring team d. Vehicle traffic speed and density calculation team The mechanisms of field monitoring were as follows: a. Deputy Minister II of MoE sent the nonphysical performance evaluation questionnaire to the municipalities. The municipalities completed the questionnaire and submitted the completed questionnaire with all supporting documents to Deputy Minister II of MoE. b. Monitoring Team collected the data and information, supervised and coordinated field monitoring as well as, process and analyzed data. Monitoring procedure for every physical monitoring activities, which include emission test, calculation of volume and traffic speed, and roadside air quality measurement can be found from Annex 2 to Annex 4 in this report. Monitoring team along with experts verify the data collected in the field. c. Monitoring Team determined scores and city ranking, and submitted the result to the Deputy Minister II of MoE. d. Ministry of Environment published the EKUP result to the public and awarded the Municipality Government who showed the highest commitment, capacity and level of awareness in controlling urban air pollution.

4.3 DATA PROCESSING OF MONITORING RESULT

Data processing is analyzed through a database specifically designed for EKUP, called the Blue FIGURE 11: Input and output system in the EKUP database
1. Non-physical: - Answer to each question 2. Emission test: - Concentration of CO, HC, opacity 3. Traffic performance: - Traffic counting - Vehicle speed INPUT 4. Air Quality: Concentration of every parameter 1. 2. 3. 4. 5. Data recapitulation of every indicator Score for indicator and factor Criteria index City index value Indicator graph

Sky database. The input and output from the database are shown in Figure 11.

OUTPUT

34

5
This section discusses evaluation result for 26 cities in 2011. This section also includes discussion on the comparison of evaluation results in 2007 and 2008 for the same indicators. The radar graph illustrating the performance of city in controlling urban air quality is shown in the end of the chapter. Whereas the summary profile of each city can be found in Appendix 6 of this report.

URBAN AIR QUALITY EVALUATION RESULT

5.1 MONITORING RESULT OF PHYSICAL CRITERIA

5.1.1 Roadside vehicle emission test
A total of 52.179 motor vehicles were tested in 26 cities of which 25 percent were gasolinepowered vehicle and 75 percent were dieselpowered vehicle. The overall passing rate of emission test was 75 percent, which has FIGURE 12: Composition of vehicle tested, 2011 increased compared to 2007 and 2008 at 57% and 65% respectively, out of a total of 19.425 gasoline- powered vehicles and 32.800 dieselpowered vehicles. FIGURE 13: Passing rate of vehicle emission, 2011

24% 12,960
Diesel

25% 13,025
Failed

Gasoline

Passed

76% 40,106
The result indicate that emission quality of private passenger vehicle tend to improve. The passing rate is not only influenced by vehicle technology, but also by the use of vehicles, regular inspection and maintenance and fuel quality. If vehicle technology is represented by

75% 40,041
the year of manufacture, then the year of vehicle manufacture tested in 2011 was 2004, while in 2007 and 2008, the year of vehicle manufacture tested were 2000 and 2001 respectively. In general, there is no difference in the average of vehicles being tested in all of

35

the three years. The difference between the year of emission test and the average year of vehicle manufacture is 7 years. The overall emission passing test was generally contributed by the passing rate of gasolinepowered vehicle. In 2011, emission passing rate for gasolinepowered vehicle was 85 percent, while 47 percent for diesel-powered vehicle. The estimated composition of passenger car in

Indonesia in 2010 was 70-88 percent for gasoline-powered vehicle and 12-30 percent for diesel-powered vehicles. In other words, the random sample of vehicle tested represented the number of vehicle in question. In fact, by estimating the number of passenger vehicle in 26 cities which is approximately 10 million, the number of vehicles randomly tested also represent vehicle population (0.5 sampling error against 95 percent confidence level).

FIGURE 14: Emission test passing rate for gasoline-powered vehicle, 2011

FIGURE 15: Emission test passing rate for dieselpowered vehicle, 2011

15% 6,181
FAILED

53% 6,844

PASSED

FAILED

PASSED

85% 33,925
Out of a total of 26 cities and in the order of the five highest passing rates, North Jakarta has the highest passing rate (89 percent), followed by Denpasar (88 percent), Central Jakarta (85 percent), Balikpapan (84 percent), and Medan (81 percent). Meanwhile, in the order of the 5 lowest passing rates, Semarang has the lowest passing percentage rate (53 percent), followed by Padang (56 percent), Palembang (65 percent), Bandung (65 percent), and Yogyakarta (67 percent). The comparison of emission test result in 2011, 2007 and 2008 for cities that participated in EKUP implementation for the last two years is illustrated in Figure 6. The average increase of emission test passing rate in 2007 and 2011 in 14 cities as shown in the chart is 29 percent. This means that the number of vehicles passing

47% 6,116

emission test in 2011 was 29 percent higher compared to 2007/2008. Four cities, Bekasi, Depok, Palembang, and Tangerang, did not participate in 2007 thus comparison test result is only available for 2008 and 2011. For the other 12 cities, comparison is made for 2007 and 2011. Denpasar, Makassar, Central Jakarta and Bandung have the highest recorded in passing rate, at 93 percent, 57 percent, 49 percent and 45 percent respectively. Bandung, despite having the highest increase in passing rate between 2007 and 2011, but in 2008 and 2011 the passing rate did not increase. Four cities experienced a decrease in the overall passing rate between 2008 and 2011. The first two cities are in the five lowest emission test passing rate in 2011. As for Depok

36

FIGURE 16: Percentage ratio comparison for vehicles passing emission test in cities for 2007, 2008, and 2011
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0

2007 2008 2011

AR TA

AR TA

NT

FIGURE 17: Passing percentage of vehicle emission test in 26 cities, 2011

100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0
PASSED FAILED

BA B ND AL AR IKP LA APA M N P B U BA AN NG D NJ U AR NG M AS I BE N KA BO SI DE GO NP R AS W A CE EST DE R NT JA PO R K K SO AL J ART UT AK A H AR EA JAK TA S NO T J ART RT AK A H AR KO JAK TA TA AR B TA M ATA AK M AS M SA AL R A M NG ED P A PA AD N LE AN PE MB G KA AN N SA BA G M R A U SE RIN M D AR A SU AN R G SU AB RA AYA TA KA N RT YO GER A GY AN AK G AR TA

CE

and Bekasi, the two cities ranked in the 7 and th 8 percentile of the lowest passing rate in 2011. The cities within the DKI Jakarta experience a consistent positive increase in passing rate between 2007 and 2008, and again in 2008 and

th

NO

SO

EA ST

UT

RT H

AR TA JA KA RT A M AK AS SA R M ED AN PA LE M BA NG SE M AR AN G TA NG ER AN G SU RA BA YO YA GY AK AR TA

AS I NP AS AR

DU

BE K

DE

JA K

LJ AK

JA K H

BA N

DE

ES T

RA

JA K

AR TA

NG

PO K

2011. The result is similar to Surabaya and Yogyakarta but Yogyakarta experienced slight increase compared to Surabaya.

37

The passing rate of emission test according to fuel type (gasoline and diesel) is illustrated from Figure 18 to Figure 21. Denpasar has the highest passing rate for gasoline-powered vehicle at 94 percent, followed by Makassar (93 percent), Surabaya (93 percent), Central Jakarta (92 percent), and Batam (92 percent). As for cities with the 5 lowest passing rate are Bandung (62 FIGURE 18: Emission test result for gasolinepowered vehicle, 2011
2000 1800 1726 1600
1476 1146 1635 1534 1345 1649 1327 1096 1590 1324 1308 1076

percent), Padang (65 percent), Semarang (67 percent), Palembang (74 percent), and Surakarta (77 percent). Out of 26 cities, 5 cities passed with a percentage of 80 percent or lower. It can be concluded that the passing rate of gasolinepowered vehicle in cities in Indonesia is satisfactory.

1588

1486

Vehicle Population

1400 1200 1000 800 600 400 200 0

264 244 55 717

1428 1396

1375 1452 13691386 979

973

949 597 715

474 299 293 239 106 147 131 130 128 253 131 82 115 213 323 146 249 162 218 102

423

141 347 245

38

BA BA ND LIK AR PA LA PAN M P BA BAN UN NJ D G AR UN M G AS I BE N KA B SI DE OGO NP R AS W AR D E CE ST EP NT JA OK RA KA R SO L JA TA UT KA H R EA JA TA K S NO T J AR RT AKA TA H R J T KO AKA A TA RT B A M ATA AK M A M SSA AL R A M NG ED P A PA ADA N LE N PE MB G KA AN N G SA BA M RU A SE RIN M D AR A SU AN R G SU ABA RA YA TA K NG AR YO ER TA GY AN AK G AR TA
PASSED FAILED

In terms of emission test for diesel- powered vehicle, North Jakarta has the highest passing rate at 90 percent, followed by Bandung (85 percent), Bogor (75 percent), Balikpapan (66 percent), and Medan (61 percent). The lowest passing rate goes to Semarang at 21 percent, followed by Makassar (26 percent), Yogyakarta (27 percent), Depok (35 percent), and Padang

(37 percent). An interesting finding was found in Bandung. The passing rate for diesel powered vehicles in Bandung is quite high (ranked second), but on the contrary the passing rate for gasoline-powered vehicles in Bandung is low although the manufacture year of vehicles tested is fairly the same as in other cities.

FIGURE 19: Passing percentage of emission test for gasoline-powered vehicle, 2011
100% 90% 80% 70% 60% 50% 40% 30% 20% 10%
BA BA ND LIK AR PA LA PAN M BA PU BA ND NG NJ UN AR G M A BE SIN KA BO SI DE GO NP R A W D SAR E E CE ST PO NT JA K RA KA SO L J RTA UT AK H A EA JA RTA S K NO T J AR RT AKA TA H RT J KO AKA A TA RT M BAT A AK A A M M SSA AL R A M NG ED P AN PA ADA LE N M G PE BA KA N SA NBA G M R A U SE RIN M D A A SU RAN RA G SU BA R Y TA AKA A NG RT A YO ERA GY NG AK AR TA
PASSED FAILED

The comparison result of emission test for dieselpowered vehicle between 2007/2008 and 2011 indicate that the passing rate for Bandung from 2007-2008 increased very rapidly (88 percent), the same result also happened from 2008-2011 (49 percent), in other words the increase in 2007 and 2011 is two times higher. Further studies on this matter, including the influential factors, would be beneficial for future learning. Sixty-two percent of evaluated cities has passing rate of emission test for diesel-powered vehicles less than or equal to 50 percent. Only five cities have a passing rate for diesel-powered vehicles of at least 60 percent or more, as it was

mentioned above. When compared to gasolinepowered vehicles, the emission quality of diesel powered vehicles is still low based on the applied standard of emission reference. This is due to the standard quality of diesel which is still below the requirement for diesel vehicles (with the current available technology) in providing good performance and emission quality. Amongst the features of diesel that affects performance are sulphur content, residues, and water content. In addition to maintaining fuel quality, vehicle inspection and maintenance on a regular basis is also a determining factor.

39

FIGURE 20: Emission test result for dieselpowered vehicle, 2011

600 500 400 300 200 100 0 325 313 202 210 104 55 472 382 330 346 407 352 314 325 223 138 113112 337 362 275 296 257 252 196 102 38 272 274 280 159 127 315 295 498 391 322 289 265 237 257 246 141

253

268 258 215

213 183 136

126 102

40

BA BA ND LIK AR PA LA PAN M BA PU BA ND NG NJ UN AR G M A BE SIN KA BO SI DE GO NP R AS W A ES DE R CE T PO NT JAK K RA AR SO L J TA UT AK H A EA JA RTA S K NO T J AR RT AKA TA H RT J KO AKA A TA RT M BAT A AK A A M M SSA AL R A M NG ED P AN PA ADA LE N M G PE BA KA N G SA NBA M R A U SE RIN M D A A SU RAN R G SU ABA RA YA TA KA NG RT A YO ERA GY NG AK AR TA
PASSED FAILED

BA BA ND LIK AR PA LA PAN M BA PU BA ND NG NJ UN AR G M A BE SIN KA BO SI DE GO NP R AS W A ES DE R CE T PO NT JAK K RA AR SO L J TA UT AKA H R EA JA TA S K NO T J ART RT AKA A H RT J KO AKA A TA RT M BAT A AK AM A M SSA AL R A M NG ED P AN PA ADA LE N M G PE BA KA N G SA NBA M R AR U SE IN M D A A SU RAN R G SU ABA RA YA TA KA NG RT A YO ERA GY NG AK AR TA
PASSED FAILED

FIGURE 21: Passing rate percentage of emission test for diesel-powered vehicle, 2011
100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0

When classified according to brands (vehicle manufacturer) for gasoline and diesel, without taking into account the manufacture year, Nissan has the highest passing rate (93 percent), followed by Honda (89 percent), Daihatsu (85

percent), and Toyota (84 percent). Isuzu and Mitsubishi has the lowest passing rate, mainly contributed by diesel vehicle which on average has a low passing rate compared to gasolinepowered vehicles.

FIGURE 22: Passing percentage of emission test based on vehicle brand, 2011

100% 90% 80% 70% 60% 50% 40% 30% 20% 10% 0 Isuzu Mitsubishi Mazda Ford Suzuki Kia Hyundai Toyota 47% 49% 63% 66% 73% 77% 83% 84% 85%

89%

93%

Daihatsu Honda

Nissan

5.1.2 Traffic Performance

Traffic performance is determined by traffic density and speed of operating traffic. Figure 23, shown below, illustrate the Volume Capacity Ratio (VCR) in 26 cities monitored. The higher the VCR, the denser the traffic, meanwhile concentration of waste gas emission increases at low traffic speed (below optimum speed).

FIGURE 23: Volume Capacity Ratio (VCR) in 26 cities, 2011

1.4 1.2 1 VCR 0.8 0.6 0.4 0.2 0
BA LI KO KPA TA PA BA N M TA AL M BA AN ND G U M NG SU ED RA AN KA PA RTA PE D KA AN N G SE BA M R AR U CE A NT B NG RA OG L J OR BA TA AKA ND NG RT AR ER A LA AN SA MP G M UN AR G IN EA DE DA ST PO BA JA K NJ KA AR RT M A SU AS RA IN NO MA BAY RT KAS A H SA JA R K DE AR T YO NPA A SO GY SAR UT AKA W H JA RTA ES K T AR JA TA KA R PA BEK TA LE AS M I BA NG

1.19 0.85 0.770.80 0.76 0.75 0.75 0.77 0.73 0.90 0.93 1.00 10.1 10.4

0.46

0.65 0.680.69 0.61 0.520.53 0.530.60 0.51 0.47 0.49

41

FIGURE 24: Average traffic speed in 26 cities, 2011

80 70 Speed (km/hour) 59.75 50.00 54.75 43.50 49.75 51.00 50 42.50 47.00 40.25 37.50 40.75 35.00 35.25 36.50 40 31.00 34.75 35.00 35.75 36.50 27.50 30.50 31.50 30 26.25 27.50 60 20 10 0
M AS PE DEP IN KA O N K BA BA LIK RU PA PAP LE AN M YO BAN G G SA YA M KA R A DE RIN TA NP D BA A A ND PA SAR AR DA LA NG M SU PU RA NG M B SO AK AYA UT AS H SA JA R KA W B RTA ES EK T AS JA I KA R EA BO TA ST GO JA R SE KA M RT SU ARA A R N KO AKA G TA RT BA A CE TA NT M M RA L EDA JA KA N R M TA TA ALA NO N N RT GER G H AN JA G KA RT A JA R

73.25

BA N

The result of speed vehicle and traffic volume obtained in each city will be compared with the value of Level of Service (LOS) or the value of the quality of road services. Table 7 indicates the LOS in cities that participated in EKUP for 2007, 2008, and 2011. In 2011, Central Jakarta, Batam, Malang, Medan, Surakarta and Tangerang have the highest level of service, given a B rating. These cities have the best traffic performance compared to other evaluated cities. Where as the lowest level of service is given to West Jakarta, Bekasi, and Palembang. Cities that experience an increase in the level

of service between 2007/2008 and 2011 are Bandung, Denpasar, Depok, Central Jakarta, East Jakarta, Makassar, Medan, Semarang, and Tangerang. Central Jakarta experiences a rapid increase in the level of service from F in 2008 to B in 2011; further study is thus needed. Meanwhile, West Jakarta, South Jakarta, and Yogyakarta experience a decrease in the level of service.

42

TABLE 7: Level of Service for evaluated cities in 2007, 2008, and 2011
City Balikpapan Bandar Lampung Bandung Banjarmasin Bekasi Bogor Denpasar Depok West Jakarta Central Jakarta South Jakarta East Jakarta North Jakarta Kota Batam Makassar Malang Medan Padang Palembang Pekanbaru Samarinda Semarang Surabaya Surakarta Tangerang Yogyakarta 2007 2008 2011 D D D D F C D D F B E C D B C B B D F D D C D B B E

D F

D D C D E D D E

E E D F E E D E D F

E D

E D C

5.1.3 Roadway Air Quality

The conditions of roadway urban air quality can be assessed by monitoring the results of each parameter measured. Air quality measurement for 2011 and 2007/2008 was not conducted except for HC parameter. This is due to the different method used to measure the duration hence the limits of ambient air quality standard used is also different, but still following with Government Regulation No. 41/1999 concerning Air Pollution Control. Specifically for HC, 1 standard measurement was used which is the 3 measurement for 3 hours period at 160 g/m limits.

43

FIGURE 25: Average concentration of carbon monoxide (CO) in 26 cities, 2011

12.000 10.000 Concentration (ug/m3) 8.000 6.000 4.000 2.000 0
AR T KA MA A L N A TA NJ G PA NG UN D G AN KA G SU RA RA NG SU BA RA YA SA KA M RT AR A IN PA DA DA N DE G P O B BA AN K NJ DU AR N M G AS IN PA BOG LE O M R B D A SO EN NG P UT A H SA JA R BA KA LIK RTA PA CE PA NT N RA BEK L J AS PE AKA I KA RT N A BA R W M U ES ED T JA AN K M ART AK A TA AS NG SA E R SE RA M NG EA A S R NO T J ANG RT AKA H R JA TA KA RT A BE LA YO GY AK

5.952 6.199 5.865 5.903 6.009 5.687 5.921 5.405 5.479 5.382 5.881 5.162 4.869 5.095 5.693 5.658 4.757 5.402 5.450 4.512 5.281 5.140 4.953 4.768 4.638 4.305

CITY VALUE QUALITY STANDARD

The average concentration of CO, NO2, TSP, and SO2 in all participating cities have met the quality standard for the respective parameters. Meanwhile, measurement on the roadway FIGURE 26: Average concentration of hydrocarbon (HC) in 26 cities, 2011
400 350 300 Concentration (ug/m3) 250 200

indicates that the average concentration of HC in almost every city has exceeded the limits (see Figure 26). Thereby, HC is at a critical level.

378.37 314.02 315.74 305.19 308.14 314.05 303.33 306.09 249.11 228.20 247.24 247.26 250.64 244.13 202.07 222.10 185.78 197.46 217.61 181.45 170.10 196.16 179.57 185.68 145.22

150 141.51 100 50 0

YO GY RTA AK BA ART ND A TA U NJ SUR NG UN A G BAY KA A BE RA LA N KA MA G NG LA PA NG SA DA M N EA AR G ST IND JA A KA R BA PA TA D NJ A SO ARM NG UT AS H JA IN KA R D TA CE D EPO NT EN K RA PA L J SA AK R AR TA BA BOG LIK O R PA PAP NO LEM AN RT BA H JA NG KA R M TA TA ED NG A E N M RAN AK G AS SA B R SE EKA M S PE AR I KA AN N G W ES BA R T JA U KA RT A RA SU KA

CITY VALUE QUALITY STANDARD

44

When compared to the measurement result in 2008 in 16 cities, the HC concentration in 13 cities has increased, namely East Jakarta, South Jakarta, Depok, Denpasar, Centra Jakarta, Palembang, North Jakarta, Medan, Tangerang,

Makassar, Bekasi, Semarang, and West Jakarta. HC concentration for three cities (Yogyakarta, Bandung, and Surabaya) has decreased by an average of 27 percent from 2008 to 2011.

FIGURE 27: Average concentration Nitrogen dioxide (NO2) in 26 cities, 2011

160 140 120 Concentration (ug/m3) 100 80 60 40 20 0 56.42 56.58 54.66 55.35 54.50 52.24 56.53 57.43 53.00 49.60 46.25 50.15 55.75 51.45 55.13 48.60 49.25 54.63 52.29 54.23 51.52 50.60 49.96 48.72 49.45 48.23

Motor vehicle is the primary contributor of HC in urban areas; other sources of HC also include fuel evaporation and forest fire affecting urban areas. Motor vehicle or transportation is also the primary contributor of CO (more than 90 percent). As for SO2, the main source is power plant generated by fuel oil or coal. Combustion of diesel fuel in diesel engine is also a source for SO2, but the transportation sector remains low in terms of contribution to the urban areas. This is indicated by the average concentration of SO2 that is far below the ambient air quality standard (see Figure 30).

KA N TA BA NG RU ER AN G B BA E NJ KA S W AR I ES MA T S JA IN KA R M TA E SE DA M A N M RAN SO AK G U A CE TH SSA NT JA R RA KA L J RT AK A AR B TA BA OG LI OR YO KPA GY PA AK N A D NO EN RTA P RT A H SA JA R PA KA LE RT M A BA BA N NG SA DU M NG EA AR ST IND JA A SU KAR RA TA KA PA RTA DA TA NG NJ BE UN DEP LA G K O KA A K NG RA N PA G DA M N A G SU LAN RA G BA YA

CITY VALUE QUALITY STANDARD

PE

The average concentration for ozone in Bandung and Central Jakarta has exceeded the standard limits. Ozone is a secondary pollutant that is formed by the reaction of HC and NO2 in the presence of sunlight. Concentrations of ozone are low at night until late morning, but high in the daytime. Due to wind movement, high ozone concentrations may also be found in places that are not directly in contact with sources of HC and NO2.

45

46
Concentration (ug/m3 )
PE

Concentration (ug/m3 ) 250 50 250 400 0 200 100 300 350 CITY VALUE QUALITY STANDARD

50

CITY VALUE

169.74 172.00 176.20 181.34 186.84 191.12 200 162.88 164.36 167.72 171.00 174.26 179.08 183.28 168.14 145.84 157.08 162.22 164.16 166.24 162.30 161.34 156.36 140.84 150

163.55 168.33 155.32 162.41 166.90 149.49 149.43 147.79 141.29 142.86 145.05 149.47 155.21 159.55 135.79 137.10 141.14 150 143.89 146.12 147.95 142.00 141.22 140.18 119.62 136.40 115.23 100

QUALITY STANDARD

FIGURE 28: Average concentration of ozone (O3) in 26 cities, 2011

FIGURE 29: Average concentration of Total Suspended Particulate (TSP) in 26 cities, 2011
214.80 279.16

TA BAL NJ IK UN PA G PAN KA RA N BE G TA KA NG SI E BA RAN N BA D G NJ UN AR G PE MA KA SI N N M BAR AK U PA AS LE SA M R BA N M G SE ED M AN YO ARA GY NG AK A PA RTA DA N S W URA G ES BA T JA YA SU KA RA RT K A DE ART NP A AS M AR AL AN BO G BE GO LA KA D R CE NG EPO NT PA K RA DA L N EA JAK G ST AR JA TA K SE SA AR LA MA TA TA R I NO N JA ND RT KA A R H JA TA KA RT A KA N SU BA RA RU KA PA RTA DA TA D NJ EN NG UN PA G SA KA R RA NG NO RT BEK H A BA JA SI NJ KA AR RT M A M ASIN AK BA ASS LIK AR P SU APA RA N B M AYA AL A BO NG GO M R BE E S LA EM DAN KA AR NG AN G P PA AD LE AN M YO BA G GY NG SA AKA M RT AR A W IN E DA SO ST J A UT K H AR EA JAK TA ST AR JA TA KA R DE TA TA PO NG K E CE BA RA NT ND NG RA U L J NG AK AR TA

348.60

Sources of TSP on roadway include dust, motor vehicles, burning of waste or forest fire. Stationary sources such as industrial processing on the roadway where the air quality is measured, may also contribute to an increase in the concentration of TSP. As for NO2, motor vehicle is the primary contributor in urban area. Similarly, as mentioned above, the presence of industrial processing in the location being measured, could also contribute to the concentration of NO2.

Emission inventory is a requirement in determining the type of air pollutants discharged into the atmosphere originating from all source categories and estimating the amount of contribution of pollutants to ambient air. A city emission inventory provides a comprehensive list of pollutants and the amount of pollutant discharged in an urban area at a specific time period. Emission inventory is a vital element in air quality management prior to the preparation of strategies and control measures. FIGURE 30: Average concentration of sulfur dioxide (SO2) in 26 cities, 2011

400 350 300 Concentration (ug/m3 ) 250 200 150 100 55.86 57.16 57.83 52.35 52.71 53.58 43.22 43.88 48.49 51.75 47.34 49.28 45.86 57.64 56.45 54.95 52.12 52.48 53.51 50.25 40.85 43.82 47.70 46.68 49.00 44.38 50 0

YO GY AK A SU RT RA A BA BA N Y SA DU A M N BA AR G IN N SO JAR DA UT M H AS IN J KO AKA TA RT BA A DE TA NP M CE BAL ASA NT IKP R RA AP L J AN PE AKA KA R NB TA AR B PA OG U LE M OR B TA AN NG G SE ERA M N AR G BA A ND MA NG AR KA LA SSA M R PU N M G ED A BE N KA M S EA AL I ST AN JA G K NO P ART RT ADA A H N JA G SU KAR RA TA KA W D RTA ES EP T JA OK KA RT A

47

5.2 CITY PERFORMANCE IN AIR QUALITY MANAGEMENT

The radar graph for every city is shown below. The graphs indicate the city index score for each factor. The city index score is compared to the median in order to determine the performance of each city for every factor/ indicator relative to other cities. A detailed city profiles with analysis and recommendations can be found in Urban Air Quality: City Profile, 2011.

BALIKPAPAN
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

BANDAR LAMPUNG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

BALIKPAPAN Median

BANDAR LAMPUNG Median

BANDUNG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Kegiatan pemantauan Air Quality Traffic performance

BANJARMASIN
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

BANDUNG Median

BANJARMASIN Median

BEKASI
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

BOGOR
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

BEKASI Median

BOGOR Median

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DENPASAR
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

DEPOK
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

DENPASAR Median

DEPOK Median

WEST JAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

CENTRAL JAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

WEST JAKARTA Median

CENTRAL JAKARTA Median

SOUTH JAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

EAST JAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

SOUTH JAKARTA Median

EAST JAKARTA Median

NORTH JAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

KOTA BATAM
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

NORTH JAKARTA Median

KOTA BATAM Median

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MAKASSAR
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

MALANG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

MAKASSAR Median

MALANG Median

MEDAN
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

PADANG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

MEDAN Median

PADANG Median

PALEMBANG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

PEKANBARU
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

PALEMBANG Median

PEKANBARU Median

SURABAYA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

SAMARINDA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

SURABAYA Median

SAMARINDA Median

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SEMARANG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

SURAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

SEMARANG Median

SURAKARTA Median

TANGERANG
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

YOGYAKARTA
Emission test 10 Public awareness raising activity 8 6 4 2 0 Emission reduction activity Monitoring activity Air Quality Traffic performance

TANGERANG Median

YOGYAKARTA Median

5.3 CITYS BLUE SKY SCORE, 2011

A city final score can be determined after all monitoring results have been calculated, verified, and monitored; the final score is shown in Table 8. The award is given based on the category of metropolitan and big city. The three metropolitan cities with the highest Blue Sky score in order of their ranking are: SURABAYA, MEDAN, and EAST JAKARTA. The three big cities with the highest Blue Sky score in order of their ranking are: SURAKARTA, KOTA BATAM, and MALANG. On the other hand, the three metropolitan cities with the lowest Blue Sky score are: WEST JAKARTA, BEKASI, and SEMARANG (ranked from highest to lowest). As for the category of big city, the three lowest is given to PEKANBARU, PADANG, and BANJARMASIN.

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TABLE 8: Citys Blue Sky score, 2011

CITY SCORE

NO

CITY

PHYSICAL CITY CLASSIFICATION INDEX

NON-PHYSICAL INDEX

(75%PHYSICAL AND 25% NONPHYSICAL)

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26

SURAKARTA KOTA BATAM MALANG SURABAYA BOGOR MEDAN EAST JAKARTA BANDUNG BALIK PAPAN YOGYAKARTA NORTH JAKARTA BANDAR LAMPUNG DENPASAR TANGERANG MAKASSAR CENTRAL JAKARTA SAMARINDA BANJARMASIN SOUTH JAKARTA DEPOK PALEMBANG PADANG PEKAN BARU SEMARANG BEKASI WEST JAKARTA

Big Big Big Metro Big Metro Metro Metro Big Big Metro Big Big Metro Metro Metro Big Big Metro Metro Metro Big Big Metro Metro Metro

8.28 8.09 7.71 6.77 7.09 6.73 6.84 6.27 6.62 5.72 6.02 6.63 6.01 6.04 5.20 5.89 5.99 6.21 5.34 5.27 3.99 5.46 4.97 4.12 3.49 2.63

8.84 8.17 6.98 8.56 6.35 6.68 6.16 7.81 6.72 9.25 8.23 6.05 7.62 7.45 8.75 6.09 5.50 4.36 5.83 5.89 9.23 3.85 5.05 7.40 8.36 2.53

8.42 8.11 7.53 7.21 6.90 6.72 6.67 6.66 6.64 6.60 6.58 6.48 6.41 6.39 6.09 5.94 5.87 5.75 5.46 5.43 5.30 5.06 4.99 4.94 4.71 2.61

FIGURE 31: Blue Sky Ranking in 26 cities

9.00 8.42 8.11 8.00 7.53 7.21 6.66 6.60 6.72 6.48 6.90 6.67 6.64 6.39 6.58 7.00 6.41

Indeks

6.00 5.00 4.00 3.00 2.00 1.00 0.00

6.09

5.94 5.87 5.75 5.43 5.06 4.94 5.46 5.30 4.99 4.71 2.61

52

SU R KO AKA TA RT BA A M TAM A SU LAN RA G B BO AYA G JA M OR KA E RT DA A N BA TIM U BA NDU R L N YO IKPA G JA GY PA BA KA AKA N ND RT RT AR A U A LA TAR M DE PU A N TA PA NG NG SA R M ER JA AK ANG KA AS RT SA SA A P R BA MA USA JA NJA RIN T KA R D RT MA A A SE SIN LA T D PA E AN LE PO M K B PA AN PE DA G KA NG SE NB M AR AR U JA B ANG KA EK RT AS A I BA RA T

The folowing is the summary of performance for the three best big cities and metropolitan cities: Surakarta has the highest index for traffic performance, roadway air quality and emission reduction activities. As for emissions test and monitoring activities, the performance of Surakarta is below the median. For public awareness raising activities, the value is equal to the median. Batam has the highest index for traffic performance. For public awareness raising activities, the value is equal to the median. As for emission test, monitoring, and emission reduction activities are slightly above the median value. Kota Batam has a relatively high index above the median for air quality on roadway. Malang has the highest index for traffic performance. Its air quality is fairly high, equal to Batam. Monitoring and emission reduction activities are over the median. However, public awareness raising activities is far below the median. Index of emissions test is slightly below the median. Surabaya has the highest index for public awareness raising and monitoring activities. The air quality is above the median, almost the same as Batam and Malang. Emission reduction and emissions test activities are slightly above the

median, while traffic performance is equal to the median. Medan has the highest index for traffic performance, but its monitoring and emission reduction activities are slightly below the median. The air quality is slightly far below the median. Emissions test is above the median, and public awareness raising activities is equal to the median. East Jakarta has the highest index for traffic performance; air quality and emissions test results are slightly above the median value. However, monitoring and emission reduction activities are slightly below the median. The index value for public awareness raising activities is far below the median. The three major cities and three metropolitan cities that have the lowest value, at least three indicators are below the median or one of the three is in the middle.

53

54

6 6
This section summarizes the key findings of EKUP activities, implications for the development of criteria and indicators as well as procedures for future evaluation and policy implications.

CONCLUSION & LESSONS LEARNED

6.1 CONCLUSION
Urban Air Quality Evaluation as part of the Blue Sky Program has met the expected results. First, this activity has provided information on air quality, performance and citys competitiveness in air quality management. Data obtained from the physical and nonphysical monitoring has been successfully processed and analyzed in accordance with procedures thus resulting in city profiles and ranking. Compared to previous year, for this year evaluation the trend analysis for the condition of a city can be conducted. Second, activities have met the expectations of governments accountability report concerning urban air quality management in Indonesia. Detailed information on EKUP implementation is provided in this book which consists of two volumes and other relevant books, including monitoring reports on fuel quality and publlic perception on air quality management. Third, through the assistance given by the municipality and socialization of EKUP results to the public, this activity has provided guidance and input for the city government and stakeholders concerning air quality management. Overall, the purpose and objective of EKUP has been achieved as cities are much more motivated to implement air quality control, especially from mobile sources and has contributed to the creation of clean and healthy air in Indonesia. The implications of EKUP implementation, which has been conducted three times over the last five years, are as follows: Aspects of air quality management becomes part of a wider evaluation performance of urban environmental management (Adipura) EKUP encourages the development of legislation concerning air quality management in the region and the integration of inter-sectors policy at the national level (fuel policy, vehicle test, landuse, climate change, etc.) Determination of criteria and indicators that are consistent and targeted, along with standard monitoring procedures and effective implementation and comprehensive quality control of the overall process will strengthen the Urban Air Quality Evaluation in the future.

55

6.2 LESSONS LEARNED

The determination of physical and non-physical criteria is important. Commitment and regional capacity is not sufficient to achieve clean and healthy air quality, but it must be proven with measurable performance. Lessons learned from the implementation of EKUP, among others: 1. Insufficient data on urban air quality 2. Non-standardized regional archiving system 3. Poor planning 4. Lack of coordination amongst institutions 5. The difficulty in determining location/roadway with the same characteristics 6. Inconsistent quality control 7. Limited regional capacity to conduct monitoring 8. Weather factors 9. Lack of awareness from the community to participate The Ministry of Environment suggests several points that need to be improved in the future with regard to Urban Air Quality Evaluation, these are: 1. In completing information on cities, The Ministry of Environment should conduct a comprehensive study on profile, program, activities and plans for air quality management as well as urban transportation plan. 2. EKUP planning should be realistic with sufficient time, and equipped with a strict control system and time discipline during implementation. 3. EKUP Evaluation criteria and indicators as well as the implementation methods should be revised by considering resources and priorities; roadmap criteria and indicator should be clear and consistent. 4. Routine coordination to each participating city should be conducted, especially prior to conducting the evaluation. 5. Training for field officers needs to be improved, emphasizing on individual task and responsibility in the field. 6. In cooperation with the Ministry of Transportation in the preparation of creating guidelines for region to implement EST (Environmentally Sustainable Transportation), pilot projects in some cities should be considered.

56

7
Recommendations given to Municipality Government as well as the Central Government concerning technical and policy aspects are as follows:

RECOMMEN DATIONS

7.1 TECHNICAL RECOMMENDATIONS

7.1.1 Environmentally Sustainable Transportation
1. Restructuring and reforming public transportation. Considering the complexity of transportation problems in cities, municipalities should be encouraged to focus on one or several options to solve the problem completely. One of the solutions is to restructure public transportation (road and rail-based). This is to ensure that mass transportation is reliable, safe, convenient and beneficial. The strategic steps needed to be taken are as follows: a. Placing urban railway network as the backbone to the public transportation system b. Improving public transportation routes based on road hierarchy c. Introducing public transportation service based on the Standard Minimum Service . d. Developing institution for public transportation: determination of operational system, tariff, integrated ticketing system based on services (zone) and subsidy type. 2. Improving non-motorized transportation system. Municipalities should have a clear vision and measurable target in the development of non-motorized transportation mode before preparing an action plan. This includes the improvement of pedestrian and cycling lane integrated with public transportation. 3. Reducing the use of private vehicles. The key to this effort is the availability of alternative transportation that is more beneficial than private vehicles. Efforts can include limiting vehicles entering the city by, for instance, restricting vehicles to enter certain areas, the establishment and implementation of car free day, parking management, regulating freights, and road pricing. 4. Increasing the effectiveness of traffic performance. Efforts to be taken include: implementation of intelligent traffic system, separation of localize movements (slow traffic) and continuous/high speed traffic on arterial road, provide lane especially for motorcycles, improve intersection capacity. 5. Establishing information and public complaints centre. This is an effort to educate the public. This system is expected

57

to help municipality government to monitor the performance of urban transportation, including public transportation operator and

encourage the public to monitor urban transportation system.

7.1.2 Air quality monitoring on roadway

1. Conduct regular air quality monitoring on roadways, either manually or automatically (depending on the capacity of regional resources). 2. Publish monitoring results to the public 3. Utilize monitoring data for the preparation of strategy and action plan of urban air quality management, review the air pollution control efforts, and analyze the policies and strategies effectiveness 4. Develop an urban emission inventory and update regularly. Air quality monitoring and emission inventory are complementary in air quality control.

7.1.3 Vehicle emission test on roadway

1. Strengthen Roadworthiness Inspection. The current inspection and maintenance system should be strengthened through improving the system, institutional reform, and implementation of automatic monitoring test. 2. Emission test on roadway .Conduct emission test and spotcheck on the road on a regular basis to increase public awareness and evaluate the public compliance in managing waste gas emission standard. 3. Analysis and publication of test results. Results of the analysis of the emission test can be used for policy study and increase public awareness and compliance level.

7.2 POLICY RECOMMENDATIONS

EKUP data is expected to be used by the city government to increase their performance even further. MOE recommends the following: 1. Prepare regional legislation related to air quality management and environmentally sustainable transport. 2. Strengthen regional capacity and interregion communication forum in air quality management and development of sustainable transportation through the Indonesian Municipalities Association Network.

7.3 URBAN AIR QUALITY EVALUATION PLAN FOR 2011-2015

MOE plan to develop the EKUP implementation for 2011 -2015 further by considering the following matters: Roles and responsibilities of municipal government in field monitoring will be enhanced in order to strengthen regional capacity and commitment. Efforts to control air pollution from mobile sources will be integrated with the National Strategy and Action Plan in the reduction of greenhouse gas emission from the transportation sector. Emission inventory should be considered as part of the evaluation indicator. Emission

58

inventory is an important element in air quality management. For the first phase, emission inventory is created for mobile sources on the roadway. Hereinafter, emission inventory shall be conducted to all potential emission sources, including stationary sources. The use of dynamic emission test methods that follows driving pattern/cycle should be implemented in future emission test. The current emission

test method being used is when the vehicle is at a static (idle) mode or when the vehicle is in stationary state. Municipal government should be committed in implementing additional evaluation aspects as mentioned above, including the preparation of policies and provision of air quality monitoring equipment. The evaluation of urban air quality in 2012 will be conducted in 45 cities.

59

BIBLIOGRAPHY
60 50

Badan Perencanaan Pembangunan Nasional (Bappenas). (2004). Visi dan Arah Pembangunan Jangka Panjang (PJP) tahun 2005-2025. Jakarta: Bappenas Badan Central Statistik. (2011). Statistik Perhubungan 1989-2010. Jakarta, Indonesia: BPS. Clean Air Initiative for Asian Cities (CAI-Asia). (2010). Environmentally Sustainable Transportation in the Philippines. Manila: CAI-Asia. Chin, A.T.H. (1996). Containing air pollution and traffic congestion: Transport policy and the environment in Singapore. Atmospheric Environment, 30, 787-801. Direktorat Lalu Lintas POLRI. (2011). Jumlah Kendaraan Bermotor di Indonesia 2000-2010. Jakarta, Indonesia: POLRI. European Environment Agency. (2005). European Environment Outlook: EEA Report No.4/2005 [Electronic version]. Retrieved February 21, 2006, from http://reports.eea.europa.eu/ Japan International Cooperation Agency. (1997a). The study on the integrated air quality management for Jakarta metropolitan area. Japan: Nippon Koei Co., Ltd., & Suuri keikaku Co., Ltd. Johansson, B. (1995). Strategies for reducing emissions of air pollutants from the Swedish transportation sector. Transportation Research Part A: Policy and Practice, 29, 371-385. Kementerian Energi dan Sumber Daya Mineral. (2010). Neraca Energi 2000-2010. Jakarta, Indonesia: ESDM. Mathew, T.V., & Rao, K.V.K. (2006). Introduction to Transportation Engineering. NPTL, May 24, 2006 [Electronic version]. Retrived December 7, 2011, from http://www.cdeep.iitb.ac.in/nptel Schwela, D., Haq, G., & Huizenga, C. (2006). Urban Air Pollution in Asian Cities. Stokholm, Sweden: Earthscan. Shah, J.J., Nagpal, T., & Brandon, C.J. (1997). Urban air quality management strategy in Asia: Jakarta report. Washington, DC: World Bank. Suhadi, D. (2005). Dampak Pencemaran Udara di Jakarta. Jakarta, Indonesia. Suhadi, D. (2006). Pengendalian Pencemaran Udara dari Sumber Bergerak. Jakarta, Indonesia. U.S.EPA. (2002). Latest findings on national air quality: 2002 status and trend (EPA 454/K-03-001). Washington, DC: U.S.EPA.

ANNEX
COPY OF KYOTO DECLARATION

01

Asian Mayors Policy Dialogue for Promotion of Environmentally Sustainable Transport in Cities - KYOTO DECLARATION We, the Mayors and governmental representatives of Asian cities, having met in Kyoto, Japan on 23-24 April 2007 at the Asian Mayors Policy Dialogue for Promotion of Environmentally Sustainable Transportation (EST) in Cities, to discuss and address key policy issues on environment and transport from city perspectives under the overall framework of the Regional EST Forum; Recognizing that cities in the region are faced with a number of critical environment and transport related issues, their implications for human health, economic well-being, and social equity, and the emerging need to define and implement clear goals at the city level in line with Millennium Development Goals (MDGs) and the Johannesburg Plan of Implementation (JPOI) adopted at the 2002 World Summit on Sustainable Development (WSSD); Reaffirming and building upon the Aichi Statement at the First Meeting of the Regional Environmentally Sustainable Transportation Forum in Asia, held in Nagoya, Japan, from 1-2 August 2005; Noting the objectives of the regional EST Regional Forum, an initiative of the United Nations Center for Regional Development (UNCRD) in cooperation with Asian countries, which is comprised of high-level government representatives and experts in various thematic areas related to EST, and which provides a strategic and knowledge platform for sharing experiences and disseminating best practices, policy instruments, tools and technologies; Emphasizing that the Regional EST Forum has identified in the Aichi Statement the need for both national and local government to develop

and adopt integrated policies, strategies and programmes incorporating key elements of environmentally sustainable transport; Realizing the importance of strengthening regional cooperation for sustainable cities through the framework of the ASEAN Working Group on Environmentally Sustainable Cities (AWGESC) and other initiatives, such as International Council for Local Environment Initiatives (ICLEI) and Kitakyushu Initiative for a Clean Environment; Acknowledging the important role that Mayors could play in implementing local-level actions to make cities healthy, green and environmentand people-friendly in cooperation with key stakeholders, and also addressing local issues which have regional and global implications, such as climate change; Recognizing the importance of achieving greater synergy between local actions and national strategies and programmes to realize EST; We, the Mayors, thus hereby declare our intention to: 1. Resolve to demonstrate leadership and ownership in promoting EST and setting the vision in Asian cities in motion in close collaboration with national government, the private sector, civil society, and regional and international communities; 2. Commit to implementing integrated policies, strategies, and programmes addressing key elements of EST such as public health; landuse planning; environment- and peoplefriendly urban transport infrastructure; public transport planning and transport demand management (TDM); nonmotorized transport (NMT); social equity and gender perspectives; road safety and maintenance; strengthening road side air quality monitoring and assessment; and strengthening the knowledge base, awareness, and public participation;

61

3. Dedicate ourselves to specifically addressing priorities that are often under-emphasized but are nevertheless vital and central to EST, such as the provision of exclusive pedestrian and bicycle lanes, and ensuring safe and comfortable movement of women, children, the elderly, and the physically impaired; 4. Dedicate ourselves to specifically address the adverse impact of the growing number of motorcycles in most Asian cities; 5. Ensure sustainable financing and equitable pricing structures for implementing EST; 6. Resolve to actively collaborate and cooperate through the Regional EST Forum in order to share information and promote the incorporation of EST elements in city master plans and programmes; 7. Urge the international and donor community to acknowledge the importance of city-based actions and programmes concerning EST, and strongly appeal to them to actively support the implementation of these actions and programmes by providing financial assistance, and facilitating technology

transfer and capacity-building through pilot and demonstration projects; 8. Call for city-to-city cooperation to address issue of common concern and to bridge knowledge, policy, and technology gaps in the environment and transport sector; and 9. Explore possible opportunities for organizing similar policy dialogues on regular basis in collaboration with the international and donor community. We are thus convinced that the concerted efforts of national governments, city authorities, the private sector, civil society, and the donor and international community will contribute to a more profound vision of EST for Asian cities in the 21st century. We express our sincere appreciation to the organizers, experts, and participants for contributing their ideas, opinions, and experiences which will greatly help us in achieving this milestone.

62

ANNEX

MOTOR VEHICLE EMISSION TEST ON ROADWAY

02

A. Procedure for emission test

a. Coordinator for Emission Test: Environmental Agency, Transportation Agency, and Traffic Police. b. Total vehicles to be tested: 1.500 per city. c. Location of emission test: 3 spots; 1 spot per day. d. Determination for emission test location: area not leading to traffic, within a single region wherever possible (could be in different road); must pay attention to wind direction so as not to disrupt other test activities. e. The location determined will be used as permanent spot for monitoring air quality evaluation in the future. f. Permission to occupy the location and electricity for test equipment must be obtained prior to the start of activities. g. Equipments: emission test equipment (minimum 7 pieces: 3 for gasolinepowered vehicle and 2 for diesel powered vehicle plus 2 spare test equipment, each for gasoline and diesel); and calibrate test equipment. h. Test equipment shall meet the requirements of international standard: i. Emission measuring equipment for motor vehicle: Gasoline engine: OIML R 99 Class 1 (ISO3930-2000) and Diesel engine: ISO11614-1999 (EG 72/306/EWG and ECE No. 24). ii. Calibration: emission test equipments should be calibrated and a valid Certificate of Calibration/Tera should be provided (Tera certificate issued by Meteorological Agency); Certificate of Calibration issued by supplier/service provider of equipment test. iii. Equipment Specifications: a) Emission measuring equipment for gasoline-powered vehicle

i. j.

k. l.

should be able to measure the following parameter: Carbon monoxide (CO) gas ** 0 ~ 10.00 (% vol.) Hydrocarbon (HC) gas ** 0 ~ 10.000 (% ppm.) Carbon dioxide (CO2) gas ** 0 ~ 20.0 (% vol.) Oxygen (O2) gas ** 0 ~ 25.00 (% vol.) Lambda () ** 0.500 ~ 2.000 Rotation of engine (RPM) ** if any Temperature of engine lubricant ** if any b) Emission measuring equipment for diesel-powered vehicle should be able to measure the following parameters: Opacity ** 0 ~ 100.0 (% HSU) Rotation of engine (RPM) ** if any Temperature of engine lubricant ** if any Testing officers and additional officer take note/ collect data and distribute souvenir: 10 people/tent Requirement for technician/emission test operator: capable to implement emission test in accordance with the Indonesian National Standard (SNI) for Emission Test i. SNI 09-7118.1-2005 Category: M, N & O; idle test ii. SNI 09-7118.2-2005 Category: M, N & O; free acceleration; The preferred technicians are those who obtain emission test training, has certificate to perform emission test (applicable in DKI Jakarta), and has experience performing emission test at workshop. Number of technician: minimum 1 technician for each equipment and 1 technician for socialization purpose. Prepare souvenir, banner, traffic cone, emission test signboard, socialization

63

A. Procedure for emission test

material and safety kit (face mask and hand gloves). m. Filling the emission test form by the officers. n. Signing the minutes of implementation.

B. Emission limits for motor vehicles

Ministry of Environment Regulation No. 5/2006 concerning the Emission Standard Limits for In-Use Vehicles A. Vehicle Category L
Category 2-stroke motorcycle 4-stroke motorcycle Motorcycle (2-stroke and 4-stroke) Production Year < 2010 < 2010 > 2010 Parameter CO (%) 4.5 5.5 4.5 HC (ppm) 12000 2400 2000 Test Method Idle Idle Idle

B. Vehicle Category M, N, O
Production Year < 2007 > 2007 Parameter CO (%) 4.5 1.5 5.5 < 2010 > 2010 < 2010 > 2010 HC (ppm) 1200 200 2400 70 40 70 50 Free acceleration

Category Internal combustion motor with spark plug (gasolinepowered) Internal combustion with spark plug (diesel-powered) - GVW = 3.5 ton - GVW > 3.5 ton

Opacity (% HSU*)

Test Method Idle

Note: For gasoline-powered vehicle category M, N,O - < 2007: valid until 31 December 2006 - > 2007: valid since 1 January 2007 For motor vehicle category L and diesel-powered vehicle - < 2010: valid until 31 December 2009 - > 2010: valid since 1 January 2010 * or equivalent % bosch

64

ANNEX

MEASUREMENT OF TRAFFIC PERFORMANCE

03

a. Traffic counting on three arterial roads; during peak hour and measured 3 times (06.00-08.00; 11.00-13.00; 16.00-18.00) b. Determination of traffic counting spots c. The counting is done manually or using digital device. Vehicle speed is measured using a speed radar gun that transmits high micro frequency wave to the detected moving vehicle. Radar speed detector bounced microwave radiation off moving vehicles and detected the reflected waves; the directed and reflected waves provided a measure of vehicle speed. d. Road capacity for each road is calculated using the following formula: C = Co x FCw x FCsp x FCsf x FCcs C = road capacity is the ability of a road to accommodate traffic volume Co = basic capacity FCw = road width adjustment factor FCsp = adjustment factor separating direction FCsf = side constraints and adjustment factor FCcs = city size adjustment factor e. Traffic volume is the number of vehicle crossing a section of road per unit time at any selected period, derived from traffic counting in unit of SMP (Passenger Car Equivalent/ Satuan Mobil Penumpang) per hour. f. Traffic counting is conducted manually by using counter method. g. Furthermore, VCR is calculated by dividing traffic volume with road capacity. h. The maximum VCR for each road is counted using the maximum value between the average VCR in the morning, daytime, and

afternoon. i. Traffic speed data is obtained from field measurement in verified locations with monitoring results conducted by relevant municipal institutions. j. A city LOS score could be obtained by calculating the capacity and traffic density.

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04 ANNEX

ROADWAY AIR QUALITY MEASUREMENT

1. Procedure of air quality measurement a. Implementing coordinator: Local Environmental Agency b. Measured for the duration of 24 hours in each 3 road sectors; representative monitoring spots, as far as possible from the location of emission test. c. Short monitoring (on certain time), conducted on weekdays. d. Parameter measured and measurement duration for each road: SO2 (24 hours), CO (24 hours), NO2 (24 hours), O3 (1 2. National Standard Ambient Air Quality (following Government Regulation No. 41/1999)
No. 1 Parameter Sulphur Dioxide (SO2)

hour), HC (3 hours), TSP (24 hours). e. Analysis method and tools used (in accordance with Government Regulation No. 41/1999): i. SO2: Pararosanilin; Spectrophotometer ii. CO: NDIR; NDIR Analyzer iii. NO2: Saltzman; Spectrophotometer iv. O3: Chemiluminescent; Spectrophotometer v. HC: Flame Ionization; Gas Chromatography vi. TSP: Gravimetric; Hi-vol

Measurement Duration 1 hour 24 hours 1 year

Standard 900 ug/Nm

3

3 365 ug/Nm

60 ug/Nm 3 30 000 ug/Nm 3 10 000 ug/Nm 3 400 ug/Nm 3 100 ug/Nm 3 150 ug/Nm 3 235 ug/Nm 3 50 ug/Nm 3 160 ug/Nm 3 150 ug/Nm 66 ug/Nm 15 ug/Nm 3 230 ug/Nm 3 3 3

Carbon Monoxide (CO)

1 hour 24 hours 1 year

Nitrogen Dioxide (NO2)

1 hour 24 hours 1 year

Ozone (O3)

1 hour 24 hours 1 year

5 6

Hydro Carbon (HC) Particulate < 10 m (PM10)

3 hours 1 hour 24 hours 1 year

Particulate < 2,5 m (PM2,5)

1 hour 24 hours 1 year

Dust (TSP)

1 hour 24 hours 1 year

90 ug/Nm

Lead (Pb)

1 hour 24 hours 1 year

1 ug/Nm 3 24 ug/Nm 1 ug/Nm

3 3

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Parameter 9 Dustfall

Measurement Duration 30 hours

Standard 10 ton/km2/month (Residential) 20 ton/km2/month (Industrial)

10

Total Flourides (as F)

24 hours 90 days

ug/Nm3

0.5 ug/Nm3 40 ug/100 cm2 from lime filter paper 150 ug/Nm3 1 mg SO2/100 cm2 from lead peroxide

11 12 13

Fluor Indeks Chlorine and Chlorine Dioxide Sulfat Index

30 days 24 hours 30 days

Note: Point No. 10-13 only applied for area/zone of basic chemical industry An example of non-methane HC : Petrochemical industry and sulfat acid industry

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05 ANNEX

CRITERIA FOR NON-PHYSICAL AND PHYSICAL SCORING

1. Non-physical scoring criteria a. Air Pollution Control Indicator

1 a. b. c. d. e. Number of monitoring spots in 1 year Monitoring spots > 15 _11 - 15 Monitoring spots > _6 - 10 Monitoring spots > _5 Monitoring spots < None 90 80 70 60 30

Score

Note: number of overall spot (road and non-road)

Indicator
2 a. b. c. d. e. Monitoring location of non-road > 10 locations = 10 locations < 10 locations None Monitoring was once conducted but not continued

Score

90 80 70 60 30

Note: Limits and level according to urban category in Urban Air NSPK (Norms, Standard, Procedure and Criteria) for metropolitan cities (population over 1 million 5 9 monitoring spots)

Indicator
2 a. b. c. d. e. Monitoring location of non- road >5 =5 <5 None Monitoring was once conducted but not continued

Score

90 80 70 60 30

Note: Limits and level according to urban category in Urban Air NSPK (Norms, Standard, Procedure and Criteria) for big cities (population 500.001 up to 1 million =1-4 monitoring spots)

Indicator
3 a. b. c. Monitoring location in roadway Implemented in > 3 locations Implemented in1- 3 locations None

Score

90 60 30

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Indicator
4 a. b. c. d. e. Monitoring frequency of air quality in 1 year Monitoring > 4x/ year Monitoring 3 - 4x/ year Monitoring = 2x/ year Monitoring < 2x/ year None

Score

90 80 70 60 30

Indicator
5 a. b. c. d. e. Number of measured parameter of air quality (movable sources) Number of parameter/location > 4 parameter Number of parameter/location 4 parameter Number of parameter/location 3 parameter Number of parameter/location 1 parameter None

Score

90 80 70 60 30

Note: 4 important parameters to be measured: SO2, CO, NO2, and HC

Indicator
6 a. b. c. Data reporting of air quality monitoring result Complete, with attachment Available but not complete None

Score

90 60 30

Note: completeness

Indicator
7 a. b. c. Data archiving of air quality monitoring result Complete, with attachment Available but not complete None

Score

90 60 30

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b. Reduction of air pollution level from mobile sources Indicator

1 a. b. c. d. Traffic management ((TDM - transport demand management), car sharing, one way management, and etc) More than 3 management type 3 type of management < 3 management types None 90 75 65 30

Score

Note: Please attach the Circular, Decree or other supporting data

Indicator
2 a. b. c. d. e. Development of public transport (bus type) Available and operated Available but not yet operated Physical oriented activities Review/study available None

Score

90 80 70 60 30

Note: please attach supporting evidence

Indicator
3 a. b. c. d. The use of non-motorized vehicle Developed and managed(relocation of facilities, additional lanes) Available but unnoticed available but prohibited None

Score

90 80 70 _

Note: Specifically for metropolitan and big cities

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c. Increased public awareness of air pollution from mobile sources

Indicator
1 a. b. c. d. e. Vehicle free- zone Every week Every month Every 6 months 1x per year Never

Score

90 80 70 60 30

Indicator
2 a. b. c. d. e. Emission test Every month Every 3 months Every 6 months 1x per year Never

Score

90 80 70 60 30

2. Scoring of physical criteria a. Result of emission test Emission test scoring is based on the passing rate by comparing the applied threshold of emission standard. If the test result does not meet either of these standards, then it is considered as failure or not passing the emission test. The percentage of passing rate will be known by the number of vehicles tested in each city. For example: X1 is the % of gasoline-powered vehicles that pass the test against the total number of gasoline-powered vehicles tested. X2 is the % of diesel-powered vehicles that pass the test against the total number of dieselpowered vehicles tested. Emission test score = (X1+ X2)/2 b. Traffic performance
Speed (km/hour) VCR Level of Service Score

> 56 46 - 56 36 - 46 26 - 36 18 - 26 < 18

< 0, 60 0,6 - 0,7 0,7 - 0,8 0,8 - 0,9 0,9 - 1,0 > 1,00

A B C D E F

100 80 60 40 20 0

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c. Air quality measurement result Score per parameter Sn = (Cn rata - BMn)/BMn Total score (6 parameters) =
6 n

= 1Sn

Where: Sn = parameter score n in one city Cnrata = average concentration in 3 locations for parameter n in one city BMn = standard parameter n

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ANNEX
SUMMARY OF CITY PROFILE

06

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