International Experience and Best Practices - Clean Air Initiative

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of Interviews at the end of this report). Detailed case studies of two cities were prepared: Mexico City and Delhi. 10 Countries examined in less depth include Chile, Argentina, Cost Rica, Philippines, Thailand, and other Asian Countries. Industrialized country experience was reviewed for the U.S., the European Union, Canada, and Australia. 1.2. Structure of the Report In designing and implementing an I/M program, policy-makers must grapple with an array of questions: 14 • What institutional design can best accomplish the goals of I/M? • What emission standards should apply, and what testing procedures should be used? • How can government ensure a high level of compliance with I/M standards? • How can government ensure that the following key resources are in sufficient supply? – Financial resources—for typically a multi-million dollar undertaking – Institutional capacity—especially in the vehicle service sector – Political support—critical for the I/M program to survive Chapters 2 through 5 are organized around these key questions. These chapters reflect a fairly broad consensus on the best practices that lead to a successful I/M program. This consensus is embodied in recent studies by prominent experts, 11 in the recommendations that emerged from several donor-sponsored forums held in the past several years, 12 and in the research conducted for this report. Chapter Two addresses basic institutional design questions such as: who does the testing and where? What tasks are best done by the public sector and what tasks are best done by the private sector? How is oversight best accomplished, holding public and private actors responsible for carrying out their tasks? What coordination 10 These two cities were chosen on the basis of several factors: availability of existing literature; first hand experience by authors; varying degrees of program effectiveness; and geographic diversity. 11 Especially valuable are: Faiz, A., C. Weaver, and M. Walsh, Air Pollution from Motor Vehicles. Washington DC: The World Bank, 1996; Kolke, Reinhard, Module 4b Inspection & Maintenance and Roadworthiness, prepared for GTZ Sustainable Urban Transport Project, 2002; Rogers, John, “Lessons on Audit Quality Assurance Mechanisms,” presented at Workshop on Strengthening Vehicle Inspection & Maintenance, sponsored by Asian Development Bank, Chongqing, China, November 7-9, 2001; Rogers, John, Assessment of the Pollution Under Control Program in India and Recommendations for Improvement, prepared for the South Asia Urban Air Quality Management Program, World Bank, October 2002; Asian Development Bank, op. cit.; Weaver, C. and L. Chan, op. cit. 12 Prominent among the recent donor-sponsored fora are: • Asian Development Bank, Strengthening Vehicle Inspection and Maintenance, November 7-9, 2001, Chongqing, China . • Global Initiative on Transport Emissions, Regional Workshop on Transport Sector Inspection and Maintenance Policy in Asia, December 10-12, 2001, Bangkok, Thailand . • World Bank, Reducing Emissions from In-Use Diesel Vehicles in Developing Country Cities: Challenges, Opportunities and Costs, January 17, 2003, Washington DC, USA . • Clean Air Initiative-Asia, Better Air Quality 2003, December 17-19, 2003, Manila, Philippines .
and management issues are likely to arise among different levels of government and between ministries, and how can they best be addressed? Should policymakers launch comprehensive I/M programs for all vehicles? Or take a phased approach? Chapter Three addresses the issues of the appropriate emissions standards that in-use vehicles should meet and the test procedures for measuring those emissions. These elements involve questions such as: What standards should apply to various vehicle types (e.g., trucks, buses, taxis, personal cars, motorcycles, and other two- and threewheeled vehicles)? How should standards vary by age of vehicle or type of engine (e.g., diesel, 4-stroke gasoline, 2-stroke gasoline)? Should testing be done in a quick, lowcost way with the engine idling, or with a longer, higher-cost but more reliable procedure involving placing the vehicle on a dynamometer (or treadmill)? Many of these questions are highly technical in nature but also involve critical policy questions such as: How many vehicles are likely to fail the test? How will this affect public acceptance of the I/M program? How expensive is the test procedure? Can the costs be recovered by inspection fees? Or are subsidies needed? Chapter Four examines how government can ensure that drivers bring their vehicles in for testing and carry out the necessary maintenance and repairs. How can government promote compliance in general among drivers? How can government best identify violators of I/M rules and take enforcement actions? This key behavioral aspect of I/M programs is sometimes given inadequate attention by policymakers. Chapter Five explores key resource issues in both the public and private sectors: How much do I/M programs cost and how should those costs be recovered? What are appropriate levels of inspection fees? When, if ever, should I/M programs be subsidized? Do institutions and individuals have the knowledge and training they need to perform the roles they are assigned? Political support is a key resource as well: how can adequate political support be generated and maintained during design and implementation? Chapter Six provides a summary of key conclusions and recommendations for donor activities. The Appendixes to this report provide a brief review of studies of the air quality benefits of I/M programs and two case studies of I/M programs (Mexico City and Delhi) that provide further support for the report’s conclusions. 1.3. The Fundamental Challenges in I/M A key message of this report an emphasis on how hard it is to implement an effective inspection and maintenance program. Typically, an I/M program requires massive behavioral change among thousands (or up to millions) of drivers; among those who test and repair vehicles; and, among those who manage, oversee, and enforce such programs. Drivers must restrain their instincts to cheat on tests and/or offer bribes to pass inspection. Inspectors and mechanics must restrain their tendency to conspire with drivers and pocket bribes. Contrast this scope of behavioral change to that associated with some other steps in reducing air pollution. Improvements in new vehicle standards can focus on the actions of a handful of manufacturers. Improvements in fuel quality can focus on a 15
Page 1: Bureau for Economic Growth, Agricul
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for doing something about air pollu
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land or facilities could be conside
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6. SUMMARY OF BEST PRACTICES As not
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Managing Resources Policymakers sho
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Enforcement and Compliance Promotio
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APPENDIX A. AIR QUALITY BENEFITS Id
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I/M was first introduced in Chile i
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evenues being spread too thin, crea
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inclined to solicit bribes see an a
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In Delhi, four government employees
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Anecdotal evidence suggests that mo
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LIST OF ABBREVIATIONS ADB Asian Dev
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LIST OF PERSONAL COMMUNICATIONS Jon
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Gwilliam, K., M. Kojima and T. John
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U.S. EPA, Office of Transportation
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International Experience and Best Practices - Clean Air Initiative

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