Clear The Air News Blog Rotating Header Image

EPD

PM2.5 and Ultrafines’ regulations in Hong Kong – like the particulates, they are invisible ! Hong Kong Government puts infrastructure , Zhuhai road bridge and 3rd runway before health.

from James Middleton dynamco@netvigator.com
cc EPD HKG <enquiry@epd.gov.hk>
date 9 September 2011 08:55
subject

Clear the Air  has been looking in vain for legislation on PM2.5 and Ultrafines’ particulate matter regulations in Hong Kong – like the particulates, they are invisible !

SAR Hong Kong Government puts infrastructure , the Zhuhai road bridge connecting its 50% investment at Zhuhai airport to the proposed 3rd runway at its other airport investment before Hong Kong citizens’ health.

After all, if they adopted the WHO Air Quality Standards in Hong Kong no Environmental Impact Assessment Permit would ever be granted here !

Developer First, Health Last !

DOWNLOAD PDF : Ultrafines

Climate change

The South African Weather Bureau, together with the Fraunhofer Institute in Garmisch, Germany, maintains a research laboratory at Cape Point to monitor longterm changes in the chemistry of the earth’s atmosphere, which may impact upon climate. The laboratory, which was architecturally designed to blend into the western slopes of Cape Point , is one of the World Meteorological Organisations’ 20 Global Atmosphere Watch (GAW) stations.
It monitors environmentally important air components, including trace gases like ozone, methane and carbon dioxide, as well as solar radiation and various meteorological parameters.   The air at Cape Point is regarded as being particularly pure for most of the time, thereby providing insights into such phenomenon a stratospheric ozone depletion and climate change.

http://gaw.empa.ch/gawsis/reports.asp?StationID=35

Critics say the environmental protection department is not independent when vetting ecological impact assessments submitted by developers

South China Morning Post – 19 July 2011

Green activists like to joke that environmental impact assessments are “invincible”. They are compiled, tabled, commented upon – but never rejected.

The joke is not far off. Just seven EIAs have been turned down, compared with 162 approved, since the reports were mandated in 1998, according to the latest figures available on the Environmental Protection Department’s website.

Why?

Critics say that the biggest reason for this imbalance is that the EPD is not independent enough. It’s a branch of the government – the same government that, in many cases, is seeking an environmental ruling, or is the beneficiary of a positive decision. Since 1998, the government has been the biggest subscriber to the environmental impact assessment process. It filed 123 reports to the EPD for approval, compared with 73 submissions from the private sector, according to the Post’s analysis.

The biggest single client has been the Civil Engineering and Development Department – the government department responsible for new town development, reclamation projects and land formation – which requested 51 reports. Next came the Highways Department with 26 reports and the Drainage Services Department with 22 reports. The EPD itself submitted eight reports; all were approved.

Paul Lam Kwan-sing, a professor specialising in marine life, chairs the Advisory Council on the Environment, which must clear a project before the department approves it. He disagrees that the EIA process is just a rubber stamp. He said that only a few assessment reports were rejected because consultants had sought advice from various government departments as they compiled their reports.

However, he agreed that the system could be improved by forming a pool of international experts who would review the reports and advise council members on the shortcomings of the consultancy studies.

“I believe council members are very committed. But it is difficult for them to comment on technical issues without certain expertise,” Lam said.

An EPD spokesman said the EIA process was objective and transparent, requiring that issues raised by the public and the council were addressed before a decision could be made. But Mike Kilburn, of the think tank Civic Exchange, says there’s a problem, and it goes back six years, to when the top posts at the watchdog were taken over by policy bureau administrators.

“Up until 2005, the director was an environmental scientist, a career scientist who understood the ordinance and the science, but this is no longer the case,” Kilburn said. “The director no longer has his professional judgment as an environmental scientist to rely on.”

Kilburn said the merger blurred the roles of the director and led to conflicts of interest.

“The key role of the director is as a regulator. And when the role of a regulator is combined with the role of somebody whose job is to deliver policy outcome, he has a blurred distinction, which could possibly lead to a conflict of interest, particularly on government projects,” he said.

The problem doesn’t end there.

The consultants who write the EIA studies are hired by the people pushing for projects to be approved.

“The current EIA arrangement is for the project proponent to hire the consultant for the study, and this calls the consultant’s independency into question,” said Edwin Lau Che-feng, director of Friends of the Earth. Most of those consultants hail from a small group of large consulting firms, the Post found. The 196 studies compiled in the past 13 years were produced by approximately 30 firms. Just three of them – ERM Hong Kong, Maunsell Consultants Asia, and Ove Arup – accounted for about 35 per cent of the reports. The same three also accounted for a third of the studies commissioned by the government.

Most of the studies were large-scale projects like power infrastructure, site formation, and rail and road development.

There is no estimate as to how much these firms were paid, because the cost of a study usually depends on the scale of a particular development. The cost estimate is usually buried in the engineering feasibility budget.

While there is no evidence to suggest the consultants would distort their studies to suit their employers, some critics said these big players, with their long experience, can easily get around the EIA requirements with their technical expertise.

“They know well the technical tricks by adopting different modelling methods for their purposes,” said Roy Tam Hoi-pong, president of Green Sense.

Unlike doctors, lawyers or accountants, there are no professional bodies governing the consultants’ qualifications, standards, ethics and discipline. The closest equivalent is the Hong Kong Institute of Environmental Impact Assessment. But it is not a statutory body such as the Medical Council and has only loose control over its members.

Andy Brown, executive director of Kadoorie Farm and Botanic Garden, said there was great room to improve the quality, accountability and professionalism of environmental consultants and transparency of the EIA.

“The EIA report should list all consultants involved, their credentials, exact role, time input, with time and date of surveys provided,” Brown told lawmakers in a recent meeting on the need for an EIA review. At present, reports present the name of the company but not the individuals involved, nor survey details.

Brown says too many studies appear to have been done on the cheap.

“The quality of some of the ecological surveys and assessment can be rather variable,” he said. “This is due to market competition forcing consultants to carry out ecological surveys at the lowest possible cost and in the shortest possible time. There is also the possibility of hiring people without the expertise and experience needed.”

He proposed that the EPD maintain a registry listing professional consultants’ training, expertise and experience.

An independent committee should be set up to provide scientific advice to the Advisory Council on the Environment in scrutinising EIA reports.

The last environmental impact assessment report rejected had nothing to do with Hong Kong. It was the Tonggu Channel dredging project, proposed by the Shenzhen port authority to enable the Shekou container cargo terminal to expand in May 2005. The project was pronounced dead by Keith Kwok Ka-keung, an administrative officer and then the department’s chief.

The rejection, based on the assessment report’s failure to adequately assess the environmental impact and risks to the Chinese white dolphin, came just two months after Dr Rob Law, an environmental scientist, chose to leave the top post after 24 years with the watchdog.

Law was remembered for rejecting the impact assessment of the Lok Ma Chau rail spur line project, which was originally designed to traverse the bird haven at Long Valley, in 2000. The project was proposed by the Kowloon-Canton Railway Corporation, a public-funded body, and managed by a former top official, Yeung Kai-yin.

The current director of environmental protection, Anissa Wong Sean-yee, has not rejected a single one of the more than 70 assessment studies she has handled. A former administrative officer, she took over from Keith Kwok Ka-keung in 2006.

Watchdog upholds air quality complaint

South China Morning Post — 8 May 2011

The Ombudsman has upheld a landmark complaint from an environmental group which accused the Hong Kong government of dragging its heels over setting new air quality standards.

After a five-month investigation, the watchdog – which has become increasingly vocal in its criticism of officialdom – said the government should set out a timetable for new air quality objectives to give the public a clear picture of progress.

Yesterday, Friends of the Earth, which lodged the complaint with the government watchdog in November, welcomed the decision but expressed frustration that the Ombudsman had not found officials guilty of maladministration.

The green group’s senior environmental affairs officer, Thomas Choi Ka-man, said they received a letter on Friday from the watchdog confirming their complaint had been upheld. Choi said his organisation was pleased but added: “We are disappointed as the department’s delay is not considered maladministration.”

Last night the Environmental Protection Department (EPD) said it welcomed the Ombudsman’s report but added that it was already reporting progress on the matter to the Legislative Council every six months.

“We welcome the reply of the Ombudsman regarding the complaint about the Air Quality Objectives (AQOs) Review. We are also working closely with the concerned bureaux and departments and other stakeholders with a view to drawing up a practicable timetable.”

The department also said the proposed air quality improvement measures covered a wide range of issues and cut across a number of often complicated policy areas. “The government needs to analyse in detail the different views collected and assess their impacts on the relevant policies in order to fully consider and co-ordinate the implementation of the recommended measures. We are pleased to note that the Ombudsman accepts that the government would need more time to achieve consensus within the community.”

According to Friends of the Earth, the Ombudsman’s letter said: “To improve air quality, the department should not only focus on amending the objectives alone without complementary measures. From an overall prospective, the situation has not constituted maladministration.

“However, there are increasing public expectations for better air quality following the public consultation. Our office [Ombudsman’s office] believes that even though the department may have encountered difficulties in setting new air quality objectives and in carrying out measures, it still needs to set out a timetable and explain to the public the progress and difficulties.

“It [the department] should put in place the new air quality objectives as early as possible,” the letter said.

The Ombudsman’s office refused to comment on its letter to Friends of the Earth.

In January, the Ombudsman pledged to investigate why the government had yet to set new air quality objectives even though it had conducted a review of air standards three years ago and invited public comment last year.

The government commissioned a consultant to review the objectives in 2007. It came up with a public consultation document that proposed a new set of standards recommended by the World Health Organisation.

But a year after people gave their views on the public consultation document in November 2009, officials are still not saying when new objectives will be introduced. The delay has added to doubts about the government’s determination to improve air quality, which has worsened year after year at street level.

A question of quality – The HK Macau Zhuhai Bridge

South China Morning Post — 5 May 2011

The recent court ruling quashing the approval of the environmental impact assessment of two Hong Kong sections of the Hong Kong-Zhuhai-Macau bridge will not just delay the start of construction of this project. It may also hold up the environmental approvals for the Environmental Protection Department’s planned waste incinerator at Shek Kwu Chau.

The air quality impact assessments of the delta bridge project and the incinerator cover overlapping areas of North Lantau close to the airport and Tung Chung. One of the objectives of the assessments is to forecast the cumulative impact of these projects on air quality in the area. Since the approval for the delta bridge project has now been quashed, we need new environmental assessments to tell us how much pollution the delta bridge project will contribute.

Let us hope that some of the dubious assumptions underpinning the bridge study will be corrected. For example, the previous study assumed that emissions from road traffic in North Lantau will double from 2016 to 2031. Yet, the incinerator study assumes that such emissions will fall by half over virtually the same 15-year period.

Both studies assume there will be no expansion of capacity at Hong Kong International Airport – a major source of nitric oxide and nitrogen dioxide emissions – after it reaches its current operating capacity in 2020. This implies there will be no third runway at Chek Lap Kok, a questionable assumption.

When it comes to preparing environmental reports, there seems to be little disincentive for making up assumptions. The law makes those who offer shares to the public liable for damages if the prospectus contains false or misleading statements. But such liability does not apply in environmental studies; people whose health may have suffered as a result of a study’s wrong assumptions will have great difficulty suing those responsible for issuing the report.

The time to challenge questionable assumptions in these reports is during the statutory consultation period, so the project proponent can either substantiate them or correct them before the reports are approved.

Many important assumptions that underpin air quality assessments are buried in the input files for the computer models used to carry out studies. In the delta bridge case, the applicant said there was not enough information about the assumptions fed into the computer model that simulated the dispersion of air pollutants across the region. The judge decided that these concerns should have been raised during the public consultation and it was too late to raise them in a judicial review.

The applicant also questioned whether the model was even capable of making reliable forecasts of future air quality, given that the projected regional emission sources may not be accurate. The judge said that issue also had been raised too late.

Legal challenges to environmental assessment reports, which up until now have been rare, are becoming more likely. The Environmental Protection Department has allowed air quality to deteriorate so far that almost any major new infrastructure project will cause further breaches of Hong Kong’s air quality objectives. Ozone and nitrogen dioxide concentrations are already well over the legal limits and are getting worse.

Hong Kong’s air quality bucket is already full to overflowing and the government urgently needs to take action to remove as much avoidable pollution from the bucket as it can to make room for new projects. No one is buying the argument there is still room in the bucket for another project, and there is growing public pressure on the government to reduce the size of the bucket by tightening the air quality standards.

The solution is clear. The government should start implementing some of the measures to improve air quality that it proposed in the environmental department’s 2009 consultation paper on air quality benchmarks.

There has been much speculation about the motives of those who helped Chu Yee-wah with her case against the department. As one of those people, I am happy to confirm that this case was all about protecting the environment. May I ask instead, who are the individuals preventing the department from implementing the measures it proposed in 2009 to improve air quality? It seems that they are the ones holding up the government’s infrastructure projects.

David Renton is a partner at Baker Botts law firm and was a member of the legal team that advised the successful applicant in the Hong Kong-Zhuhai-Macau bridge case

It’s no good blaming the weather for pollution

South China Morning Post –  29th April 2011

It’s that air pollution blame game again. Less rain and stronger sunshine are the reasons given by the Environmental Protection Department for Hong Kong’s increased pollution levels during the first three months of the year. In recent years, we have also been told that dust clouds, climatic systems or factories in Guangdong are responsible. But let us be clear – it is us and no one else behind the bad air.

A department spokesman said earlier this week as yet another batch of poor figures were released that dry weather meant pollutants would stay in the air longer. Less cloud cover caused solar radiation, which formed photochemical smog. These reasons may go a way to explaining why the air pollution index was at a “very high” level for about a third of the period. They do not answer the question of how the pollution got there in the first place, though.

Meteorology is not required to answer it. It is caused by emissions from our vehicles, vessels and fossil fuel-burning power stations. Weather patterns can blow bad air our way, as last year, when dust from northern deserts choked our skies. In past decades, when Guangdong truly deserved the tag “factory of the world”, the polluted air from furnace smokestacks certainly did waft our way with the right conditions. At street level and for most of the time above our heads, though, the unhealthy air we breathe is our own making.

There has been progress. Government rules, guidelines and incentives have meant a marked decrease in some pollutants. But others are rising. The quarterly figures show that levels of roadside nitrogen dioxide from vehicle emissions, which can cause respiratory problems like asthma and bronchitis, went up 21 per cent. No wonder air quality in areas where traffic is heaviest and most congested, Central, Causeway Bay and Mong Kok, was worst.

We have got the ways and means to improve our air and make it safer. Laws and better standards will make all the difference. The existing voluntary schemes clearly do not work. Ignoring the causes and putting the blame on the weather is not a solution.

Business First

South China Morning Post — 25th April 2011

Eva Cheng probably doesn’t even realise it, but our transport and housing secretary has given us a valuable peek into how this government sees its priorities. When a court ruled against the government last week on a crucial environmental issue, it said the government had done too little to determine how much the Hong Kong-Zhuhai-Macau bridge would worsen our air quality. Cheng’s reaction to the ruling confirmed as fact a suspicion long held by many. Let me repeat her words: “I think it’s regrettable that this course of action has been taken.”

Those few words tell us a lot about how the government thinks. They scream out that the government cares more about building a bridge than about the quality of air you and your children breathe. Why else would Cheng find it regrettable that an elderly and ailing woman challenged in court the adequacy of the government’s study on what environmental damage the bridge would cause?

Chu Yee-wah, a 65-year-old retiree who lives in Tung Chung, is worried the bridge, with its heavy traffic, would worsen her diabetes and heart condition. But Cheng showed no sympathy for the woman, only disappointment that the bridge could be delayed, adding to the construction cost. Her rebuke of Chu’s legal action was the government’s way of telling us it sees the bridge as more important than the damage it could cause to our health.

It is instructive to note that it was the transport minister who reacted to the court ruling, not the environment minister. That again tells us where this government’s priorities lie. Cheng’s job is to make sure Hong Kong’s transport infrastructure functions smoothly, not only for residents but for business. Environment Secretary Edward Yau Tang-wah’s job is to safeguard Hong Kong’s environment. But he was mute when the court found the government had not done enough to safeguard the environment from the bridge. His role became subordinate to Cheng, who was not pleased that the lawsuit had hurt an important part of our transport infrastructure to facilitate trade with the mainland.

Shouldn’t Yau be defending Chu? All Chu did, after all, was to allege the government had done an incomplete job in assessing the environmental impact of the bridge. The court agreed. It faulted the government for studying only what the air quality would be like with the bridge in place. It said the government should also have studied what the air quality would be like without it. Surely, this makes sense.

But the government argues its duty is only to see if air quality is still within the standard it has set with the bridge in place. That is not safeguarding air quality. It is allowing air quality to worsen to the government’s much criticised and outdated standard.

Instead of mulling over an appeal, which the government is doing, Yau should thank Chu for helping him do his job. Her legal challenge exposed a serious flaw in how the government decides if a development project damages the environment. It also shows that the government’s obsession with aiding the business sector – the bridge further opens the Pearl River Delta region – comes at the expense of the public’s health.

It doesn’t have to be that way. A government that claims to care about the environment should feel obliged to compare air quality with and without the bridge before rushing to conclude the project can proceed. That is the honest and right thing to do. It doesn’t mean we must give up the bridge even if an honest investigation shows that having it would make air quality far worse than now. It simply means we must find ways to have the bridge without significantly worsening air quality. There is no reason why we can’t have our cake and eat it too.

But that requires a sea change in the way our bureaucrats think. If they don’t believe people should come before things that aid business, they can at least treat the two as equally important. But do you see anything that says our bureaucrats put people first? Do you see parks instead of shopping malls, harbourfront walks instead of flyovers, historical buildings instead of skyscrapers?

Development of Organic Waste Treatment Facilities, Phase 2

Download (PDF, 506KB)

Tight caps on power firms’ pollution

Last updated: September 17, 2010

Source: South China Morning Post

Clearer skies, dearer electricity in prospect

Hong Kong’s two power companies have been ordered to reduce emissions of major pollutants by up to 64 per cent in the next five years.

While the measures should improve general air quality, they will do nothing to reduce roadside pollution.

And they could push up power bills. The targets the government has set the companies – CLP Power (SEHK: 0002) and Hongkong Electric (SEHK: 0006) – require much greater use of natural gas, which is dearer than coal.

The companies will be required to raise the share of natural gas used for generation from 39 per cent this year to 52 per cent in 2015. The government said gas prices would determine whether consumers have to pay more for electricity.

The new pollution caps mean overall cuts in emissions of 50 per cent for sulphur dioxide, 35 per cent for nitrogen oxides and 34 per cent for respirable suspended particulate.

All three cause respiratory symptoms and disease and can aggravate conditions such as asthma. Particles can cause more severe problems by lodging in the lungs. Nitrogen oxides can also combine with oxygen to form the pollutant ozone and can cause acid rain.

The Environment Bureau announced the new caps three months before the companies’ deadline for meeting the current targets, set two years ago. According to the latest available figures, for last year, they had only achieved the one for nitrogen oxides.

The companies face fines of HK30,000 for every tonne by which they exceed any of the caps. Fines are doubled for second and subsequent offences and senior executives face up to six months in jail.

Greenpeace campaigner Prentice Koo Wai-muk welcomed the greater use of natural gas in generating electricity but criticised the government for delaying its review of air quality objectives, which should have been completed a few months ago. The current objectives date to 1987.

“With more natural gas [being used], the objectives should be tightened immediately,” he said.

WWF senior campaigner Angus Wong Chun-yin said tighter caps would improve regional air quality but the city needed more measures to mitigate roadside pollution.

In a paper prepared for discussion by the Legislative Council next week, the bureau said it had taken new factors into consideration in setting the caps, which are subject to review after three years.

“To realise the maximum emission reduction potential of the power sector, the distribution of the emission allowances can no longer be made based solely on consideration of the respective share of local electricity generation of the two power companies,” it said.

For the first time, the companies have been set different targets. CLP, which generates a greater proportion of its electricity from gas, will have to reduce its sulphur dioxide output by 64 per cent, whereas Hongkong Electric will have to cut its emissions of the pollutant by only 28 per cent.

A bureau spokesman said CLP had been set a tighter cap on sulphur dioxide emissions since it was not using to the full its existing gas-fired generation units. This was because it could not secure sufficient supplies of gas, but a recently signed memorandum of understanding on energy co-operation with the mainland would enable it to source more gas by 2015. Hongkong Electric had much less scope for increasing natural gas use, the spokesman said.

CLP said in 2006 the reserves in its Yacheng gas field off Hainan were lower than expected and it would have to burn more coal in order to conserve them.

Natural gas accounted for just 24.7 per cent of CLP’s fuel mix last year despite its big gas-fired power station at Black Point.

Hongkong Electric has only two gas-fired units but natural gas made up 30 per cent of its fuel mix this year.

The bureau said it had also looked at the extent to which the companies could switch from coal-fired to natural-gas generation and further reduce emissions through the use of new technology.

A CLP spokeswoman said the company supported moving towards higher air quality standards but compliance could be restricted by other factors such as the lack of timely availability of natural gas. A spokeswoman for Hongkong Electric said the city needed a long-term policy on increasing natural gas usage to assist its negotiations with gas suppliers.

Panel on Transport and Panel on Environmental Affairs

Legco panels discussed reducing or reorganizing bus trips this morning.

Legco panels discussed reducing or reorganizing bus

Clear the Air, Edited by Ryan Chan

22nd Jan, 2010

Bus is one of the main sources of air pollution in Hong Kong. According to the document of Legislative Council, on a territorial basis, franchised buses accounted for about 6% of respirable suspended particulates and 11% of the nitrogen oxides of road transport emission in Hong Kong in 2008. At busy traffic corridors, they could account for up to 40% of the total vehicular emissions. Therefore reducing or reorganizing bus trips is an effective way to mitigate the roadside air pollution and hence the health risk to the people. Thats why Panel on Transport and Panel on Environmental Affairs met together to discuss about the issue.

In this meeting, many Legislative members made suggestions to the issue. They knew that reorganizing bus trips can help to reduce air pollution in Hong Kong. For example, Mr. Wong Kwok-hing mentioned that the citizens are willing to interchange between different bus trips as they want to improve air quality in Hong Kong. Mr. Kam Nai-wai had another opinion; he thought that reorganizing bus trips per se cannot solve the problem. In order to improve the air quality in Hong Kong the government needs to phrase out the use of per-euro buses promptly, and introduce environmental friendly vehicles. Some of the members stated that the Government did not provide enough information for the citizens to judge the effect of the policies. If there are research and data about different policies, the citizens can distinguish which policies is better for improving air quality.

After discussed for an hour, Ms. Audrey EU Yuet-mee concluded the meeting with two suggestions:

  • l Require Ms. Carolina YIP, Deputy Commissioner / Transport Services & Management, Transport Department to draft a report about the effect of switching to updated Euro buses in Hong Kong to be a reference to the citizens.
  • l Require Transport Department to draft a list of bus trips that can be reorganized or reduced. The list is useful for the District Council to discuss the issue. At the same time, the impact on the bus drivers brought by the reorganization of bus trips needs to be calculated, and being reported by the Transportation Department.

The citizens are not familiar with the effect of the policies about reducing or reorganizing bus trips. If government can do a research about that, the data collected can be a reference for the citizens. If they know that the policies are good to their health, we are sure that they will support the policies, just like what Mr. Wong Kwok-hing had mentioned in the meeting.

立法會交通事務委員會及環境事務委員會聯席會議

巴士是香港空氣污染的其中一個源頭,從立法會的文件,我們可以看到:「專營巴士在2008年排放的可吸入懸浮粒子和氮氧化物分別佔該年全港整體車輛的有關總排放量約6%11%。但在繁忙的交通幹道,專營巴士的廢氣排放量佔總車輛廢氣排放量可高達40%。」因此,重整或減少巴士班次是一種有效的辦法來減少路邊空氣污染,從而降低對市民大眾所構成的健康風險。立法會交通事務委員會及環境事務委員會就為這個議題作出討論。

2010/1/22的聯席會議中,不少議員都提出建議,希望可以儘快重整巴士路線。而其中有不少議員都明白到重整巴士路線對空氣質素有一定的幫助,如黃國興議員指出,有些市民為了改善空氣質素是不介意轉車的,所以政府就更應該要做。而甘乃威議員就提出單是重整是不足夠的,必須儘快把香港的巴士轉換成環保的型號,才能解決問題。會中亦提到政府並沒有給予足夠的數據,讓市民難以明白重整巴士路線及更換歐盟新型號環保巴士對空氣污染的改善程度,亦難以分辨那一個措施可以更有效改善空氣質素。

綜合了會議的結果,環境事務委員會主席余若薇議員建議政府作出二個行動:

第一,請運輸及房屋局首席助理秘書長(運輸)廖李可期女士為提早更換新型歐盟巴士對香港環境保護和改善空氣積素的效益作出報告,並提供足夠數據讓市民大眾可以參閱。

第二,請運輸及房屋局整理可以改動、重組的巴士路線的列表,用以交給區議會討論重整路線的可能性。同時亦希望有關方面把重組路線對職業司機的影響亦作出估量,寫成報告。

由於市民對改善空氣質素的政策效果認識不深,如果政府可以研究它們的效益,並提供資訊予市民參考,就可以令這些政策獲得更多市民的支持。重整巴士路線就是其中之一,就如黃國興議員所指,市民知道此舉可以改善空氣質素,他們是不介意改變他們的乘車習慣的。