Current Status of the Environment

8.1 In recent years, there has been growing concern over Hong Kong's deteriorating environment. Air quality monitoring results for 1997 indicated that five of the nine air quality monitoring stations did not meet the annual average Air Quality Objective (AQO) for respirable suspended particulates (RSP). Elevated RSP concentrations are believed to be associated with higher respiratory illness and death rates. Nitrogen dioxide also contributes to poor air quality in Hong Kong. This pollutant is believed to cause respiratory irritation and other health problems. The nitrogen dioxide level has risen 20% in the 5-year period to 1997 and in that year exceeded the annual average AQO at one air quality monitoring station. The roadside Air Pollution Index reached the "very high" band nine times in February 1999. Such episodes of poor air quality were attributed to the high levels of nitrogen dioxide measured at these stations, which are typically surrounded by tall buildings.

8.2 As the air pollutants emitted from some major emission sources such as power plants are well dispersed at high levels, pollutant emissions from road vehicles manifest themselves in the form of poor street level air quality. It is estimated that transport contributed approximately 65% and 75% of the street level emissions of nitrogen oxides and RSP in 1997, respectively. To tackle the situation, Government is progressively implementing a series of control measures including the adoption of improved emission standards (Euro III) and the use of Liquefied Petroleum Gas (LPG) for taxis. The franchised bus companies are being encouraged to install diesel catalytic converters to their pre-Euro bus fleet and have planned to secure supply of diesel fuel with lower sulphur content for their buses. In addition, programmes for reduction of the number of bus stops in busy urban areas such as Central, Wan Chai and Causeway Bay are well underway. This measure will improve traffic flow and thereby reduce emissions.

8.3 The noise impact of traffic is also of concern. It is estimated that in 1997 about 429,000 people living in the vicinity of major roads addressed in the Strategic Environmental Assessment are exposed to excessive noise levels.

8.4 Many of the natural habitats in certain areas of Hong Kong support a diverse range of fauna and flora. Protecting such natural resources is an important consideration in the development of new transport infrastructure.

Environmental Conditions in 2016

8.5 The results of the Strategic Environmental Assessments show that the implementation of the various control measures on vehicle emissions being put forward by the Government initiatives will generally reduce vehicle emissions and improve the environment in the short term. However, the magnitude of reduction is not sufficient to bring the air quality in compliance with the AQOs. There will continue to be non-compliance with the AQOs under different scenarios in 2016.

8.6 With regard to noise impact, the predicted noise exposure is measured as a combination of the number of people affected by excessive noise and the degree to which they are affected. This indicator is anticipated to increase by up to half by 2016 under the high growth scenario, and is largely a result of increase in heavy vehicles. A low rate of growth in traffic demand still shows deterioration as compared with the 1997 baseline year situation. It is obvious that if the heavy vehicle issue is not tackled, the road traffic noise problem is unlikely to see any significant improvement. CTS-3 has suggested a number of noise mitigation measures for alleviating the noise impact.

8.7 The CTS-3 transport development scenarios have protected areas of conservation importance through the avoidance of ecologically valuable areas identified as constraints in the Study. The scenarios will, however, inevitably lead to loss of habitats of less ecological importance. The follow-on project-specific Environmental Impact Assessments should ensure that no unacceptable ecological impacts would result from the development of transport infrastructure.

Measures for Further Consideration

8.8 A growth in vehicle emissions will inevitably contribute to the deterioration of air quality in Hong Kong. Even with the proposed emission control standards in place, by 2016 emissions from road vehicles will increase under the medium and high traffic growth scenarios.

8.9 The higher the rate of increase in traffic volumes, the sooner the benefits of short term reductions in emissions will be lost. Therefore, additional measures will be required to manage vehicle use and reduce emissions from road transport. CTS-3 has identified some environmental improvement measures and recommends them under their respective areas in the transport planning context. These measures include:

  • Integrated land-use and transport planning to reduce the need for travel;
  • More extensive rail network and promoting trunk and feeder services to maximise rail usage;
  • Better co-ordination of different transport modes;
  • Park and ride facilities;
  • Application of new technologies in traffic management to relieve congestion;
  • Pedestrianisation, possibly along with cycling facilities; and if necessary,
  • The more drastic measures such as restraining the growth and usage of vehicles.

8.10 In addition to the above package of measures, CTS-3 has also identified a number of possible environmental measures which might be considered to further improve air quality and the noise environment. These measures include:

  • Alternative fuels such as diesel with low sulphur content for heavy goods vehicles and buses, and LPG for public light buses;
  • Tailpipe emission reduction measures such as diesel catalytic converters and particulate traps;
  • Limiting vehicle fleet age;
  • Traffic demand management measures;
  • Strengthening the inspection and maintenance programme for vehicles;
  • More stringent noise emission standards;
  • Engine encapsulation;
  • Low noise road surface;
  • Retrofitting existing roads (e.g. noise barriers);
  • Putting new roads underground;
  • Speed regulation;
  • Expanded river trade terminal operation;
  • Freight rail; and
  • Alternative vehicle types such as trolley buses and fuel-efficient vehicles.

Further studies will need to be conducted into the feasibility and cost effectiveness of some of these measures, including the controversial ones such as restraining the growth or usage of vehicles. The timing and extent of such measures would however depend on prevailing circumstances and public acceptance.

 

 

 

 

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