Gulshan Gaur Mtech Report 2016 PDF

EMISSION PROFILE OF POLLUTANTS DUE TO
TRAFFIC ON AMAR SAHEED PATH ROAD,

LUCKNOW CITY, INDIA
A Thesis Submitted in Partial Fulfillment of the Requirements for the Degree
Of
MASTER OF TECHNOLOGY
In
Environmental Engineering
By
Gulshan Gaur
(141229715917)
Under the Supervision of

Er. A. H. Khan
(Principal Scientist)
ENVIRONMENTAL MONITORING DIVISION

CSIR-INDIAN INSTITUTE OF TOXICOLOGY RESEARCH
LUCKNOW 226001
Submitted to:
Mr. Gangesh Kr. Kasaudhan
Assistant Professor
DEPARTMENT OF CIVIL ENGINEERING,

SHRI RAMSWAROOP MEMORIAL GROUP OF PROFESSIONAL COLLEGES,
AKTU, LUCKNOW, U.P.
December, 2016
CERTIFICATE
Certified that Gulshan Gaur (141229715917) has carried out the

research work presented in this thesis entitled Emission profile of
pollutants due to traffic on Amar Shaheed Path, Lucknow City, India for
the award of Degree of Master of Technology in Environmental
Engineering from Dr. A. P. J. Kalam Technical University, Lucknow
under my supervision. The thesis embodies result of original work and
studies are carried out by the student himself and the contents of the
thesis do not form the basis for the award of any other degree to the
candidate from the University.
(Mr. Rishabh Tripathi) (Mr. Gangesh Kr. Kasaudhan) (Er. A. H. Khan)

Head of Department Assistant Professor Principle Scientist
Department of Department of Environmental
Civil Engineering, Civil Engineering, Monitoring Division
SRMGPC College, SRMGPC College, CSIR-IITR Lucknow
AKTU, Lucknow AKTU, Lucknow
Page i
DECLARATION
I, Gulshan Gaur, hereby declare that Emission profile of pollutants due to traffic on
Amar Shaheed Path, Lucknow City, India is my own work carried out under the supervision
of Er. A. H. Khan, Environmental Monitoring Division, Indian Institute of Toxicology
Research, Lucknow for the partial fulfillment for the degree of Master of Technology in
Environmental Engineering provided by Shri Ramswaroop Memorial Group of
Professional Colleges, Faizabad Road, Lucknow, U.P.
(Gulshan Gaur)
Page ii
Emission Profile of Pollutants Due To Traffic on Amar Saheed Path Road,
Lucknow City, India
Gulshan Gaur
ABSTRACT
Urban air pollution is one of the major environmental problems faced by the developing
countries. Studies in large Indian cities revealed that ambient air pollution concentrations are at
such levels where it can cause serious health impacts. Lucknow, a fast growing city is not an
exception to this. Researchers from the city have studied various aspects of air pollution during
the last one and half decades, identified particulate matter as the main air pollutant in city.
The exponential vehicular growth is the major source of air pollution in the city.
Commercial areas with high traffic volume recorded higher air pollution levels than residential
and industrial areas with low traffic density. Particulates and associated toxic chemicals (metals
and polycyclic aromatic hydrocarbons) and gaseous pollutants have found to be toxic to human
and plants. The exposure of these pollutants is results in cardiovascular and respiratory diseases,
neurological impairments, increased risk of preterm birth and even mortality and morbidity.
A few studies focusing roadside air pollution have shown high air pollution concentration
as well as adverse impact on chlorophyll content of roadside plants. Authorities have been
sensitized from the findings of such studies and measures to control vehicular pollution, traffic
management and awareness programs were initiated by the transport and police departments.
The efforts made so far are not able to maintain good air quality. In view of the rapid growth of
Lucknow city in term of area, population and number of registered vehicles, roads expansion and
construction is done.
A bypass road joining Sitapur road from IET College to Faizabad road was built about 25
years ago. In due course of time it became a city road as on both sides of this road lot of
development took place. Another important road, Amar Shaheed Path was operational since
2012. Amar Shaheed Path has helped to divert traffic from transgonite area, directly to the
Kanpur road without facing the city traffic congestion. Since the road plan was declare state
own, private developers have initiated development activities along the corridor. As estimated
the road shared a heavy and continuous traffic. Then the study of traffic pattern and its possible
air pollution effects on the surrounding area were planned. The diurnal variation showed that the
Page iii
peak traffic was observed during 08:00 to 12:00 am morning and 04:00 to 08:00 pm evening.
Most of the values are beyond limit of this category.
Keywords: air pollution, vehicle emission, NAAQS standards
Page iv
ACKNOWLEDGEMENTS
Its my privilege to express my deep sense of gratitude to the almighty God and then my
next thanks to Mr. Rishabh Tripathi, Head, Dept. of Civil Engineering, and faculty members of
the Dept. Shri Ramswaroop memorial group of professional colleges, Faizabad road, Lucknow,
for their valuable suggestions to join IITR, Lucknow for my training and in presentation of the
report which helped me for give final shape to this report.
I extend a deep sense of gratitude to Director, IITR, Lucknow for giving me an
opportunity to work in this prestigious institute. The real credit for materializing my efforts in the
form of this training goes to my supervisor Er. A.H. Khan, Principal Scientist, Environmental
Monitoring Division, IITR, Lucknow. His encouragement, guidance and care have gone along
with to help me initiate and develop my project approach. His sincere involvement has been a
constant source of inspiration to me.
I would also like to extend my special thanks to Dr. S. C. Barman, Sr. Principal Scientist
& Head, Dr. G.C. Kisku Sr. Principal Scientist and all staff members for their support at different
phases of work and heartfelt gratitude for their moral support to complete my project report in a
good way. I am thankful to Mr. K. C. Khulbe, Scientist and Head, RPBD.
Finally I am very thankful to Mr. Gangesh Kr. Kasaudhan and all faculty members of
Department of Civil Engineering, Shri Ramswaroop memorial group of professional colleges,
Faizabad road, Lucknow who have guided me from time to time to complete my dissertation
work.
(Gulshan Gaur)
Page v
TABLE OF CONTENTS
TOPIC Page No
Certificate i
Declaration ii
Abstract iii
Acknowledgment iv
List of Tables v
List of Figures vi
Abbreviations vii
CHAPTER 1: INTRODUCTION 01-07

1.1 Introduction 01-02
1.2 Lucknow city and Air pollution 03-06
1.3 Objectives of the study 07
1.4 Scope of the work 07
CHAPTER 2: LITERATURE REVIEW 08-17

2.1 Detailed air quality of Lucknow city 09-10
2.2 Classification of air pollutants 10-12
2.3 Effects of air pollution 13-15
2.4 Effects of air pollution on plants 16-17
CHAPTER 3: SITE DESCRIPTION 18-25

3.1 Study Area and characteristics 18-20
3.2 On-road difficulties 21-22
3.3 Vehicular growth in the city 22-23
3.4 Other air pollution sources in the vicinity 23-25
CHAPTER 4: METHODOLOGY FOR CONDUCTING TRAFFIC SURVEYS 26-30

4.1 Traffic volume count analysis 26-30
Page vi
CHAPTER 5: EMISSION INVENTORY 31-39
5.1 Emission inventory 32
5.2 Emission factors 33-39
CHAPTER 6: RESULTS & DISCUSSION 40-57

6.1 Non-peak hour observations 41-43
6.2 Peak hour observations 44-49
6.3 12 hour observations 50-53
6.4 24 hour observations 54-57
CHAPTER 7: CONCLUSION 58-59
REFERENCES 60-62
Page vii
LIST OF TABLES
Table No. Description Page No.
Table 1.1 Chronological growth data: Lucknow City 06

Table 1.2 Population and employment projection 06
Table 2.1 NAAQS Standards-2009 17
Table 3.1 Geographical structure of road 20
Table 3.2 Vehicle registered with R.T.O Lucknow 23
Table 3.3 Summary of pollutants and effects 25
Table 4.1 Summary of traffic Survey (moving towards Kanpur Road each day) 28
Table 4.2 Summary of traffic Survey (moving towards Faizabad Road each day) 28
Table 5.1 Emission factor for cook stoves using different fuel (g/kg) 32
Table 5.2 Emission factors for different vehicles (g/km) 33
Table 5.3 Indian Diesel Specifications 34-35
Table 5.4 Indian Gasoline Specifications 35
Table 5.5 Sulfur Content Reduction in India 35
Table 5.6 Fuel efficiency by mode 36
Table 5.7 Passenger cars and LMV- Diesel emission 37
Table 5.8 Passenger cars and LMV- Gasoline emission 37
Table 5.9 Emission factors of diesel vehicles (g/kg of fuel) 37
Table 5.10 Fuel Outlets in Lucknow City 37
Table 5.11 CNG Consumption in Lucknow 38
Table 5.12 Gasoline Consumption in Lucknow 38
Table 5.13 Diesel Consumption in Lucknow 38
Table 5.14 EF for Industry Using Coal, Oil and Rice Husk as Fuel (g/kg) 39
Table 5.15 Constituent Gases in Exhaust 39
Table 6.1 Vehicular Movement Data (Non-Peak Hours towards Kanpur road) 41
Table 6.2 Vehicular Movement Data (Non-Peak Hours towards Faizabad road) 42-43
Table 6.3 Vehicular Movement Data (Morning Peak Hours towards Kanpur road) 44-45
Table 6.4 Vehicular Movement Data (Evening Peak Hours towards Kanpur road) 46
Table 6.5 Vehicular Movement Data (Morning Peak Hours towards Faizabad road) 47-48
Table 6.6 Vehicular Movement Data (Evening Peak Hours towards Faizabad road) 49
Table 6.7 Vehicular Movement Data (12 Hours towards Kanpur road) 51
Table 6.8 Vehicular Movement Data (12 Hours towards Faizabad road) 52-53
Table 6.9 Vehicular Movement Data (24 Hours towards Kanpur road) 54
Table 6.10 Vehicular Movement Data (24 Hours towards Faizabad Road) 55-56
Page viii
LIST OF FIGURES
Figure No. Description Page No.
Fig. 1.1 Map of Lucknow City 04

Fig. 1.2 Population growths in Lucknow City 07
Fig. 2.1 Patient suffering from Bronchitis 14
Fig. 2.2 Human Respiratory System 14
Fig. 2.3 Adverse effects of Air Pollution 16
Fig. 3.1 Road network of Lucknow City 19
Fig. 3.2 On-Road Traffic 22
Fig. 3.3 Roadside parked vehicles 22
Fig. 5.1 Fuel consumption in Engines 34
Fig. 5.2 Contents in Exhaust Emission 36
Fig. 6.1 Pollutant Levels (non-peak hour towards Kanpur road) 42
Fig. 6.2 Vehicle Density (non-peak hours towards Kanpur road) 42
Fig. 6.3 Pollutant Levels (non-peak hour towards Faizabad road) 43
Fig. 6.4 Vehicle Density (non-peak hour towards Faizabad road) 43
Fig. 6.5 Pollutant Levels (morning peak hours towards Kanpur road) 45
Fig. 6.6 Vehicular movement (morning peak hours towards Kanpur road) 45
Fig. 6.7 Pollutant Levels (evening peak hours towards Kanpur road) 46
Fig. 6.8 Vehicular movement (evening peak hours towards Kanpur road) 47
Fig. 6.9 Pollutants Levels (morning peak hours towards Faizabad road) 48
Fig. 6.10 Vehicular Movements (morning peak hours towards Faizabad road) 48
Fig. 6.11 Pollutant Levels (evening peak hours towards Faizabad road) 49
Fig. 6.12 Vehicular Movement (evening peak hours towards Faizabad road) 50
Fig. 6.13 Pollutant Levels (12 Hours towards Kanpur road) 52
Fig. 6.14 Vehicular Movement (12 Hours towards Kanpur road) 52
Fig. 6.15 Pollutant Levels (12 Hours towards Faizabad road) 53
Fig. 6.16 Vehicular Movement (12 Hours towards Faizabad road) 53
Fig. 6.17 Pollutant Levels (24 Hours towards Kanpur road) 55
Fig. 6.18 Vehicular Movement (24 Hours towards Kanpur road) 55
Fig. 6.19 Pollutant Levels (24 Hours towards Faizabad road) 56
Fig. 6.20 Vehicular Movement (24 Hours towards Faizabad road) 57
Page ix
LIST OF ABBREVIATIONS
CO Carbon Monoxide
CPCB Central Pollution Control Board
DMRC Delhi Metro Rail Corporation
DPR Detailed Project Report
EIA Environmental Impact Assessment
EPA Environmental Protection Act
GHG Green House Gas
IMD Indian Meteorological Department
LMRC Lucknow Metro Rail Corporation
MoEFCC Ministry of Environmental, Forest and climate change
NOx Oxides of Nitrogen
PM 10 Particulate Matter of size less than 10 m
PM 2.5 Particulate Matter of size less than 2.5 m
RTO Regional Transport Office
R&R Rehabilitation and Resettlement
SO2 Oxides of Sulphur
SPCB State Pollution Control Board
SPM Suspended Particulate Matter
DG Diesel Generator
TERI The Energy and Resources Institute
IIP Indian Institute of Petroleum
Page x
CSIR-Indian Institute of Toxicology Research
CHAPTER 1
INTRODUCTION
Department Of Civil Engineering SRMGPC Page 1

1.1 INTRODUCTION
Rapid industrialization and urbanization has resulted in the emergence of industrial centers that
results in increase in pollution level of the air .The air we breathe constitutes about 20% oxygen,
79% Nitrogen and remaining 1% is a mixture of gases and small solid & liquid particles some of
them are categorized as contaminants and pollutants. On an average an adult breathe over 9,000
to 11,000 liters of air each day. In India, pollution has become a great topic of debate at all levels
and especially the air pollution because of the enhanced anthropogenic activities. Thus, the
deterioration in air quality of urban areas is a major environment concern in the city today. Air
pollution occurs when the air contains substances in quantities that could harm the comfort or
health of humans and animals, or could damage plants and materials. These substances are called
air pollutants and can be either particles, liquids or gaseous in nature. This air pollution carries
significant risks for human health and the environment since the air is in an extremely vulnerable
condition because of continuous increase in number of vehicles in Lucknow (Jha. D. K., et. al.,
2011)
The city is drained by Gomti river which divides the city in nearly two equal halfs (cis
and trans Gomti region) and situated in Indo-Gangetic plain of north-central India. As this zone
is loaded with alluvial i.e. highly fertile fine grained soil that turn into air born simply while
construction and transport activities. All the functional activities happening in the city which
include combustion of fuel add to the particulate level. Transportation activities contributed more
than half of the air polluting gases. Conversely, mobile sources (vehicles) are the major source
while the stationary or point sources (such as Diesel Generator Sets etc.) are responsible for the
production of comparatively lesser quantity of pollutants to the air. Therefore on the whole the
pollution level has been increased drastically, witnessing the particulate matter as the major
constituent in air pollution of the Lucknow city (Verma et. al. 2015). Of all the anthropogenic
sources, the contribution of the energy related activities of the total emissions of pollutant in the
atmosphere is probably the highest. Some substances come from natural sources while others are
caused by human activities. Among the harmful chemical compounds, of fossils fuels burning
puts into the atmosphere, are Carbon dioxide (CO2), Carbon monoxide (CO), Nitrogen oxide
(NOX), Sulfur dioxide (SO2) and tiny solid particles including lead from gasoline additive
called particulate. Particulate matter and gaseous emissions of pollutant from industries and auto
exhausts are to blame for rising discomfort, increasing airway diseases and deterioration of

artistic and cultural patrimony in urban centers (Sagnik, D. et. al., 2012). As many cities around
the world become more congested, concerns increase over the level of urban air pollution being
generated and in particular its impact on localized human health effects such as asthma or
bronchitis. The more this relationship is understood, the better chance there is of controlling and
ultimately minimizing such effects. In the majority of the developed world, legislation has
already been introduced to the extent that local authorities are required by law to conduct regular
Local Air Quality Reviews of key urban pollutants (Ghanem, M. et.al.).
1.2 LUCKNOW CITY AND AIR POLLUTION

Lucknow is the state capital and a heritage part of Uttar Pradesh, India. There was a
purity, cleanliness and self cleaning ability in the atmosphere when we talk about 80s. The
periphery of the city was so small and the surrounding areas were mainly occupied either by
vegetation cover or small water sources. Such conditions were favorable for better air quality of
the region. More water resources were present nearby the city area resulting in the good water
table level with greenery in the form of agricultural fields, vegetable fields and mango orchards
etc. these fields use to act as a kind of natural green belt around the city. The rampant
development which began in the early 90s has engulfed the green areas like agricultural,
vegetation and forest land and are now converted to densely populated residential and
commercial areas. The most effected environmental parameter during the construction and
development phase is the air quality of the region. The city is situated in the northern Indo-
Gangetic Plain drained by many rivers therefore having good quality alluvial soil and climatic
conditions. It has a warm humid subtropical climate with falling winters from November to
February, summers from March to June and rainy season from mid- June to September. The
maximum temperature in winters is 21C with minimum range in between 3 to 4 C with fog as
common climatic condition during late December to Mid-January. Summers are quite hot with
temperature ranges up to 47 C. (Detailed Project Report of LMRC Phase-I 2013)
The city has turned up of more urban areas with rapid scientific and industrial
development. Thus the air quality depends upon: pollution sources characteristics, the ability of
the atmosphere to disperse, transform and remove pollution loading generated by energy related
activities. On one side the air pollution sink has depleted and these areas have added to air
pollution resulted in poor air quality in the city. (Pandey P. et. al. 2013) According to the master

plan of Lucknow city the population is about 3.2 million in 2011 and estimated to become 4.0
million by year 2021 respectively. (Lucknow Master Plan 2021) The count of private vehicles
constitutes about 90% of the total registered vehicle in Lucknow City.
Now there is a greater need to create awareness to mitigate disastrous consequences of
environmental degradation. The basis for all such social and industrial development is the boom
in citys population.
Figure 1.1: Map: Lucknow City
Air quality has become an important subject for discussion in recent years. The quantities
of air pollutants (12) are estimated to have increased nearly two folds in the last decade. Vehicles

are the major source of emission of a variety of air pollutants including NOx, SO2, hydrocarbons,
particulate matter, oxides of carbon, volatile organic compounds and water vapors. Numerous
individual vehicles in the city cause enormous increase in the fuel consumption thus causing
traffic congestion on roads. Heavy traffic will further results in other kinds of the hazards apart
from air pollution. Traffic emissions are being directly related to vehicle density on roads at
particular a time. Speed of the vehicles moreover playing a significant role in enhancing the air
pollution level in the city. The average speed decided by the authorities for the vehicles is
difficult to achieve in the city due to heavy loads on road. In the city the demand approaches the
road capacity, jam or congestion sets in. Traffic jam is temporal condition when the movement
of vehicles stopped for a certain time interval and also is characterized by the slower speed and
longer queuing.
Therefore more number of personalized vehicles moving (low speed) will be directly
responsible for emitting large amount of polluting gases. Lucknow is the state capital, transport
and infrastructure facilities are emerging round the clock. This study provides information about
traffic load and determination of pollution level on Amar Shaheed Path, Lucknow. The moving
vehicles seem to be in different order like laden heavy vehicles, cargos, tractors, ambulance,
tourist vans, byks, cars etc. Heavy machinery like compactors, rollers, water tanks and dumpers
are using the Amar Shaheed Path for to and fro movements during construction. Since the
construction is swing throughout the road area a large population is exposed to the respective air
pollution. So, therefore the mitigation should be at the first priority.
Lucknow has recorded particulate as the major pollutant in recent studies [Assessment of
Air Quality Lucknow Report 2015/16]. Vehicles added an increase to the particulate level thus
create pollution. Technological advancement and economic and social growth of the city in
recent years resulted in several positive and negatives aspects as well. Building up the
infrastructure like building, road, bridges and social places added to the glory of the city and also
added a part in increasing the outdoor air pollution levels.

Table 1.1: Chronological Growth Data: Lucknow City

Year Area Population Density/ Sq. km.
Sq. km. %growth year (000) %growth year
1901 44.03 - 265 - 5814
1973 80.00 1.13 857 3.26 10712
1988 143.32 5.29 1224 2.50 8540
1992 159.26 3.99 1723 10.19 10819
1997 196.50 7.45 2012 3.36 10239
2011 303.63 3.89 3200 4.21 10539
2021# 414.34 3.65 4500 4.06 10861
Source: census data (# projected in Master Plan 2021)
Table 1.2: Population and Employment Projection

Year Population (in lakhs) Employment (in lakhs)
2001 22.45 6.17
2011 29.08 9.19
2021 44.41 13.50
2031 54.61 17.47
(Source: Lucknow Master Plan 2021, 2031)

Figure 1.2: Population growth in Lucknow city
1.3 OBJECTIVES OF THE STUDY

Air pollution in Lucknow city has become complex due to multiplicity of air polluting
sources. Automobile exhaust has become the major and uncontrollable air polluting source in the
city, now-a-days. Considering the need of clear air, an air quality study has been performed in
the city with the following objectives:
To study the variations of gaseous and particulate air pollutants at or nearby Amar Saheed
Path such as SO2, NO2, NH3 and CO due to vehicular and other activities.
To study the variation of peak hour and non-peak hour traffic movement.
1.4 SCOPE OF THE WORK

1. Data collection on different type of vehicles by on-raod survey and emissions actors
defined by authorized bodies.
2. Finding vehicular emission load of present and estimating the future load related to
gaseous emissions and particulate matter.
3. Analysis of factors affecting the emission load from vehicle exhaust such as fuel quality,
engine technology, driving speed or pattern, geographical properties etc.
4. Estimating the load from different categories of vehicles and identification of the vehicles
category contributing maximum emission loads.

CHAPTER 2
LITERATURE REVIEW

2.1 DEATILED AIR QUALITY OF LUCKNOW CITY

The current findings reveal the comparison and effects due to variation in number of the
vehicle in the city from last one decade. Since transportation modes are the key backbone of
economic, social and industrial growth of every city or state or country and roads are one among
all. Roads are meant for smooth flow of vehicles. Vehicular traffic is the primary factor
responsible for worsening the air quality in urban areas basically. This mobile source of air
pollution creates the maximum damage to the environment and also added to the increase in the
quantity of number of pollutants to the city environment. The pollutants from the vehicles
received more attention than ever before because of the continuous increase in number of
vehicles. The major pollutants in the vehicular exhaust discussed are oxides of nitrogen (NOx),
carbon monoxide (CO), hydrocarbons (HCs), sulphur dioxide (SO2) and total suspended
particulate matter (TSP). Continuous particulate matter and gaseous emissions from automobiles
boost up the levels of all the air pollutants to the environment. Air quality significantly helps in
determination of health status. In Indian context, NAAQS is governing the levels of pollutants
while on global scale WHO is responsible for standardization of the limits for both gas and non-
gas pollutants. These standards help in comparing the prevailing air quality of the respective area
and their effects on human health and environment too.
World Health Organization (WHO) has released latest urban air quality data base for
2016 on Thursday May 12, 2016. This report is based on Respirable Particulate Matter (PM2.5
and PM10) data from 103 countries collected by WHO between 2012 to 2014. Some of the
smaller cities have gained top positions over large cities in the WHO list. This trend indicates
that the activities in smaller cities are of the similar nature, particularly the increase in vehicular
pollution irrespective of the size of city. Therefore in general the particulate level in the urban
areas is increasing rapidly. Despite improvement in some regions the report states that the global
urban air pollution levels increased by eight percent. Out of top 20 global cities, half the number
i.e. 10 spots are occupied by Indian cities including Delhi, Ludhiana, Kanpur, Khanna, Firozabad
and Lucknow. For PM10 levels Gwalior with an annual average of 329g/m3 is the only Indian
city in top 10 lists. The Particulate (PM2.5, PM10) levels g/m3 in the urban areas of Uttar Pradesh
is reported to be very high with Allahabad (170, 317), Kanpur (115, 215), Firozabad (113, 212),
Lucknow (113, 211) and Agra (105, 196) are among the top 20 cities list. PM2.5 and PM10 refer
mostly to the particulates of dust, smoke and gaseous pollutants under 2.5 microns and 10

microns, respectively, in size. (WHO Air Pollution Report 2016)

The reported levels of PM2.5 in the 5 cities of UP are 10-17 times and for PM10 9-15 times
higher than corresponding WHO limits. Similarly both the particulate fractions are 2.5-4.25
times and 3.25-5.25 times higher than respective NAAQS limits. Over the years such high
consistent levels of PM2.5 and PM10 will have to have adverse health effects and it could lead to a
public health disaster in the future.
WHOs air quality guidelines state that by reducing PM10 from 70 to 20 g/m3, air
pollution deaths could be reduced by roughly 15%. The rapid industrialization leading to
urbanization, unplanned and excessive exploitation of natural resources have been causing
pollution problems in cities and towns of developing countries. Man-made and natural sources of
emissions have imparted toxic pollutants to the environment.
Studies have estimated the effects of vehicular exhaust on the road are the key factor in
worsening the urban air quality [Tiwari et al 2014]. These vehicular emissions once emitted,
remains in the environment for a longer interval of time. Sometimes it became difficult to
overcome these pollutants due to unfavorable meteorological conditions. Pollutants behavior
during different environmental conditions like winters when there is a stable environmental
condition pollutant do not escape from the troposphere layer, in summer, pollutants are able to
escape to from the lower ground surface due to lighter environmental conditions and better wind
speed while in rainy season mainly pollutants gets washed off due to heavy rain. Therefore the
meteorological conditions play a vital role in optimizing the environmental quality of any area.
These are wind speed, wind direction, relative humidity, temperature, pressure etc.
2.2 CLASSSIFICATION OF AIR POLLUTANTS
The air pollutants can be classified as primary or secondary pollutants. The primary air
pollutants are harmful chemicals which directly enter the air due to natural events of human
activities. Secondary air pollutants are harmful chemical produced in the air due to chemical
reaction between two or more components implies that primary pollutant combines with some
component of the atmosphere to produce a secondary pollutant (Pandey P., 2012). Particulate
matter formed from gaseous primary pollutants and compounds in photochemical smog. Smog is
a kind of air pollution; the word "smog" is a portmanteau of smoke and fog. Classic smog results
from large amounts of coal burning in an area caused by a mixture of smoke and sulfur dioxide.

Modern smog does not usually come from coal but from vehicular and industrial emissions that
are acted on in the atmosphere by sunlight to form secondary pollutants that also combine with
the primary emissions to form photochemical smog. There are many types of air pollutants such
as nitrogen oxides, carbon monoxides, and organic compounds that can evaporate and enter the
atmosphere. The air pollutants selected in this study are those that are emitted in vehicular
exhaust.
Sulfur dioxide (SO2)

Nitrogen oxides (NOx)
Hydrocarbons (HC)
Particulate matter (PM)
Carbon monoxide (CO)
Other pollutants (toxics)
Vehicular emissions contain various pollutants such as SO2, NOx, PM (RSPM and SPM),
CO, C6H6, volatile organic compounds, O3, toxics (hazardous air pollutants), CO2 and water
vapor.
(i) Sulfur dioxide (SO2): It is a toxic gas having pungent and irritating smell especially
generated from the combustion of sulfur containing compounds. Diesel is the main source of
SO2. It is a colorless gas with a pungent and suffocating odor. The gas is produced by the
combustion of fossil fuels. Sources include industrial activities such as flaring at oil and gas
facilities and diesel power generation, commercial and home heating and vehicle emissions. The
amount of SO2 emitted is directly related to the sulfur content of the fuel (Air Quality Monitoring
Network, 2008). Power plants and motor vehicles create this pollutant by burning sulfur-
containing fuels, especially diesel. Sulfur dioxide can react in the atmosphere to form fine
particles and poses the largest health risk to young children and asthmatics.
(ii) Nitrogen oxides (NOx): The Nitrogen oxide represents the sum of the various nitrogen
gases found in the air, of which Nitric Oxide (NO) and Nitrogen Dioxide (NO2) are the
dominant forms. The emission sources are varied but tend to result from high temperature
combustion of fuel for industrial activities, commercial and residential heating, and vehicle
use. Forest fires can be a large natural source of NO2 (Air Quality Monitoring Network, 2008).
(iii) Hydrocarbons (HC): they are the hydrates of carbon generated easily due to incomplete

combustion of fuels. Hydrocarbon is one of the compositions of most vehicular emissions and
present as a toxic pollutant in the atmosphere. In the presence of sunlight these active pollutants
can reacts with oxides of nitrogen to give rise to another pollutant named ground level ozone
which is the basic ingredient of environmental smog. Ozone gas at ground level is harmful and
can creates respiratory irritation, coughing, choking, and also reduce lungs capacity.
(iv) Particulate matter (PM): Particulate matter is a ubiquitous pollutant, reflecting the fact
that it has both natural and anthropogenic sources. Natural sources of primary PM include
windblown soil and mineral particles, volcanic dust, sea salt spray, biological material such as
pollen, spores and bacteria and debris from forest fires (National Ambient Air Quality Objectives
for Particulate matter, 1998). The particles less than or equal to 10m and less or equal to 2.5 m
are known as respirable particulate matter (RSPM or PM10) and particulate matter (FPM or
PM2.5) respectively. These have an important role in deflection of sun rays and remain longer in
the air thus have impact on climatic conditions. Total suspended particles (TSP) refer to particles
ranging in size from the smallest to a generally accepted upper limit of 50-100 microns in
diameter. TSP is dominated by the larger sized particles commonly referred to as dust and is
associated with aesthetic and environmental impacts such as soiling of materials or smothering
of vegetation (Air Quality Monitoring Network, 2008). The entire domain of particulate matter is
known as Total Suspended Particulate (TSP). This includes all airborne solid and liquid particles,
except pure water, ranging in size from approximately 0.005mm to 100mm in diameter
(Balaceanu C. et al., 2004). The major contributor of particulate matter to the environment is
diesel exhaust which comes directly from various industrial and transportation activities.
(v) Carbon monoxide (CO): Fossil fuel combustion supports the generation of carbon
monoxide gas. Highly poisonous, colorless and odorless gas is emitted primarily from all the
transportation activities (such as cars and trucks). CO is soluble in various solvents such as
water, benzene, ethanol, chloroform etc. This gas resides in the atmosphere nearly about two
months after generation mainly from the exhaust of internal combustion engines including
vehicles, back-up generators and lawn motors etc. and also incomplete combustion activity of
other fuels such as wood, coal, oil, natural gas supports the generation of CO and when inhaled it
creates hindrance in oxygen transport to various vital organs of the body. Newborn baby and
people with chronic illnesses are highly susceptible to the affects of CO. Carbon monoxide (CO),
also called carbonous oxide, colorless, odorless, and tasteless gas which is slightly lighter than

air. It is highly toxic to humans and animals in higher quantities, although it is also produced in
normal animal metabolism in low quantities, and is thought to have some normal biological
functions. Carbon monoxide is produced from the partial oxidation of carbon-containing
compounds; it forms when there is not enough oxygen to produce carbon dioxide (CO2), such as
when operating a stove or an internal combustion engine in an enclosed space.
(vi) Other pollutants: Emissions from cars and trucks, which include- Benzene,
acetaldehyde and 1,3-butadiene, were accounted for half of the cancer caused by the air pollution
as reported by the Environmental Protection Agency. Such type of pollutants increase the
toxicity level in the air and are mostly responsible for various adverse health effects.
(vii) Gases: these include all the gases that absorb and emit radiation within the thermal
infrared range. The primary greenhouse gases in the earths atmosphere are water vapor, carbon
dioxide (CO2), methane (CH4), nitrous oxide (N2O) and ozone (O3). Since vehicular exhaust
consist of gases, being emitted and are the basic contributor to the air pollution.
2.3 EFFECTS OF AIR POLLUTION
Air pollution is a basic problem in todays world. Health effects are somehow directly related
to the nature and concentration of air pollutants, likely the pollution sources. Exposure to
ambient air pollution has been linked to a number of different health outcomes, starting from
modest transient changes in the respiratory tract and impaired pulmonary function, continuing to
restricted activity/reduced performance, emergency room visits and hospital admissions and to
mortality. There is also increasing evidence for adverse effects of air pollution not only on the
respiratory system, but also on the cardiovascular system. Urban population stated more to suffer
from the diverse air pollutants with higher pulmonary disorders. Physical damage functions
relating health (mortality and morbidity) to air pollution levels have been estimated over a
number of years in different countries). Although the net effect of pollutants on health is unclear,
the Committee of the Medical Effects of Air Pollution (COMEAP), set up by the UK
government has found the strongest link between health and pollution to be for particulates
(PM10), sulfur dioxide (SO2) and ozone (O3) (Powe Neil A., et al, 2002). The major air pollutants
discussed in the present study are sulfur dioxide, nitrogen oxides, ammonia, carbon monoxide,
Particulate matter (PM2.5 and PM10).
Genset installation to satisfy the electric supply during power failure conditions also through
the pollutants to the ambient air. Burning of waste material and combustion of fossil fuels turned
to produce particulate matter (PM2.5 and PM10), SO2, NOx, CO, CO2, benzene, benzo-a-pyrene
and other volatile organic compounds and are directly being released to the environment of the
city. Next to health effects, these pollutants also play role in enhancing the global warming. The
harmful effects of these pollutants are discussed here in detail:
(i) Premature death and acute respiratory symptoms.
(ii) Decreased lung function in the form of shortness of breath and chronic bronchitis etc.
(iii) Small particles penetrate deeply into the lung and can cause respiratory disease such
as emphysema and bronchitis, and aggravate existing heart disease caused by PM.
Figure 2.1: Patient Suffering From Bronchitis
Figure 2.2: Human Respiratory System

(iv) Ultra fine particles ranging from 0.001 to 0.1 micron in diameter are able to penetrate
deep into the lung and to the alveolar sacs where gaseous exchange occurs. Further
these particles increase the rates of blood flow and vascular permeability to white
blood cells, elevating clotting activity, constriction of the airways and fever induction.
(v) Reflex cough, irritation, and a feeling of chest tightness, which may lead to
narrowing of the airways, particularly likely to occur in people suffering from asthma
and chronic lung disease, whose airways are often inflamed and easily irritated.
(vi) Oral inhalation of larger volumes may reach the segmental bronchi and damage the
organ and exposure of the eyes (e.g. in an industrial accident) can cause severe burns
and resulting in the loss of vision. Repeated or prolonged exposure to moderate
concentrations may cause inflammation of the respiratory tract, wheezing and lung
damage other health effects include headache, general discomfort and anxiety.
(vii) Long term exposure to NO2 may affect lung function and lowering the resistance to
diseases such as pneumonia and influenza. Extremely high-dose exposure (as in a
building fire) to NO2 may result in pulmonary edema, diffuse lung injury and
development of acute or chronic bronchitis.
(viii) Industrial exposures to nitric oxide can cause unconsciousness, vomiting, mental
confusion, and damage to the teeth. Exposure to low levels of nitrogen oxides in
smog can irritate the eyes, nose, throat and lungs and can cause coughing, shortness
of breath, fatigue, and nausea.
(ix) Trace metals absorbed in human body through inhalation eventually reach to target
organ the brain, liver, blood, reproductive organ or any other system of body. The
high level of Pb can induce severe neurological and hematological effects on the
exposed population especially children, whereas Ni are known for inducing
carcinogenic effects in human through inhalation.

Figure 2.3: Adverse effects of Air Pollution
2.4 EFFECTS OF AIR POLLUTION ON PLANTS

Air pollution commonly leads to oxidation damage of both crop plants and wild species.
Air pollution weakens plants by damaging their leaves, limiting the nutrients available to them,
or exposing them to toxic substances slowly released from the soil. Seriously injure vegetation at
certain concentrations.
These effects include:

Bleaching or killing plant tissue.
Causing leaves to fall.
Reducing growth rate.
Reduce yield in citrus plants.
Reduction in fruits quality.

Table 2.1: National Ambient Air Quality Standards- 2009

Concentration in ambient air
Time Ecologically
S. Industrial,
Pollutant weighted Sensitive area
No. Residential,
Average (notified by Methods of Measurement
Rural and
Central
Other Area
Government)
Sulphur Dioxide Annual* 50 20 -Improved West and Gaeke
1
(SO2),g/m3 24 hours** 80 80 -Ultraviolet fluorescence
Nitrogen Dioxide -Modified Jacob &Hochheiser
Annual* 40 30
2 (NO2), g/m3 (Na-Arsenite)
24 hours** 80 80
-Chemiluminescence
Particulate Matter Annual* 60 60 -Gravimetric
3 (size less than 10 m) -TOEM
or PM10 g/m3 24 hours** 100 100 -Beta attenuation
Particulate Matter -Gravimetric
Annual* 40 40
4 (size less than 2.5 g) -TOEM
24 hours** 60 60
or PM2.5 g/m3 -Beta attenuation
-UV photometric
8 hours** 100 100
5 Ozone (O3) g/m3 -Chemiluminescence
1 hours** 180 180
-Chemical method
-AAS/ ICP method after
Annual* 0.50 0.05 sampling on EPM 2000 or
6 Lead (Pb) g/m3
24 hours** 1.0 1.0 equivalent filter paper
-ED-XRF using Teflon filter
Carbon Monoxide 8 hours** 02 02 -Non dispersive infra
7
(CO) mg/m3 1 hours** 04 04 RED(NDIR) spectroscopy
Ammonia (NH3), Annual* 100 100 -Chemiluminescence
8
g/m3 24 hours** 400 400 -Indophenol blue method
-Gas chromatography based
Benzene ( C6H6) Annual* 05 05 continuous analyzer
9
g/m3 -Adsorption and desorption
followed by GC analysis
Benzo(a)Pyrene
-Solvent extraction followed by
10 (BaP)- Particulate Annual* 01 01
HPLC/GC analysis
phase only, ng/m3
11 Arsenic (As), ng/m3 Annual* 06 06 sampling on EPM 2000 or
equivalent filter paper
12 Nickel ( Ni), ng/m3 Annual* 20 20 sampling on EPM 2000 or
equivalent filter paper
Source: CPCB

CHAPTER 3
SITE DESCRIPTION

3.1 STUDY AREA AND CHARACTERISTICS (Amar Shaheed Path)

The study area selected was the dream project of our former Prime Minister Mr. Atal
Bihari Bajpai. It was initiated in 2001 and estimated to complete in 2004 but due some
unavoidable reasons the project delayed to 2012. Roads are the basic mode of development for
an area and developmental activities are being followed by the connectivity of the area with
other areas. The motto of this project is to develop the outer areas of the city as well.
Accordingly, this major four lane road of about 23.55 km in length (i.e.14.63mi) is constructed
which connects several porsche areas (like Gomtinagar, Vrindavan colony, Eldeco etc.) thus
having high vehicular density and also connected to state level and internal roads of the town.
Shaheed Path acts as an east-west corridor in the city. It starts from Faizabad road near Kamta
(north-east of Charbhag railway station) and meets Lucknow-Kanpur road at about 1km from
Airport (south-west of Charbhag railway station), in the shape of segment of a circle as shown in
Figure 3.1. Amar Shaheed Path, a few kilometers off Charbagh railway station and prominent
localities of the city. The stretch can be dividing into different segments on the basis of elevation
and non-elevation. On the elevated part it encountered with many different structures like
railway tracks, Gomti river and a number of underpass major and minor roads.
Figure 3.1: Road Network of Lucknow city

Such that the strategically located underpasses connect to several other highways, roads,
industrial and residential areas such as Kanpur, Unnao, Rae Bareli, Sultanpur, Faizabad, Sitapur,
etc. Broadly it connects two major national highways passing through the city are Lucknow-
Kanpur Road which is running into the National Highway 25 (NH-25) with Lucknow-Faizabad
Road which links to the National Highway 28 (NH-28) via Lucknow-Allahabad Road (NH-24B)
and Lucknow-Varanasi Road (NH-56). Since it is a vital commuting and transportation zone for
most local residents and offers access to quality housing along with key social amenities and
infrastructure throughout the road. It extends to satisfy the needs of lot many of the passengers
and commercial vehicles passing through the city. The start of development starts with the area
connectivity with other areas round the city. The basic mode of connectivity for any area is the
road transportation.
Table 3.1: Geographical Structure of Road
S.No. Topography Range
1. Elevated 6.5 to 7.5 km
2. Ground Level 17.5 to 16.5 km
3. Number of service exit(going towards Kanpur road) 12
4. Number of service exit(going towards Faizabad road) 12
Amar Shaheed path has been proven as the development backbone for the surrounding
areas. Maximum land cover near its vicinity is either vacant or covered by the vegetation. As the
mode of transportation and vacant land is available maximum numbers of construction
companies have turned up with good quality housing projects like Eldeco, Rishita, Sushant Golf
City, Astha Retreat etc. The area nearby the Amar Shaheed path is now eventually occupied for
such construction. These projects include residential housing plans, infrastructure developers and
commercial building resulting in tremendous and skyrocketing real estate development
throughout the entire zone. Nearly all the housing buildings are in the range of 10-15 floors or
more having 4-5 flats in each floor thus total turned-up to about nearly 60-70 flats each building.
All the infrastructure development has become possible due to the road connectivity of the area.
The social infrastructure including schools, hospitals and parks around the Amar Shaheed Path
added a glory to its beauty. The leading educational institutions include here are Jaipuria Institute
of Management, Babasaheb Bhim Rao Ambedkar University, City Montessori School and Amity

International School etc. Similarly the green vegetation covered area includes the largest park of
Asia Janeshwar Mishra Park situated nearly 3kms off the Amar Shaheed Path with total of 250
different varieties of plants including; trees, palms, tall shrubs, medium shrubs, ground cover,
climbers/creepers, hedges, topiary and bamboos. The Ramabai Ambedkar Rally Grounds a
partial green area and remaining covered with rocks situated beside to the Amar Shaheed Path.
Also the Uttar Pradesh government has initiated the construction of an International Cricket
Stadium having 50,000 sitting capacity equipped with all the modern essential facilities which in
future will add-up to the beauty of the town covering an area nearly 137 acres with meeting all
the International Cricket Council (ICC) standards. Capable of organizing matches like finals in
world cup. It also holds a large parking capacity for 2500 cars and buses (including 4W, LMV,
HMV) along with 8000 two wheelers (like byks, scooters, mopeds etc.) with 24 different entry
and exit channels for VVIPs, VIPs, Players, Media and others.
3.2 ON-ROAD DIFFICULTIES

Infrastructure development requires regular vehicular movement throughout the stretch.
According to the transportation rules the trucks and other heavy vehicles are not allowed to move
into the city during daytime. Vehicles being parked on the roadside have been reported as the
major threat to difficulties and cause of accidents. Illegally parked vehicles are being found at
different check points on the stretch namely Bagh Number-2 up to the transport nagar and infront
of best price at Shaheed Path has become the major problem for moving vehicles and also be the
cause of traffic jams sometimes. Similar condition prevails at the service road near the Sultanpur
road crossing. The Walmart-Best Price near the same crossing is a major shopping centre in the
city also extends its hand in adding up the number of vehicles to the road. Similarly the
transportation of raw materials and other products by using to the construction site
(civil/infrastructure) also add heavy vehicles like 4W, HMV, JCB, Tractors etc round the clock.
These are the additional traffic on the road including the daily traffic. These vehicles moving
with low speed chiefly due to over-loading and out dated engines are responsible for on-road
difficulties to other moving vehicles.

Figure 3.2: On-Road Traffic
Figure 3.3: Roadside Parked Vehicles
3.3VEHICULAR GROWTH IN THE CITY

The annual average vehicle growth over the last decade in Lucknow was about 10%.
There is a mix of vehicles increasing rapidly in the city. Along with the existing vehicle density
more than 1.5 lakh new vehicles added every year to the count. These vehicles using different
fuels namely petrol, diesel, LPG and CNG make the environment more complex regarding the
air quality and their synergistic effects on the human health. Also the latest cars with advanced
technology that release invisible tailpipe pollutant (ultrafine particles) are still a debatable issue.
Rampant construction, movements of heavy vehicles carrying construction materials, garbage
dumps and other moving vehicles also add-up to the level of air pollution in the vicinity of Amar
Shaheed Path.

Table 3.2: Vehicles Registered With R.T.O. Lucknow

Number of Registered Vehicles
Sl.
Type of Vehicle on 31st March % Change
No.
2014-15 2015-16
1 Multi Articulated 3514 3891 10.73
Light, Medium and Heavy weight
2 20930 23188 10.79
Vehicles (Four wheeler)
Light commercial vehicles
3 3413 3537 3.63
(Three wheeler)
4 Buses 3306 3466 4.84
5 Taxi 9153 11957 30.63
6 Light Motor Vehicles (Passenger) 7562 9019 19.27
7 Two wheelers 1361787 1480458 8.71
8 Car 244121 267012 9.38
9 Jeep 26019 30399 16.83
10 Tractor 23679 25094 5.97
11 Trailors 1580 1648 4.30
12 Others 4598 4887 6.28
Total 1709662 1864556 9.06
Source: Report IITR. (RTO, Lucknow)
3.4 OTHER AIR POLLUTION SOURCES IN THE VICINITY
Tremendous air pollution sources are present in the vicinity of Amar Saheed Path. There
are several residential and commercial buildings nearby the Amar Shaheed Path including
hospitals, schools, places of worships and community centers are present on the either sides of
the road. Additionally there are several ongoing civil construction projects like eldeco, rishita,
omax etc. These works including operation also due to which different harmful and toxic
emissions are being added to the environment near to the Amar Saheed Path. Similarly the
Lucknow airport (Chaudhary Charan Singh International Airport) came in the vicinity of the
road is one of the major sources of pollutants to the environment. Airport is a designated place
where different operations related to aircrafts like store and maintenance, landing and take-off
are practiced on daily basis. Aircraft engines are producing gases at much higher rate as
compared to vehicles on roads. Generally a low percentage of emissions are produced closer to
the earth surface (less than 3000 feet above ground level) about 10% and remaining emissions
are uncountable as they are emitted above 3000 feet from the ground level. Two pollutants
namely CO and HCs are exceptional from the above mentioned rule. They are produced when

engines are operating at their lowest combustion efficiency (mainly while wheels on the ground)
which differentiates their concentration about 30% ground level and remaining 70% above the
ground. The pollutants in aircraft emissions transforms after being emitted to the ambient
atmosphere in three different ways.
1. Right away after exiting the combustor within the engine.
2. Downstream from the engine in hot exhaust plume.
3. After emissions cooled and blend up with the ambient atmosphere.
An aircraft, similar to the vehicles emits various pollutants in ambient air, mainly sulfur dioxide
and nitrogen oxides. The pollutant gases like heavy hydrocarbon in the exhaust plume have the
ability to condense to form aerosol in the atmosphere after being emitted. Construction of
residential buildings, which includes activities like raw material storage, workers camp, internal
road developed within the project area, temporary electric substations, site offices, maintenance
workshop facilities and other infrastructure to support all the activities. During construction
separate raw material storage yards will be made. Stack of cement bags, sand, and bricks etc. are
stored near the construction site. Sand, murram, stone, aggregate, cement are required for the
construction. Thus handling and transport required for these raw materials generate dust
including vehicular emissions which directly diminishes the environment quality. Dust particles
are the main pollutant of the construction site and remain suspended in the air for a longer period
of time. Nearby stacks of either DG sets or industrial activity facilitate the dispersion of flue
gases directly to the ambient air. Since construction activity is not restricted to only day time,
emissions during night are also added to the environment. During power failure DG sets came in
operation, emitting the hazardous smoke and generate noise as they are being diesel operated. On
construction sites major emissions sources are vehicles, machineries and DG sets. Among all,
vehicular activities impart the maximum pollutants to the environment. Similarly, an overloaded
vehicle emits a higher pollutants level as compared to normal loading condition. These emissions
are continuous and distributed over longer distances due to varying environmental conditions
(stable or unstable). These persist for longer time in environment and are irreversible. Also dust
generated during construction will remain in the nearby surrounding for a greater while. Due to
noise, vibration, heat and light generated from construction and operation activities, primary
particles are converted to secondary particles by absorbing the energy liberated during these
processes. Likewise, deposition of suspended dust on plants generated during operational and

construction activities present in the air affects the vegetation too. Emission of pollutants from
vehicular sources and construction activities persists round the clock in the air and environment.
Table 3.3: Summary of Pollutants and Effects
S.No. Emiss Explanation Sources Effects
ions
1. CO2 CO2 is produced on complete Aircraft, Vehicles, Climate Change
combustion of fuels like
Construction equipments
gasoline, jet fuels and diesel.
2. NOx Nitrogen and Oxygen combines Aircraft, Vehicles, Air Quality and
in air under high temperature and
Construction equipments Climate Change
pressure, oxides formed
3. HCs Hydrocarbons are the result of Aircraft, Vehicles, Air Quality
incomplete fuel combustion and
are sometimes known as volatile
organic compounds (VOCs) and
are toxic and hazardous air
pollutants (HAPs)
4. CO Incomplete combustion of fuel Aircraft, Vehicles, Air Quality
turns to the generation of CO
which also imparts the Ozone
gas formation
5. SOx Petroleum fuel is the key source Aircraft, Air Quality and
for the production of sulfur
Construction equipments Climate Change
oxides on combustion in
presence of oxygen which in turn
to the formation of secondary
particulate matter as well
6. PM Smaller particles generated Aircraft , Vehicles, Air Quality and
during incomplete combustion of
(non- Construction equipments Climate Change
fuels and aerosols from gases,
volatil able to be inhaled deep into the
e) lungs are known as particulate
matter.
Air pollution is enhanced due to the civil construction work. Major sources on the
construction site are the moving loaded and unloaded vehicles in and out to the site along with
the following sources:
Dust during site preparation, loading and unloading of raw material at site
DG generator set emission
Emissions from the construction equipments and machines
Pollutants other than dust are NO2, SO2, CO and particulate matter

CHAPTER 4
METHODOLOGY FOR CONDUCTING TRAFFIC SURVEYS

4.1 Traffic Volume Count Analysis
The purpose of carrying-out vehicle count in this study is to estimate the traffic volume
on-road during different time intervals. The Amar Shaheed Path is among one of the longest by-
pass and also is connected to several peak points of the Lucknow resulting in higher vehicle
density round the clock. More the number of vehicles on road more the amount of pollutants
emitted. Therefore to estimate the amount of pollutants on the road vehicle count is done
manually. Manual method is used to count and classify traffic flowing through a fixed point at
fixed time.
Manual traffic count on the Amar Shaheed Path to determine the average number of
vehicles passing through a specified point is done. Counting locations are nearer to the service
exits where the entering and exiting vehicles play a key role in optimizing the vehicle density on
road. To count and classify traffic flowing past a set point field personal are used. Minimum two
field members are engaged to count the moving vehicles in opposite directions to each other. It is
kept notified that data recording is done separately in each direction of travel at the same interval
of time. For data collection specified data filling sheets were used. Vehicles are moving at higher
speed during non-peak hours than peak hours due to low vehicle density on road. Daytime
vehicular density is comparatively higher than to the night hours. There is a mix of different
vehicle categories are found to be moving during day time. Such that the petrol and diesel
emissions are continuous during the daytime due to the mix move of vehicles including 2W, 3W,
LMV and HMV. Diesel driven vehicles are found to be moving at night hours in between 10pm
to 6am. The road is divided into number of elevated and non-elevated part. Elevated parts are
considered to be more polluted as compared to the non-elevated. On the elevated part vehicles
moving on the cross roads and parallel roads club together in imparting the emissions to the
ambient atmosphere. Analysis is done on hourly basis for both directions of road simultaneously
for the heterogeneous mix of speedy and non-speedy vehicles. Also to maintain the accuracy and
precision of count the work is done in different shifts, with adequate time of interval.

Table 4.1: Summary of Traffic Survey (moving towards Kanpur Road per day)
S.no Timings Vehicles passing Amar Shaheed Path (12hours)
2W 3W 4W+LMV HMV Tractor + Tralor
1. 08-10 am 720 19 1545 245 25
2. 10-12 am 296 08 740 172 14
3. 12-04 pm 388 06 480 124 20
4. 04-06 pm 732 24 1063 209 20
5. 06-08 pm 445 11 986 163 27
Sub Total 2581 68 4814 913 106
Table 4.2: Summary of Traffic Survey (moving towards Faizabad Road per day)
S.no Timings Vehicles passing Amar Shaheed Path (12hours)
2W 3W 4W+LMV HMV Tractor + Tralor
1. 08-10 am 785 23 1596 298 40
2. 10-12 am 216 12 790 103 18
3. 12-04 pm 412 5 496 152 16
4. 04-06 pm 645 22 1287 436 19
5. 06-08 pm 396 15 823 173 25
Sub Total 2454 77 4992 1162 118
In this study daily peak hour for morning and evening is considered in between 08:00 am to
12:00 noon and 04:00 pm to 08:00 pm accordingly the lean hour is considered in between the
12:00 to 04:00 pm. When the traffic volume is at its highest peak emission rate is greater and
when the vehicle density on road is low results in lower emission rate. Traffic flow can be better
estimated by the help of condition during traffic flow:
1. Speed- density relationship:
Linear relationship with a negative slope, as a result speed of vehicles decrease with an
increase in traffic density. Speed comes up to the highest value when the density is zero
conversely when the density increases speed of vehicles decrease accordingly on the road. Speed
becomes zero only when the density is equal to the jam density.
To Study the variations of traffic density on road by manual sample count has been performed,

during February 2016 to June 2016 to collect actual vehicular density on the Amar Shaheed Path
Road and also estimating the pollution level due to the traffic load. The main concern of the
project is to estimate the concentration of sulfur dioxide, nitrogen dioxide, ammonia, carbon
monoxide, particulate matter (PM2.5& PM10) and total suspended particles by the help of vehicle
count method. It has been reported that these critical gaseous pollutants and the particulate
pollutants are in abundance in the city environment. Since it is a heterogeneous region
(commercial and residential) and a little change in their concentration in ambient air can make a
strong effect on the existing living stock causing many adverse effects on health and skin.
Longest continuous stretch (i.e. Amar Shaheed Path) was chosen as we are primarily concerned
about the environment of the Lucknow city. The road is selected because of the continuous
vehicular movement (all the categories; 2W, 3W, LMV, HMV etc.) on the road and construction
boom taking place along road sides. Impacts due to development and construction activities are
visible on the environmental quality i.e. the changing seasonal pattern or climate change. Steps
in impact assessment are:
Identification
Prediction
Evaluation
For different environmental receptor (such as ambient air, water, land etc) probable impacts
of activities either anthropogenic or natural are important to discuss and mitigate. Since impact
assessment includes: impact identification, prediction and evaluation. The likely impacts on air
environment due to vehicular growth and nearby stacks are visible all around. It is well known
that these emissions are in the form of coarse fine particulate matter and are remain suspended in
the air environment for a longer span. These ultimately results to climate change, global
warming, acid rain etc. vehicular emission is the major air pollution creating source on the road
of the city and also depends upon the traffic density at particular time. Such vehicular emission
also depends upon some prevailing factors as: volume of traffic, speed of vehicles,
meteorological conditions, type of vehicle engine (diesel/petrol) etc. The vehicular emission
dispersion would be confined within up to 100 meter from the road and there is a fall in
concentration while increasing the distance beyond. It is being expected that the input from
vehicular emissions increased and are above the NAAQS limits. Over aged vehicles on the roads

with outdated technology engines and higher fuel consumption emits larger quantity of unburnt
hydrocarbons and toxic gases. These are really harmful for infants and other people on the roads.
Such that the dispersion of these pollutants depends upon climatic conditions like during higher
wind speed during summers, dispersion will be faster as compared to other climatic conditions.
These emissions are evaluated on the basis of vehicle counts, vehicle density, climatic
conditions, rural or urban area, and total run of vehicle and road quality.

CHAPTER 5
EMISSION INVENTORY

5.1 EMISSION INVENTORY

The key step in identifying the sources and their strengths is Emission Inventory. An
emission inventory accounts for the amount of pollutants emitted in the air from various sources.
Emission from these sources depends upon the different factors as their location, elevation,
frequency and duration of emission. These factors are helpful in determining the information
about the quality of air in the city. An emission inventory is not a direct measure of air quality
since it does not account for what happens to pollutants once they are emitted: how long
pollutants stay in the air, how they react in the atmosphere or how far they disperse. However,
an EI is a starting point used in air quality modeling and attainment demonstrations. Emissions
from such sources, if recognized and quantified for a definite stretch and time period, such can
be used for dispersion modeling. Such model can be proven helpful in predicting the pollutants
level in the city of current and future based on the increasing number of sources. It is somehow
difficult to measure the amount of emission from vehicular sources on continuous basis;
therefore surveys and sampling were conducted. Primary surveys are combined with the
information available from varied sources in the city are used for estimation of all major
activities involved in adding up the air pollution. These data are clumped together with Emission
Factors for building Emission Inventory (EI). This study involves the preparation of detailed
emission inventory with estimation of emissions from different sources like vehicular,
commercial and residential. EI is the important step in air quality management in the city. EI
requires basically two data types: activity data and corresponding EF. Activity data can be
obtained by traffic surveys and EF are predefined for in-use vehicles. EF for non-vehicular
emission sources like roadside dust, domestic fuel combustion and constructional activities are
defined by TERI (The Energy and Resources Institute).
Table 5.1: Emission factor for cook stoves using different fuel (g/kg)
S. No. Pollutant Kerosene LPG Coke Fuel Dung- Crop
wood cake residue
1. TSP 2.8 - 20 1.9 4.9 3
2. CO 41 0.02 17 17 31 27
3. SO2 - - - - - -
4. NO2 - 5.25 - - - -
Sources: TERI

This chapter depicts the estimation of emission from road transport sector in Lucknow
city. Sources were categories based on their nature and fuel usage. These are estimated using two
approaches; conventional approach and actual traffic count to assess on road movement.
Conventional approach based on the number of registered vehicles in the city.
5.2 Emission Factors
An Emission Factor (EF) is defined as a value that relates the quantity of a pollutant
released to the atmosphere with an activity associated with the release of that pollutant. Mainly
the pollutants released in the vehicular exhaust are considered here. Emission factors depend on
various parameters involved in the process. Some of the important parameters are discussed here:
(a) Type of fuel and composition: different fuels are having different composition; such that their
emissions also vary.
(b) Type of process engine involved: different engines having different working principles such
that productivity varies with engines.
The Automotive Research Association of India (ARAI) is responsible for developing EF
for vehicular exhaust, based on test conducted on in-use vehicle covering different technology
engines, vehicle type, fuel types etc.
Table 5.2: Emission factors for different vehicles (g/km)
S. No. Mode CO HC NO2 SO2 TSP
1. Two-wheelers 8.3 5.18 - 0.013 -
2. Cars 24.03 3.57 1.57 0.053 -
3. Three-wheelers 12.25 7.65 - 0.029 -
4. Buses: Suburban 5.87 2.27 11.1 1.93 0.37
5. Buses: Urban 4.51 1.75 8.52 1.48 0.28
6. Truck 3.52 1.36 6.66 1.16 0.22
7. Light commercial vehicle 1.3 0.5 2.5 0.4 0.1
Sources: Indian Institute of Petroleum, 1985
There are mainly two different internal combustion engines used in our country, namely,
Gasoline and Diesel engines. The exhaust gases from both these engines are typically different in
composition and nature. A simple four-stroke engine works with four different stages;
a. Induction (fuel enter)
b. Compression

c. Ignition (fuel burnt)

d. Emission (exhaust out)
Petrol Engines may also emit Diesel Engines emits toxic

Small quantities of sulphur dioxide (SO2) particulate matter as compared to petrol
Engines
Figure 5.1: Fuel Consumption in Engine
In petrol, the concentration of sulphur ranges from 0.05 to 0.1% (w/w) for the calculation
of SO2 emissions, an average sulphur concentration in gasoline of 0.08% has been taken. Further,
it is assumed that all the Sulphur gets converted to SO2 and is exhausted through the tail pipe.
For diesel fuel, the concentration of sulphur is approximately 0.75% (w/w) and all the sulphur
present in diesel fuel gets converted into SO2. In actual driving condition, the typical driving
cycle is rarely feasible. The emission of a pollutant from a vehicle depends on its speed, age and
road condition. However, for this study we have assumed the emission factors as given above.
Table 5.3: Indian Diesel Specifications

S.No. Characteristics Unit BSII BSIII BSIV BSVI
Implementation date 2005 2010 2017 2020*
nationwide nationwide nationwide nationwide
1. ensity (15 C) kg/m3 820-860 820-845 820-845 820-860
2. Sulphur content (max) mg/kg 500 350 50 10
3. Water content, (max) mg/kg 0.05% vol 200 200 200
4. Cetane number 48 51 51 51
minimum
5. Polycyclic Aromatic %mass --- 11 11 11
Hydrocarbons (PAHs)
(max)

6. Flash point Abel, min C 35 35 35 35

7. Carbon residue % mass 0.3 0.3 0.3 0.3
(Ramsbottom) on 10%
8. Ash, max % mass 0.01 0.01 0.01 0.01
3
9. Oxidation stability, max g/mg --- 25 25 25
10 Total contaminants, max mg/kg --- 24 24 24
Reference: Indian transport policy 2016 (Note: *proposed implementation date)
Table 5.4: Indian Gasoline Specifications

S.No. Characteristics Unit BSII BSIII BSIV BSVI
Implementation date 2005 2010 2017 2020*
nationwide nationwide nationwide nationwide
1. Density (kg/m3 kg/m3 710-770 720-775 720-775
15 C)
2. Sulphur, max ppm 500 150 50 10
3. Lead (Pb), max g/l 0.013 0.005 0.005 0.005
4. Benzene, max % 5 1.0 1.0 1.0
volume
5. Olefin, max % --- 21 21 21
volume
6. Aromatics, max % --- 42 35 35
volume
7. Oxygen, max % mass --- 2.7 2.7 2.7
8. eid apor Pressure kPa 35-60 60 60 60
( P .8 C, max
Reference: Indian transport policy 2016
Table 5.5: Sulfur Content Reduction in India

S.No. Year BS norm Diesel Gasoline
1. 2005 BSII 500 ppm 500 ppm
2. 2010 BS III 350 ppm 150 ppm
3. 2017 BS IV 50 ppm 50 ppm
4. 2020* BS VI 10 ppm 10 ppm
Reference: Indian transport policy 2016 (Note: *Proposed implementation date)

Exhaust emissions of Petrol Engines Exhaust emissions of Diesel Engines

Figure 5.2: Contents in Exhaust Emission
Exhaust emissions of petrol and diesel engines vary greatly from each other. Elemental
carbon is found to be higher in diesel exhaust (22%) than in all gasoline exhaust (7%) which is a
major discriminating factor in between diesel and gasoline exhausts. Ions (gasoline-19%, diesel-
4%), elements (Fe, Pb and Cu) and organic compound (gasoline-4%, diesel-1.3%) percentages are
found higher in gasoline exhaust as compared to diesel exhaust.
Table 5.6: Fuel efficiency by mode

S.No. Mode Fuel type Fuel Efficiency (km/liter)
1. Two-wheelers Petrol 44.4
2. Cars Petrol 10.9
3. Three-wheelers Petrol 20.0
4. Buses: Suburban Diesel 3.3
5. Buses :Urban Diesel 4.3
6. Truck Diesel 5.5
7. Light commercial vehicle Diesel 10
Automobile exhaust contributes invisible carbon monoxide, un-burnt hydrocarbons,

oxides of sulphur and nitrogen, lead and visible smoke. Emission factors play a vital role in
computing the emissions from a typical vehicle category. In the current study, indigenous
emission factors developed by IIP are used. The compilation of extensive work carried out on
developing emission factors for on-road vehicles of different categories which followed different
vehicular emission norms (Pre-BS, BS-I, BS-II, BS-III) during different time frames. However,
to assess the emission factors for BS-IV norms the reductions assumed in CPCB, 2011 has been

used. Data on emission factors are normally expressed in grams of pollutant per kg of fuel used
for various types of vehicles.
Table 5.7: Passenger cars and LMV- Diesel emission
S.No. Norms CO (g/km) NOx (g/km) HC + NOx (g/km) PM (g/km)
1. BS-III 0.64 0.50 0.56 0.05
2. BS-IV 0.54 0.25 0.30 0.025
Source: ARAI Pune 2011
Table 5.8: Passenger cars and LMV- Gasoline emission

S.No. Norms CO (g/km) NOx (g/km) HC + NOx (g/km)
1. BS-III 2.30 0.20 0.15
2. BS-IV 1.00 0.10 0.08
Source: ARAI Pune 2011
Table 5.9: Emission factors of diesel vehicles (g/kg of fuel)

S.No. Mode CO HC NO2 TSP
1. Truck/ Buses 22.8 8.83 43.1 1.43
Sources: IIP, 1985
The data on efficiency i.e. kilometers per liter of fuel for different vehicles were compiled
from different sources and summarized in table 14. These data are combined with the data
available on emission factors and is compiled to provide basic data for estimation of emission.
Table 5.10: Fuel Outlets in Lucknow City

Sl. Number of outlets
Agency
No. 31st March 2016
1 Indian Oil Corporation (IOC) 51
2 Bharat Petroleum Corporation Ltd. (BPCL) 38
3 Hindustan Petroleum Corporation Ltd. (HPCL) 27
4 Compressed Natural Gas Stations (CNG) 9
Total 125
Source: Indian Oil Corporation (IOC), Lucknow

Table 5.11: CNG Consumption in Lucknow

*CNG in Kg
Apr. 14 Apr. 15
Sl. No. Agency %
to to
Change
Mar. 15 Mar. 16
1 IOC
2 BPCL ---
3 HPCL ---
27740909 30246000 9.03
4 Green Gas
Total 27740909 30246000 9.03
Source: Indian Oil Corporation (IOC), Lucknow, Bharat Petroleum Corporation (BPCL),
Hindustan Petroleum Corporation (HPCL), * CNG Source: Green Gas Limited, Lucknow.
(pre monsoon findings report CSIR-IITR 2016)
Table 5.12: Gasoline Consumption in Lucknow

Petrol in KL
Sl. No. Agency
Apr. 14 to Mar. 15 Apr. 15 to Mar. 16 % Change
1 IOC 82951 90507 9.11
2 BPCL 37673 50570 34.23
3 HPCL 28657 32540 13.5
4 Green Gas --
Total 149281 173617 16.3
Table 5.13: Diesel Consumption in Lucknow

High Speed Diesel in KL
Sl. No. Agency
Apr. 14 to Mar.15 Apr. 15 to Mar.16 % Change
1 IOC 86092 86101 0.01
2 BPCL 34179 54990 60.89
3 HPCL 38263 41390 8.17
4 Green Gas -- --
Total 158534 182481 15.1
The emission factors recommended by World Health Organization (WHO) and US

Environmental Protection Agency (EPA) have been used for the emissions from the industries.

These emission factors are expressed in terms of variable parameters such as ash and sulphur
content of fuel, types of boiler used etc. (Table 5.13).
Table 5.14: Emission Factors for Industry Using Coal, Oil and Rice Husk as Fuel (g/kg)
S.No. Fuel TSP SO2 CO HC NOx
1 Coal bituminous (Without control 10 19S 45 10 1.5
equipment, hand-fired)
2 Oil 0.25 17.2S 0.63 0.13 2.75
3 Rice Husk 8 - - - -
Table 5.15: Constituent Gases in Exhaust

Combustion Engine Exhaust Gases (approx) % of total
Compounds Petrol Diesel
Nitrogen 71 67
Carbon dioxide 14 12
Water vapor 12 11
Oxygen 10
Trace elements <0.6 0.3
Nitrogen oxides <0.25 <0.15
Carbon monoxide 1-2 <0.045
Particulate matter <0.045
Hydrocarbons <0.25 <0.03
Sulphur dioxide Possible traces <0.03
Source: volkspage.net/SSP_230.pdf

CHAPTER 6
Results and Discussion

6.1 NON-PEAK HOUR OBSERVATIONS

The survey results clearly illustrated that the increasing vehicle numbers in the city is one
of the major source responsible for worsening the urban air quality. The traffic follows a
temporal variation during peak hours and non-peak hours. Peak hour is the time at which the
vehicle density is highest on road. Our on road traffic survey reveals the non-peak hours to be
fall in between 12:00 noon to 04:00 pm (during day time) with low traffic density. The average
count during non-peak hour is 255 for one direction road (towards Kanpur road) and 270 for the
opposite direction (towards Faizabad road). The summation value for both the directions on the
road is 525which is comparatively much lesser than the peak hour values.
Table 6.1: Vehicular Movement Data (Non-Peak Hours towards Kanpur road)
Duration 2W 3W 4W+LMV HMV Tractor Total
+
Trailor
Towards 12 noon 04:00 388 6 480 124 20 1018
Kanpur pm (4 hours)
Road Average per hour 97 2 120 31 5 255
Average (2 hours) 194 3 240 62 10 509
Emissions
Non-peak hour 194 3 240 62 10
average
Road length, km 24 24 24 24 24
Total run in km 4656 72 5760 1488 240
TSP 0.00 0.01 0.58 0.00 0.09 0.67
CO 38.64 0.09 7.49 35.76 1.41 83.39
SO2 0.06 0.03 2.30 0.08 0.46 2.94
NOx 0.00 0.18 14.40 2.34 2.66 19.58
HC 24.12 0.04 2.88 5.31 0.54 32.89
139.47
The non-peak hour average value for such a long stretch (24 km) is favorable in
maintaining a good air quality. This estimates that the lesser amount of emissions in the time
period of non-peak hours as compared to remaining day hours. The pollutant load is found under
the permissible limit because there finds a low vehicle density during the respective time period.
The estimated varying emission rate for different pollutants is TSP: (0.67+0.67) g/km, CO:
(83.39+93.82) g/km, SO2: (2.94+2.94) g/km, NOx: (19.58+20.05) g/km, HC: (32.89+35.57)g/km

wherein the vehicles count is 525 per hour for both the directions.
45.00
40.00
35.00
30.00 TSP
25.00 CO
20.00 SO2
15.00 NOx
10.00 HC
5.00
0.00
1 2 3 4 5
Figure 6.1: Pollutant Levels (Non-Peak Hours towards Kanpur road)
12:00 noon - 04:00 pm

600
500
400
300
200
100
0
2W 3W 4W+LMV HMV Tractor +
trailor
Figure 6.2: Vehicle Density (non-peak hours towards Kanpur road)
Table 6.2: Vehicular Movement Data (Non-Peak Hours towards Faizabad road)
+ trailor
Towards 12-04 pm 412 5 496 152 16 1081
Faizabad
Road
Average per hour 103 1 124 38 4 270
Average (2 hour) 206 3 248 76 8 541
Emissions

Non-peak hour 206 3 248 76 8

average
Road length, km 24 24 24 24 24
Total Run in km 4944 72 5952 1824 192
TSP 0.00 0.01 0.60 0.00 0.07 0.67
CO 41.04 0.09 7.74 43.83 1.13 93.82
SO2 0.06 0.03 2.38 0.10 0.37 2.94
NOx 0.00 0.18 14.88 2.86 2.13 20.05
HC 25.61 0.04 2.98 6.51 0.44 35.57
153.06
50.00
45.00
40.00
35.00 TSP
30.00 CO
25.00
SO2
20.00
15.00 NOx
10.00 HC
5.00
0.00
1 2 3 4 5
Figure 6.3: Pollutant Level (Non-Peak Hour towards faizabad road)
12:00 noon - 04:00 pm

600
500
400
300
200
100
0
trailor
Figure 6.4: Vehicle Density (Non-Peak Hour towards faizabad road)

6.2 PEAK HOUR OBSERVATIONS

Observations let us to understand the peak hours of the road data such that the highest
vehicular density is found to be moving during 08:00 am to 12:00 noon in the morning and 04:00
pm to 08:00 pm in the evening. These time intervals fall under the category of peak hour. The
per-hour average vehicle count of peak hour is found to be approximately two folds to the
average of non-peak hours. There is a slight variation between the morning and evening values
of peak hour. The higher the vehicular density the higher is the rate of emissions. Such that the
environment is being polluted at much faster rate while peak hours. In morning peak hours a
total of 947+922 vehicle found passing per hour from a set point which can be estimated as 1000
vehicles per hour for each direction. An additional vehicle count passing from major 7
underpasses are not included in the study but their emission load is added to the vicinity of the
Amar Shaheed Path. In peak hours we find the maximum number of vehicle on the stretch. The
total of pollutant emission in morning peak hours (08:00 am to 12:00 noon) is TSP
(2.95+2.71)g/km, CO (260.25+260.32) g/km, SO2 (12.42+11.51) g/km, NOx (82.41+75.79)
g/km and HC (95.95+102.88) g/km for a single direction due to heavy load. Collectively a heavy
amount of pollutants are being added to the environment regularly.
Table 6.3: Vehicular Movement Data (Morning Peak Hours towards Kanpur road)
+
trailor
Towards 08:00am- 720 19 1545 245 25 2554
Kanpur 10:00am
Road
10:00am- 296 8 740 172 14 1230
12:00noon
Total 1016 27 2285 417 39 3784
Average 254 7 571 105 10 947
per hour
Emissions
Average 508 14 1143 209 20 1894
(2hr)
Road 24 24 24 24 24 ----
length, km
Total Run 12192 324 27420 5004 468 ----

in km
TSP 0.00 0.03 2.74 0.00 0.17 2.95

CO 101.19 0.42 35.65 120.25 2.75 260.25

SO2 0.16 0.13 10.97 0.27 0.90 12.42
NOx 0.00 0.81 68.55 7.86 5.19 82.41
HC 63.15 0.16 13.71 17.86 1.06 95.95
453.99
140.00
120.00
100.00
TSP
80.00 CO
60.00 SO2
NOx
40.00
HC
20.00
0.00
1 2 3 4 5
Figure 6.5: Pollutant Levels (Morning Peak Hours towards Kanpur road)
1800
1600
1400
1200
1000
800
600
8am-10am
400
200 10-12 am
0
Figure 6.6: Vehicular Movement (Morning Peak Hours towards Kanpur road)

Table 6.4: Vehicular Movement Data (Evening Peak Hours)

Duration 2W 3W 4W+LMV HMV Tractor + Total
trailor
Towards 04:00 pm - 732 24 1063 209 20 2048
Kanpur 06:00 pm
Road
06:00 pm - 445 11 986 163 27 1632
08:00 pm
Total 1177 35 2049 372 47 3680
Average per 295 9 513 93 12 922

hour
Emissions
Average 589 18 1025 186 24 1842
(2hr)
Road length, 24 24 24 24 24 ---
km
Total Run 14124 420 24588 4464 564 ---
in km
TSP 0.00 0.04 2.46 0.00 0.21 2.71
CO 117.23 0.55 31.96 107.27 3.31 260.32
SO2 0.18 0.17 9.84 0.24 1.09 11.51
NOx 0.00 1.05 61.47 7.01 6.26 75.79
HC 73.16 0.21 12.29 15.94 1.28 102.88
453.21
140.00
120.00
100.00
TSP
80.00 CO
60.00 SO2
NOx
40.00
HC
20.00
0.00
1 2 3 4 5
Figure 6.7: Pollutant Levels (Evening Peak Hours towards Kanpur road)

1200
1000
800
600
400 04-06 pm
200 06-08 pm
0
Figure 6.8: Vehicular Movements (evening peak hours towards Kanpur road)
The above mentioned pollutant load for single direction during peak hour (08:00 am to
12:00 noon) is mentioned. Similarly for the opposite direction the emission is described as TSP
(3.16+2.73) g/km, CO (257.59+310.43) g/km, SO2 (13.38+11.68) g/km, NOx (87.96+80.39)
g/km and HC (95.62+103.05) g/km
Table 6.5: Vehicular Movement Data (Morning Peak Hours)
duration 2W 3W 4W+LMV HMV Tractor Total
+ trailor
Towards 8am-10am 785 23 1596 298 40 2742
Faizabad
Road
10-12 am 216 12 790 103 18 1139
Total 1001 35 2386 401 58 3881
Average 250 9 597 100 15 971

per hour
Emissions
Average (2hr) 501 18 1193 201 29
Road length, 24 24 24 24 24
km

Total Run in km 12024 432 28632 4824 696
TSP 0.00 0.04 2.86 0.00 0.26 3.16

CO 99.80 0.56 37.22 115.92 4.09 257.59
SO2 0.16 0.17 11.45 0.26 1.34 13.38
NOx 0.00 1.08 71.58 7.57 7.73 87.96
HC 62.28 0.22 14.32 17.22 1.58 95.62
457.71
140.00
120.00
100.00
TSP
80.00 CO
60.00 SO2
NOx
40.00
HC
20.00
0.00
1 2 3 4 5
Figure 6.9: Pollutant Levels (Morning Peak Hours towards Faizabad road)
1800
1600
1400
1200
1000
800
600
8am-10am
400
200 10-12 am
0
Figure 6.10: Vehicular Movements (Morning Peak Hours towards Faizabad road)

Table 6.6: Vehicular Movement Data (Evening Peak Hours towards Faizabad road)
duration 2W 3W 4W+LMV HMV Tractor Total
+
trailor
Towards 04-06 pm 645 22 1287 436 19 2409
Faizabad
Road
06-08 pm 396 15 823 173 25 1432
Total 1041 37 2110 609 44 3841
Average 260 10 528 152 11 961

per hour
Emissions
Average 521 19 1055 305 22 1922
(2hr)
Road 24 24 24 24 24 ---
length, km
Total Run 12270 456 24845 7183 528 ---

in km
TSP 0.00 0.05 2.48 0.00 0.20 2.73
CO 101.84 0.59 32.30 172.60 3.10 310.43
SO2 0.16 0.18 9.94 0.38 1.02 11.68
NOx 0.00 1.14 62.11 11.28 5.86 80.39
HC 63.56 0.23 12.42 25.64 1.20 103.05
508.27
200.00
150.00 TSP
CO
100.00
SO2
NOx
50.00
HC
0.00
1 2 3 4 5
Figure 6.11: Pollutant Levels (evening peak towards Faizabad road)

1400
1200
1000
800
600
400 04-06 pm
200
06-08 pm
0
Figure 6.12: Vehicular Movement Data (evening peak towards Faizabad road)
6.3 12 HOUR OBSERVATIONS

The collective data for 12 hours depicts that large number of vehicles passing though
complete stretch with an average of 250 vehicles per hour in each direction. Nearly, on an
average, above 8000 vehicles in a single direction are passing from the Amar Shaheed Path
during the day time (08:00am to 08:00pm). We have taken such timings for day hours just to
cover maximum number of passing vehicles from the respective road. Such large number of
vehicles during day hours explains that a huge population part of Lucknow city is being
benefited from Amar Shaheed Path. Where there is a social benefit there is a loss to environment
too. Consequently a huge amount of pollutants are being added to the environment on a daily
basis and there is no preventive measures observed to reduce air pollution.
Since the amount of pollutants from a single direction of road is TSP: 12.66 g/km, CO:
1207.93 g/km, SO2: 53.74 g/km, NOx: 355.56 g/km, HC: 463.45 g/km and likewise for the
opposite direction is TSP: 12.99 g/km, CO: 1309.11 g/km, SO2: 55.43 g/km, NOx: 372.92 g/km,
HC: 463.19 g/km.

Table 6.7: Vehicular Movement Data (12 Hours towards Kanpur)
duration 2W 3W 4W+LMV HMV Tractor + trailor Total
Towards 08:00am- 720 19 1545 245 25 2554

Kanpur 10:00am
Road
10:00am- 296 8 740 172 14 1230
12:00
noon
12:00pm- 388 6 480 124 20 1018
04:00pm
04:00pm- 732 24 1063 209 20 2048
06:00pm
06:00pm- 445 11 986 163 27 1632
08:00pm
Average 215 14 963 183 21 1396
(per hour)
Emissions
Total 2581 68 4814 913 106 8482
(12 hr)
Road 24 24 24 24 24 ---
length
(in km)
Total Run 61944 1632 115536 21912 2544 ---
(in km)
TSP 0.00 0.16 11.55 0.00 0.94 12.66
CO 514.14 2.12 150.20 526.55 14.93 1207.93
SO2 0.81 0.65 46.21 1.16 4.91 53.74
NOx 0.00 4.08 288.84 34.40 28.24 355.56
HC 320.87 0.82 57.77 78.23 5.77 463.45
2093.35

600.00
500.00
TSP
400.00
CO
300.00
SO2
200.00 NOx
100.00 HC
0.00
1 2 3 4 5
Figure 6.13: Pollutant Levels (12 Hours towards Kanpur road)
1800
1600
1400
1200 8am-10am
1000 10-12 am
800
12-04 pm
600
400 04-06 pm
200 06-08 pm
0
trailor
Figure 6.14: Vehicular Movement (12 Hours towards Kanpur road)
Table 6.8: Vehicular Movement Data (12 Hours towards Faizabad road)
+
trailor
Towards 08:00am- 785 23 1596 298 40 2742
Faizabad 10:00am
Road
10:00am- 216 12 790 103 18 1139
12:00
noon
12:00pm- 412 5 496 152 16 1081
04:00pm
04:00pm- 645 22 1287 436 19 2409
06:00pm
06:00pm- 396 15 823 173 25 1432
08:00pm
Average 205 15 998 232 24 1474.3
(per hour)

Emissions
Total, 2454 77 4992 1162 118 8803
12 hours
Road length, 24 24 24 24 24
km
Total Run in 57792 1848 117562 27365 2832 207398.4
km
TSP 0.00 0.18 11.76 0.00 1.05 12.99
CO 479.67 2.40 152.83 657.58 16.62 1309.11
SO2 0.75 0.74 47.02 1.45 5.47 55.43
NOx 0.00 4.62 293.90 42.96 31.44 372.92
HC 299.36 0.92 58.78 97.69 6.43 463.19
2213.64
700.00
600.00
500.00 TSP
400.00 CO
300.00 SO2
NOx
200.00
HC
100.00
0.00
1 2 3 4 5
Figure 6.15: Pollutant Data (12 Hours towards Faizabad road)
1800
1600
1400
1200 8am-10am
1000 10-12 am
800
12-04 pm
600
04-06 pm
400
06-08 pm
200
0
trailor
Figure 6.16: Vehicular Movement Data (12 Hours towards Faizabad road)

6.4 24 HOUR OBSERVATIONS (BOTH DIRECTIONS)

A 24 hour data clarifies that the pollutants from these sources are continuous and
depleting the ambient air quality in vicinity of Amar Shaheed Path. These pollutants remain
suspended in the ambient air with an added value of continuous emission either at slow rate or
higher rate. The calculated value for 24 hour for a single direction signifies that there is huge
traffic movement across the road during daytime (12 hour). The value for 24 hour is exceeding
11,800 counts, conversely the 12 hour travel spell out that the maximum numbers of vehicle are
moving in daytime with a total more than 8482 vehicles. The data for night hours stand 20% of
the daytime value. We have brought out with the fact that massive and nonstop quantities of
different pollutants are being added to the environment.
Table 6.9: Vehicular Movement Data (24 Hours towards Kanpur road)
+
Trailor
Towards 8am-10am 720 19 1545 245 25 2554
Kanpur
Road
10-12 am 296 8 740 172 14 1230
12-04 pm 388 6 480 124 20 1018
04-06 pm 732 24 1063 209 20 2048
06-08 pm 445 11 986 163 27 1632
12 hours Total 2581 68 4814 913 106 8482
8pm-10pm (25% 645 17 1204 228 27 2120.5
of the day)
10pm-6am (5% of 129 3 241 46 5 424.1
the day)
6am-8am (10% of 258 7 481 91 11 848.2
the day)
Emissions
Total, 24 hours 3613 95 6740 1278 148 ---
Road length, km 24 24 24 24 24 ---
Total Run in km 86722 2285 161750 30677 3562 ---
TSP 0.00 0.23 16.18 0.00 1.32 17.72
CO 719.79 2.97 210.28 737.16 20.91 1691.11
SO2 1.13 0.91 64.70 1.63 6.87 75.24
NOx 0.00 5.71 404.38 48.16 39.53 497.78
HC 449.22 1.14 80.88 109.52 8.08 648.84
2930.69

800.00
700.00
600.00
TSP
500.00
CO
400.00
SO2
300.00 NOx
200.00 HC
100.00
0.00
1 2 3 4 5
Figure 6.17: Pollutant Levels (24 Hours towards Kanpur road)
1800
1600
1400
1200
1000 8am-10am
800
600 10-12 am
400 12-04 pm
200
0 04-06 pm
06-08 pm
Figure 6.18: Vehicular Movement (24 Hours towards Kanpur road)
Table 6.10: Vehicular Movement Data (24 Hours towards Faizabad Road)
+ trailor
Towa 8am-10am 785 23 1596 298 40 2742
rds
Faiza
bad 10-12 am 216 12 790 103 18 1139
Road 12-04 pm 412 5 496 152 16 1081
04-06 pm 645 22 1287 436 19 2409

06-08 pm 396 15 823 173 25 1432

12 hours Total 2454 77 4992 1162 118 8803
8pm-10pm (25% of the 614 19 1248 291 30 2202
day)
10pm-6am (5% of the day) 123 4 250 58 6 441
6am-8am (10% of the day) 245 8 499 116 12 880
Emissions
Total, 24 hours 3436 108 6989 1627 165 ---
Road length, km 24 24 24 24 24 ---
Total Run in km 82454 2587 167731 39043 3965 ---
TSP 0.00 0.26 16.77 0.00 1.47 18.50
CO 684.37 3.36 218.05 938.21 23.27 1867.27
SO2 1.07 1.03 67.09 2.07 7.65 78.92
NOx 0.00 6.47 419.33 61.30 44.01 531.10
HC 427.11 1.29 83.87 139.38 9.00 660.66
3156.45
1000.00
900.00
800.00
700.00 TSP
600.00
CO
500.00
SO2
400.00
NOx
300.00
HC
200.00
100.00
0.00
1 2 3 4 5
Figure 6.19: Pollutant Levels (24 Hours towards Faizabad road)

1800
1600
1400
1200
1000 8am-10am
800
600 10-12 am
400 12-04 pm
200
0 04-06 pm
06-08 pm
Figure 6.20: Vehicular Movements (24 Hours towards Faizabad road)

Chapter 7
CONCLUSION

This project aimed at in building up an emission inventories for the transport sector in the
Lucknow city. This includes evaluation of road characteristics like topography, elevation and
quality. The basic data collection from the primary sources i.e. the vehicle count and traffic
movement. Emission factors given by IIP, ARAI and CPCB different for different vehicles are
used. The share of different vehicles on the road is optimized manually. Based on prescribed
emission factors, emission inventory for the road sector is presented in this study. Emissions are
based up on the traffic movement, emission norms and fuel quality. The vehicles are moving
with a nearly constant speed emitting pollutants at higher rate. Since there are only diesel and
petrol driven vehicles on this segment pollution created is higher. By using the prescribed
emission factors emission rate is estimated by using actual driving patterns. It has been found
that the actual emission rates are higher than the estimated emission prescribed rate. This is due
to the lower speed and congestion on the under passing or nearby road. Fuel quality and
meteorological factors play an important role in the dispersion of the pollutants. Advancement in
fuel quality and emission norms may leads to a great reduction in the vehicular emission loads. It
is best known that to attain the maximum emission reduction we should adopt a combination of
different strategies together at the same time. Strategies like: advancement in emission norms,
fuel quality, driving cycle, road betterment, and proper signage on roads, lesser number of speed
breakers etc.
The results outcome of this project could be helpful to the policy makers in creating the
strategies to control the city increasing vehicular pollution. The facts illustrated and mentioned in
this study are extremely useful for the expansion of the research work in coming future. Such as
master plan for emission control from vehicular sector, introduction of more CNG operated
vehicles, health assessment and impacts in urban areas due to vehicular emissions.
The capital of Uttar Pradesh is well embedded with its old heritage and monuments. The
speedy growth of vehicle density and emissions are the primary source of air pollution in
Lucknow city. Pollutants such as SO2, NOx, HC, PM, CO and TSP are there in the atmosphere
due to all anthropogenic and vehicular activities. There is a mix of complex pollutants in the
environment of the city due to number of different types of vehicles present on the roads
effecting the natural vegetation and increasing threat to human beings.

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Curriculum Vitae
GULSHAN GAUR
Email ID: gulshan.gaur89@gmail.com
Mobile No: (+91)7071501343, 8445442423
Vocational Training :
Course : Dissertation Project On Various Aspects Of Air Pollution
Duration : six months (February- July 2016)
Venue : Indian Institute of Toxicology Research, (CSIR-IITR) UP
Course : Workshop On New Technologies Or Development
Duration : fourteen days (17th 30th September 2015)
Venue : Asian Institute of Technology, BANKOK THAILAND
Course : Computer aided Drug Design
Duration : four week (June- July 2012)
Venue : JAYPEE UNIVERSITY SOLAN, H.P
Course : Data Structure And Algorithms
Duration : four week (July- August 2012)
Venue : NIIT LUCKNOW
Course : Biological Sequence Analysis
Duration : four week (January 2012)
Venue : THE BIOINFORMATICA SOLUTION, LUCKNOW
Course : Course On Computer Concepts
Duration : three Months (March- May 2015)
Institute : NIELIT, Govt. of India
Educational Qualification:
Degree/Branch School/College Board/ Year Percentage

University
SHRI RAMSWAROOP
MEMORIAL COLLEGE OF
M.tech ENGG. & MANAGEMENT AKTU 2014-16 77 % (3rd Sem.)
LUCKNOW
(Environmental engg.)
B.Tech ANAND ENGINEERING

UPTU 2009-13 62.66%
(Biotechnology) COLLEGE AGRA
12th Std/Science R.R.S.S.S. LUCKNOW C.B.S.E 2009 61.40%
10th Std/Science R.R.S.S.S. LUCKNOW C.B.S.E 2007 66.40%

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EMISSION PROFILE OF POLLUTANTS DUE TO

TRAFFIC ON AMAR SAHEED PATH ROAD,

Under the Supervision of

ENVIRONMENTAL MONITORING DIVISION

DEPARTMENT OF CIVIL ENGINEERING,

Certified that Gulshan Gaur (141229715917) has carried out the

(Mr. Rishabh Tripathi) (Mr. Gangesh Kr. Kasaudhan) (Er. A. H. Khan)

Keywords: air pollution, vehicle emission, NAAQS standards

CHAPTER 1: INTRODUCTION 01-07

CHAPTER 2: LITERATURE REVIEW 08-17

CHAPTER 3: SITE DESCRIPTION 18-25

CHAPTER 4: METHODOLOGY FOR CONDUCTING TRAFFIC SURVEYS 26-30

CHAPTER 6: RESULTS & DISCUSSION 40-57

CHAPTER 7: CONCLUSION 58-59

Table 1.1 Chronological growth data: Lucknow City 06

Figure No. Description Page No.

Fig. 1.1 Map of Lucknow City 04

Department Of Civil Engineering SRMGPC Page 1

Department Of Civil Engineering SRMGPC Page 2

1.2 LUCKNOW CITY AND AIR POLLUTION

Department Of Civil Engineering SRMGPC Page 3

Figure 1.1: Map: Lucknow City

Department Of Civil Engineering SRMGPC Page 4

Department Of Civil Engineering SRMGPC Page 5

Table 1.1: Chronological Growth Data: Lucknow City

Sq. km. %growth year (000) %growth year

1901 44.03 - 265 - 5814

1973 80.00 1.13 857 3.26 10712

1988 143.32 5.29 1224 2.50 8540

1992 159.26 3.99 1723 10.19 10819

1997 196.50 7.45 2012 3.36 10239

2011 303.63 3.89 3200 4.21 10539

2021# 414.34 3.65 4500 4.06 10861

Source: census data (# projected in Master Plan 2021)

Table 1.2: Population and Employment Projection

2001 22.45 6.17

2011 29.08 9.19

2021 44.41 13.50

2031 54.61 17.47

(Source: Lucknow Master Plan 2021, 2031)

Department Of Civil Engineering SRMGPC Page 6

Figure 1.2: Population growth in Lucknow city

1.3 OBJECTIVES OF THE STUDY

1.4 SCOPE OF THE WORK

Department Of Civil Engineering SRMGPC Page 7

Department Of Civil Engineering SRMGPC Page 8

2.1 DEATILED AIR QUALITY OF LUCKNOW CITY

Department Of Civil Engineering SRMGPC Page 9

microns, respectively, in size. (WHO Air Pollution Report 2016)

2.2 CLASSSIFICATION OF AIR POLLUTANTS

Department Of Civil Engineering SRMGPC Page 10

Sulfur dioxide (SO2)

Department Of Civil Engineering SRMGPC Page 11

Department Of Civil Engineering SRMGPC Page 12

2.3 EFFECTS OF AIR POLLUTION

Figure 2.1: Patient Suffering From Bronchitis

Figure 2.2: Human Respiratory System

Department Of Civil Engineering SRMGPC Page 14

Department Of Civil Engineering SRMGPC Page 15

Figure 2.3: Adverse effects of Air Pollution

2.4 EFFECTS OF AIR POLLUTION ON PLANTS

These effects include:

Department Of Civil Engineering SRMGPC Page 16