HARDLY BREATH:

~DETERIORATING AIR~

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Hazy sky has become a common view in Hong Kong. Standing either on Kowloon or Hong Kong side, you can hardly see the other side across the Victoria Harbour clearly. If you see a clear sky one day, you will be very lucky

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Air quality deterioration is getting mounting concern among the public in Hong Kong, especially its adverse impacts on human health and Hong Kongˇ¦s competitiveness to attract foreign investment. In March 2000, the Air Quality Index (API) at Central air monitoring station hit a historical new peak at 174. The hospital admission rate rose sharply subsequently, and two deaths were diagnosed to be due to fatal irritation to respiratory systems.

Comparing five major air pollutants, namely NO2, SO2, O3, CO, and particulate, NO2 and particulate matter constitute an important factor in the overall air quality in Hong Kong (Lam et al., 1998). Vehicle emission is the dominant air pollutants emitter within the city, accounting approximately 52 % of fine particles and 33 % of NOx in 1997 in Hong Kong (PELB, 1999).

Over the past decade, vehicle numbers grew by 30 % from a total of 379,459 in 1991 to 504,000 in 1999. It is estimated in the Third Comprehensive Transport Study (CTS-3), conducted by the Transport Department of HKSAR, that the number of private cars will reach 618,000 and goods vehicle will be 185,000 in 2016.

Among the vehicle fleet, the diesel-fueled vehicle is of an overwhelming source, with the petrol vehicle playing a relatively minor role. In Hong Kong, 30 % of vehicles have diesel engines, compared with 19 % in Japan, 17 % in Singapore, and 10 % in the UK. The diesel vehicles account for 70 % of all vehicles kilometers traveled each year. As a result, over 90 % of particulate matter and 75 % of NOx are emitted from the diesel-fueled vehicles (Planning, Environmental & Lands Bureau, 1999).

It results in the worsening of urban air quality, revealed by the rising trend of NO2, Total Suspended Particulate (TSP), and Respirable Suspended Particulate (RSP) over the past decade. It is particularly true in the busy areas such as Mongkok, Causeway Bay, and Central, where non-compliance of Air quality Objectives is usually recorded.

                          

           

Vehicle emission contributes most to the air pollutants within urban areas. For the whole Territory, in fact, emission from power plant is of particular concern. Still relying on the coal as fuel for generating electricity, power plants account for over 65 % of SO2 and 45 %of NOx emission in Hong Kong.

Transboundary air pollution is also of major concern. One of the hot issue is transboundary traffic, as the transboundary vehicles are mostly running on the low-quality diesel fuel containing high sulphur content. It directly worsens the air quality of both Hong Kong and mainland China. Moreover, the industrial activities in South China are mostly operated without proper control of air emission. The dispersion of air pollutants must have transboundary effect in the neighbouring cities to certain extent. It is acutely obvious during winter dominated by northerly and north-westerly winds. It has been suggested by some scientists that the proportion of local and transboudnary sources are 70 % and 30 % respectively (Barron, 1998).

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Taken Measures (Highlights of Progress)

Objectives

Measures Taken

Effects

(A) Reduce emissions from diesel fleet

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  • Introduction of low-sulphur content (0.05 %) diesel in 1997.
  • Reduction of SO2 from individual vehicles by 90 %.
  • Vehicle emission standards tightened since 1992, with the introduction of EURO II emission standards for newly registered vehicles since 1997.
  • For vehicles complying with the EURO II standards, NOx and RSP can be reduced by 20 % and 80 % respectively.
  • Completion of one-year trail of LPG taxis in 1999, and aim at all new taxi using LPG starting end 2000.
  • Will eliminate RSP emission from individual diesel taxis and reduce overall RSP emission from vehicle fleet by up to 30 %.

(B) Reduce emissions from petrol vehicles
  • Introduction of unleaded petrol in 1991, and complete ban on leaded petrol since 1 April 1999
  • No leaded vehicle on road eliminating lead emission from vehicles
  • Installation of catalytic converters and trade in incentives for old private cars
  • More than 75 % of petrol vehicles now have catalytic converters.
  • For vehicles complying with new standards, both NOx, HC and CO can be reduced by 90 %.

(C) Reduce emissions from power generation
  • Use of flue desulphurization, low nitrogen oxide technology and natural gas fuel.
  • SO2 emissions fell from 131,600 tonnes in 1991 to 52,659 tonnes in 1997.
  • NOx emissions fell from 149,000 tonnes in 1991 to 55,723 tonnes in 1997

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Proposed Initiatives - Looking Ahead

  1. All diesel taxis and light buses to be replaced by 2005.

  2. Other pre-EUROP standard diesel vehicles, such as buses and heavy good vehicles, to be retrofitted with diesel catalysts or particulate traps by 2002.

  3. Introduction of Ultra-Low Sulphur diesel fuel, with 0.005 % sulphur content, starting from government fleet and franchised buses.

  4. Implementation of a more stringent EURO III emission standards for new vehicles in 2001.

  5. Tougher action of advanced smoke test with the aid of chassis dynamometer, and penalties for smoky vehicles and the use of sub-standard diesel fuel. The latest penalty amount, starting from 1 December 2000, is $1000.

  6. In a bigger picture, a regional strategy is being investigated. A joint study between Hong Kong and Guandong Province is underway, due in early 2001, to formulate long-term air pollution preventing measures and look at adopting common standards for diesel fuel quality.

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