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Evaluation of the public health impacts of traffic congestion: a health risk assessment

Dec 8th, 2011
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Results: We estimate that the monetized value of PM2.5-related mortality attributable to congestion in these 83
cities in 2000 was approximately $31 billion (2007 dollars), as compared with a value of time and fuel wasted of
$60 billion. In future years, the economic impacts grow (to over $100 billion in 2030) while the public health
impacts decrease to $13 billion in 2020 before increasing to $17 billion in 2030, given increasing population and
congestion but lower emissions per vehicle. Across cities and years, the public health impacts range from more
than an order of magnitude less to in excess of the economic impacts.

Results: We estimate that the monetized value of PM2.5-related mortality attributable to congestion in these 83cities in 2000 was approximately $31 billion (2007 dollars), as compared with a value of time and fuel wasted of$60 billion. In future years, the economic impacts grow (to over $100 billion in 2030) while the public healthimpacts decrease to $13 billion in 2020 before increasing to $17 billion in 2030, given increasing population andcongestion but lower emissions per vehicle. Across cities and years, the public health impacts range from morethan an order of magnitude less to in excess of the economic impacts.

DOWNLOAD FULL PDF FILE : Levy et al (2010) – Evaluation of Public Health Impact of Traffic Congestion

Traffic pollution has similar birth weight effect as smoking

Dec 1st, 2011
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http://www.sciencewa.net.au/3768-traffic-pollution-has-similar-birth-weight-effect-as-smoking.html

Dec. 1, 2011

Description: Traffic_pollution

When exposed to traffic emission levels within national air quality guidelines, healthy pregnant women, with no known recorded risk factors for low birth weight, were found to give birth to infants an average 58g lighter than expected. Flickr Matthew Klein

PERTH mothers provide the first evidence of a link between suburban traffic pollution and reduced foetal growth rate—with rate of reduction similar to half the effect of maternal smoking.

In a joint project between the University of Western Australia and the Telethon Institute for Child Health Research, researchers used traffic emission data from areas of low industrial activity to assess the exposure of 1000 women who gave birth between 2000 and 2006.

Chief Investigator Assistant Professor Gavin Pereira says, “Internationally there have been quite a few studies looking at the adverse effects of traffic emissions on a range of pregnancy outcomes”.

“This is the first time an association between maternal exposure to suburban traffic pollution and reduced foetal growth has been made.”

When exposed to traffic emission levels within national air quality guidelines, healthy pregnant women, with no known recorded risk factors for low birth weight, were found to give birth to infants an average 58g lighter than expected.

“This is about half the effect observed for maternal smoking during pregnancy,” A/Prof Pereira says.

“We expect the effect would be worse in groups of women with lower socioeconomic status, co-morbitidities and perhaps even different ethnic groups.”

The specific toxicant responsible for the reduction in foetal growth remains unknown.

“One possibility is carbon monoxide which binds to haemoglobin to from carboxy-haemoglobin; this is associated with lower oxygen intakes for the foetus and may impact foetal growth,” he says.

“Another possibility is a group of chemicals called polycyclic aromatic hydrocarbons, or particulate matter in general—the jury’s out.”

Surprisingly, there also seems to be no threshold level below which an effect is not observed, with low levels of emission still reducing growth.

“It would be nice for these types of studies to inform an acceptable level of some of the criteria of air pollutants, to be able to say that below a certain level we don’t observe effects so that this threshold could become the national standard,” says A/Prof Pereira.

“But at the moment, the results can only suggest that we should be adapting our means of environmental air monitoring”

According to A/Prof Pereira, the results not only call for a change in the way we think about monitoring pollutants, but send a message to the public about the need to reduce our reliance on motor vehicles.

“Preventing low birth weight and foetal growth restriction is important to ensure the best short-and long-term health outcomes for the child.”

Don’t leave index hanging in the air

Nov 30th, 2011
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South China Morning Post – 30 Nov 2011

Hong Kong does not include fine particles in its air pollution index, let alone aim to meeting the World Health Organisation’s recommended standard for them. This is a serious public health issue. Studies have shown that exposure to high concentrations of these specks of pollutants from vehicle exhausts, power stations and factories can lead to heart problems, asthma attacks and bronchitis, especially in the elderly and children and those with pre-existing conditions. Data obtained by Friends of the Earth from readings by the Department of Environmental Protection at the junction of Chater and Des Voeux roads in Central puts it into perspective. This shows levels exceeded by only seven of 565 cities surveyed by the WHO. Hong Kong also rated worse than 869 other cities for concentrations of larger particles.

A single-location reading may not be a fair basis for comparison with other places, but there seems no question there are grounds for serious health concerns. Medical specialists say these fine particles can penetrate deep into the respiratory system and pose serious health risks. This makes nonsense of officials’ references to Hong Kong having one of the world’s highest rates of life expectancy. These rates were set by people who did not have to breathe today’s air for a lifetime. Anecdotal evidence from paediatricians of the number of today’s children with respiratory complaints is a worry. People do not expect much of an administration with only a few months to run. The current one is an exception. Chief Executive Donald Tsang Yam-kuen has promised to introduce new air-quality objectives to replace the city’s outdated, 24-year-old standards. A spokeswoman for the department has reiterated that it will be done before this government’s mandate runs out in June. Even then, it proposes an annual mean standard of 35 micrograms of fine particles per cubic metre compared with the WHO’s 25, Singapore’s 15 and Australia’s eight. But it is important that the government gets it done and sets the bar higher for its successor

Unlucky eight as city chokes on air placing

Nov 25th, 2011
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Hong Kong Standard

Alice So

Friday, November 25, 2011

Hong Kong is the eighth worst among 566 cities worldwide when it comes to dangerous air pollutants, the Friends of the Earth claimed yesterday.

A recent World Health Organization survey of particulates called PM2.5 – very small but dangerous particulate matter with a diameter of 2.5 micrometers or less – did not include Hong Kong.

However a survey by the green group found the city’s PM2.5 concentration in 2010 was 36 micrograms per cubic meter.

This was more than 20 times that of the cleanest city, Whitehorse in Canada, with 1.7 micrograms per cubic meter. As a result, this would put Hong Kong at 559 in WHO rankings.

“Ironically, Hong Kong as a world city cannot even regulate its ever-increasing roadside air pollution,” said Thomas Choi Ka- man, senior environmental affairs officer.

It also means Hong Kong is more polluted than developed cities such as Canberra, Sydney, Singapore, and developing cities like Manila, Sao Paulo and Lima.

“It is a hard-earned notoriety to be ranked more polluted than developing cities like Manila. Even Guangzhou is planning to regulate PM2.5 in 2016, according to the Ministry of Environmental Protection,” Choi said.

Control measures are non- existent here, he said.

“The Environmental Protection Department should speed up efforts to replace diesel-run vehicles with electric ones, and ease heavy traffic by launching more low-emission zones,” said Choi, adding the government is too slow in tackling the problem.

The consultation on Air Quality Objectives Review has been going on for almost two years but there have been no amendments to its 1987 version.

Choi said Chief Executive Donald Tsang Yam-kuen pledged at a Legco meeting in May that objectives would be renewed next month.

PM2.5 is roughly one twenty- eighth the diameter of a human hair. It is so small that it can penetrate a mask, travel through the nose, and reach the heart and lungs.

Choi cited US studies that claim death rates from lung cancer increase by 8percent for every rise of 10 micrograms per cubic meter of PM2.5

Greens put HK air ‘shame’ on the map

Nov 25th, 2011
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South China Morning Post- 25 Nov. 2011

CLEAR THE AIR SAYS: Clear the Air constructed this report by locating the WHO document the same day it was released then adding to the report Hong Kong EPD data for the past five years’ levels of PM2.5. The marked up report was passed to the Legco Panel on the Environment and later, to FOE amongst other green groups for their information.

The level of fine particles – specks of pollutants that can penetrate the lungs – in Hong Kong’s air is among the worst in more than 500 cities and at least 20 times that of the cleanest metropolis.

Only seven cities of 565 surveyed by the World Health Organisation have a higher level than that found in Central, which also has the greatest concentration of larger particles among more than 1,000 cities.

The annual mean roadside reading of fine particles in Central – 36 micrograms per cubic metre – is exceeded only by Dakar in Senegal, Zabrze in Poland, Accra in Ghana, Kuwait City, Mexicali in Mexico, Antananarivo in Madagascar, and Ulan Bator in Mongolia.

The roadside reading in Central was used as a benchmark to compare with the cities in the WHO report, which did not make clear how many readings were taken in each city, but some were roadside or general.

Friends of the Earth said it was “disappointing and shameful” that Hong Kong fared worse than developing cities. “Despite being a top class world financial hub, people in Central are breathing third-world-class air,” said Jo Chan Chun-yim, assistant environmental affairs officer of the green group.

The rankings, released by the WHO in September, did not include Hong Kong because fine particles with a diameter less than 2.5 microns are not listed as a statutory air pollutant in the city.

But Friends of the Earth obtained data from the Environmental Protection Department showing the levels at the junction of Chater Road and Des Voeux Road Central was at least 20 times higher than the top ranking city, Whitehorse in Canada, with an annual average reading of 1.7. It was worse than Singapore with 19, Manila with 21, and Lima in Peru with 34.

Medical specialists have warned that the fine particles – a micron is one-millionth of a metre – can penetrate deep into the respiratory system and cause severe health risks.

In the same ranking exercise by the WHO for concentrations or larger particles, Hong Kong came 870 on a list of 1,100 cities.

Dr Lau Ngai-ting, from the environment division at the Polytechnic University of Science and Technology, said a single spot reading might not be indicative, while a comparison with another city might be too generalised. But this should not obscure the serious health concerns raised. “Given the heavy traffic and people flow at this localised spot, there is definitely a health impact since many people will be exposed to the pollution,” he said.

He said poor ventilation and dispersion of pollutants might also contribute to the pollution that was believed to be primarily caused by diesel vehicles, especially those that were old and poorly maintained.

Friends of the Earth said even more frustrating was that the government was aiming to introduce a new fine particle standard not matching its status as an advanced metropolis.

The Environmental Protection Department proposes an annual mean standard of 35 micrograms compared with the WHO’s 25, Thailand’s 25, Singapore’s 15 and Australia’s much more stringent eight.

Even this modest standard has yet to be formally introduced even though the public consultation on updating the 24-year-old air quality objectives ended two years ago.

Chief Executive Donald Tsang Yam-kuen pledged earlier to get the task done this year.

“Donald Tsang is going to look like Pinocchio, with his lies stretching his nose so long that he will no longer be able to cover it with a mask to shield the air pollution,” Thomas Choi Ka-man, the green group’s senior environmental officer said.

A department spokeswoman said the proposed standard, which referred to WHO guidelines, was a “very challenging” one. She said new air quality objectives would be introduced in this government’s term.

chifai.cheung@scmp.com

It’s definitely time for some ‘clear the air’ talks

Nov 25th, 2011
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South China Morning Post

Nov 25, 2011

The Environmental Protection Department had a letter published in yesterday’s South China Morning Post (SEHK: 0583, announcements, news) in which it sought to “clarify” some of the air quality issues that we’ve raised over the past few months. The letter’s initial point is that “improving air quality sits at the heart of the government’s environment policy”.

If that is the case, you have to wonder why it is that the Ombudsman upheld a complaint earlier this year saying the government was dragging its heels over setting new air quality objectives (AQOs). It’s been two years since the government concluded its public consultation. The Ombudsman urged the government to set out a timetable and explain to the public the progress and difficulties. That would be an interesting exercise. Let’s see, problems of dealing with franchised bus companies, difficulties of getting environmental impact assessments approved for government infrastructure projects, and so on.

In its letter, the EPD produces a list of “improvement measures” without indicating how effective they have been. It makes great play of reducing the levels of sulphur dioxide, which it achieved by forcing the power companies to fit scrubbers. It’s now on the rise again, thanks to the marine sector. While it is good that it has been sharply reduced, it doesn’t impact on us as much as roadside pollution, which is getting worse. Many other measures have had a negligible impact.

The government tells itself air quality is not really a problem, since Hong Kong has one of the world’s highest rates of life expectancy. This, however, is a lagging indicator. At the other end of the scale, the number of children with respiratory complaints seen by paediatricians has risen dramatically. But fortunately for the government, they don’t belong to a functional constituency and can’t vote.

Choking: pedestrians cover up in Causeway Bay.

Defending cleaner air measures

Nov 24th, 2011
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The AQMS of the EPD are set at heights far above the noses of the public and wheelchairs and children!

They only release Central PM2.5 data – why is that ?

SCMP 24 Nov 2011

Defending cleaner air measures

Lai See has taken the government to task over air quality, most recently in the piece (“Light to be shed on air quality”, November 3). These comments require clarification.

Improving air quality sits at the heart of the government’s environment policy. We are now finalising our proposal for updating the air quality objectives (AQOs).

They provide not only air quality yardsticks, but also offer statutory standards to be achieved as soon as reasonably practicable. They are also the legal benchmarks for assessing the air quality impacts of major projects. It is imperative for us to identify the necessary improvement measures and draw up a realistic plan for updating the AQOs.

The AQO Review has proposed several measures for attaining the new objectives. Many of them, such as revamping the fuel mix for electricity generation and rationalising bus routes, are controversial and complicated. We must work with stakeholders to find the best ways to take them forward.

Meanwhile, we continue to introduce improvement measures supported by the community.

We have further tightened power plants’ emission caps; enacted the law against idling vehicles; provided incentives to replace polluting vehicles; embarked on a trial of retrofitting selective catalytic reduction devices on franchised buses; set up pilot low-emission zones; set up the Pilot Green Transport Fund to encourage green innovative technologies; and subsidised trials of hybrid and electric buses. We will also strengthen control of petrol and liquefied petroleum gas vehicles and propose raising the quality of marine fuels.

The November 3 article accused us of using outdated equipment to measure air quality. The equipment and procedures deployed in our monitoring network meet the US Environmental Protection Agency’s requirements.

The University of Science and Technology project on air pollution diffusion within traffic streams cannot offer direct comparison with measurements by the Environmental Protection Department’s stations, which are more representative of the public’s air pollution exposure.

As for environmental impact assessments (EIA), the department has considered all EIA reports in accordance with the statutory requirements. Air quality impacts are assessed using sophisticated computer models comparable to those of advanced countries.

All EIA reports are critically examined and comments by the public and the Advisory Council on the Environment fully considered before deciding whether to grant approval.

The merger of the department and the Environment Bureau has not brought any changes to practices or standards in approving EIA reports.

Pang Sik-wing, principal environmental protection officer (air policy), Environmental Protection Department

Locations of roadside PM2.5 monitors undergoing test run

Roadside Air Quality Monitoring Station (AQMS) Location PM 2.5 sampling inlet height*
Central Junction of Chater Road and Des Voeux Road Central, Central, Hong Kong 4.5 m
Causeway Bay On pedestrian walkway outside 1 Yee Wo Street, Causeway Bay, Hong Kong 2.5 m
Mong Kok Junction of Nathan Road and Lai Chi Kok Road, Mong Kok, Kowloon 5.5 m

*The relevant USEPA requirement (for microscale PM2.5 sites) is between 2 to 7 m

New pollution traps to target ‘invisible’ fumes

Nov 16th, 2011
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South China Morning Post – 16 Nov. 2011

Petrol and LPG vehicles pumping out colourless emissions face being ordered off the road, while subsidised upgrades will be available for minibuses and taxis

Environment officials are setting a hi-tech trap for drivers whose vehicles pump out invisible fumes.

The new detection system will be aimed at 490,000 vehicles powered by petrol and liquefied petroleum gas (LPG). These emit pollutants more difficult to spot than those from diesel-powered vehicles, which spew out black smoke.

Devices using infrared and ultraviolet beams will measure the concentrations of nitrogen oxides, carbon monoxide and hydrocarbons.

The machines will also photograph the vehicle and record its registration number and speed.

Vehicles that exceed the limits and whose owners fail to rectify the problem could be deregistered under the scheme, which will be rolled out in the next two years. Two sets of remote sensing devices will be installed 15 metres apart at each selected detection point. Two readings showing excess emissions will lead to enforcement action.

The officials have shortlisted about 100 roads and streets across the city suitable for installing the devices, which will be placed at five different spots every day on rotation. Highways and roads with multiple lanes will not be selected as the devices work best in single lane roads, such as connecting routes to busy corridors like Cotton Tree Drive and Lung Cheung Road.

Those identified will be asked to undergo detailed emission tests at designated centres for a fee, currently set at HK$310. If they fail the test and do not rectify the problem within 12 days, the vehicle’s registration might be revoked.

Environment officials hope the scheme will spur regular maintenance of vehicles, especially the 18,000 taxis and 3,000 LPG minibuses blamed for worsening nitrogen dioxide levels on roadsides.

Previous studies by the department found that 80 per cent of taxis and 45 per cent of minibuses are spewing excessive pollutants because of defective catalytic converters – devices that change toxic exhaust emissions into non-toxic substances. Some operators ignore the rule that the converters should be replaced every 100,000 kilometres, officials said.

These taxis and minibuses alone account for about 40 per cent of total nitrogen oxide emissions on busy roads.

Mok Wai-chuen, assistant director of the department, said the remote sensing technology was just one in a series of measures being taken to improve roadside air quality.

To help taxi and minibus operators cope with the new steps to enforce emissions limits, the government has earmarked HK$150 million to offer a one-off subsidy for them to replace the catalytic converters in their vehicles next year.

“The subsidy will help lift the awareness among these operators on the importance of proper maintenance,” said Mok.

The government has also pledged to help franchised bus operators fit pollution-reduction devices to older buses to cut nitrogen oxide emissions.

Ringo Lee Yiu-pui, a committee member of the Hong Kong Automobile Association, supported the remote sensing scheme but believed the penalty should be stiffer.

“It is just like drink-driving and speeding. Heavy punishment will definitely bring changes,” he said.

He said the scheme would help identify cars with excessive emissions on the city’s roads, whether they were new or old.

The measure could also force commercial vehicle operators to maintain their fleets regularly, instead of making a quick fix before the vehicle examination.

Lee also said the government should choose carefully the locations for the devices. “If it is a fixed location, drivers can simply avoid passing there or deliberately slow down their cars, just the same way as they deal with speed checks and laser guns.”

Vehicles travelling at less than 7km/h or more than 90km/h will be excluded from the checks.

chifai.cheung@scmp.com

Description: A remote sensing device is tested in Hammer Hill Road, Diamond Hill. The machines will be used to identify petrol and LPG vehicles pumping out excessive emissions.

Measures to reduce roadside pollution

Nov 15th, 2011
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http://rthk.hk/rthk/news/englishnews/news.htm?main&20111115&56&798365

Measures to reduce roadside pollution
15-11-2011
The government’s planning to spend HK$150 million to replace faulty emission-reducing devices on taxis and minibuses as part of measures to reduce roadside air pollution.

This was revealed by the Environmental Protection Department which said this could bring down nitrogen dioxide by over 90 percent.

Most taxis and minibuses run on liquefied petroleum gas, or LPG, instead of regular petrol, as they are more environmentally friendly.

But that’s only if the vehicles are fitted with a device called a catalytic converter, which converts toxic exhaust emissions into non-toxic substances.

An assistant director of the Environment department, Mok Wai-chuen, said currently 80 percent of the taxis and 45 percent of light buses using LPG have defective catalytic converters and are emitting pollutants excessively.

The two types of vehicles are said to account for nearly 40 percent of nitrogen oxides and 55 percent of hydrocarbons at busy roads in the urban areas.

Both pollutants are major causes of very high levels of roadside Air Pollution Index readings.

Mr Mok said although the levels of sulphur dioxide and suspended particulates at roadside air quality monitoring stations have decreased since 1999, the level of nitrogen dioxide went up by 20 percent.

Other improvement measures announced by the administration include screening out vehicles in 2013 which emit excessive smoke.

The government said it would consult stakeholders over the next two months before implementing the measures.

Nissan Leaf May Choke in Hong Kong Smog

Nov 14th, 2011
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http://www.bloomberg.com/news/2011-11-14/nissan-leaf-may-choke-in-hong-kong-smog.html

Nissan Leaf Unloved in Hong Kong Where Maseratis Rule Smog

Traffic moves down a road in the central district of Hong Kong, China. Vehicles are the second-biggest source of pollution in Hong Kong after power stations, and their numbers rose 9.6 percent between 2004 and 2009, according to the government. Photographer: Scott Eells/Bloomberg

By Bloomberg News Nov 15, 2011 2:00 AM GMT+0800Mon Nov 14 18:00:46 GMT 20110 Comments

Q

Hong Kong is small, rich and cosmopolitan. It’s also choking on smog.

For carmakers like Nissan Motor Co. that should make the city a perfect base from which to launch their electric vehicle strategy on the rest of Asia.

The snag is that the carmakers’ target market of trendsetting early adopters are proving hard to find, with Hong Kongers content to covet their neighbors’ Maseratis, Mercedes and Porsche Cayennes through the haze. Even with subsidies that are among the most generous in Asia, only 64 Nissan Leaf EVs were sold in the first nine months of the year.

“People don’t really care how much a car costs, but how great it feels,” said RahulDansanghani, 28, who drives a Mercedes S-Class sedan. “Electric vehicles are beneficial for the environment and may offer some cost savings, but the Hong Kong buyer’s main focus is luxury.”

The city recorded the fastest pace of growth in new millionaires in the world last year, according to a report by Capgemini SA and Bank of America Corp. Cracking Hong Kong takes on added importance for automakers eyeing China, the world’s largest car market, said Michael Dunne at Dunne & Co.

“Taste among the most educated and discerning Chinese customer is often shaped by what’s being bought in Hong Kong,” said Dunne, president of the Hong Kong-based industry researcher. “If carmakers can’t make them work in there, it would be difficult to envision widespread purchases in a place like China.”

China Market

China is forecast to buy more electric cars than the U.S. in 2020, driven by government subsidies and investment in charging infrastructure, The Boston Consulting Group said in a June 14 report.

Hong Kong’s government wants 30 percent of the city’s private cars to be either dual-energy, such as Toyota Motor Corp.’s Prius hybrid, or fully electric by 2020. Private buyers of electric vehicles are exempted from registration levies, which could halve the cost of some models, said Eva Wong, a spokeswoman for the Environment Bureau. Corporate purchasers enjoy additional tax incentives, she said.

Consumers in Hong Kong save about HK$292,500 ($37,600) on Nissan’s all-electric Leaf, three times the incentive in Japan and about the twice the amount in China, according to company and government estimates. That still puts a price tag of about HK$420,000 ($54,000) on the car, about the same as a basic Mercedes E-Class sedan in Hong Kong.

Charging Stations

While most people in the 1,104-square-kilometer (426 square miles) territory use their cars for small journeys, easing concerns over the limited range of EVs, the paucity of charging stations acts as another deterrent.

Most of the city’s 7.1 million people live in high-rise apartments that lack recharging points for their batteries. About 330 top-up points have been installed in commercial and residential properties, with another 200 planned in the coming months, according to the environment bureau. That makes it harder to top up the battery overnight.

“Many people have shown interest but they are stuck by the charging,” said Elven Leung, a senior manager with Nissan Hong Kong, whose dealers have run five test-driving events for the public.

Nissan’s shares rose 2 percent at the close of trading in Tokyo today, while the benchmark Nikkei 225 Stock Average gained 1.1 percent.

Government Support

The government will more than triple the number of public car-charging stations to 1,000 by next June from 300 now, Environment Secretary Edmond Yau said on Sept. 6.

Yokohama, Japan-based Nissan’s Hong Kong sales compare with 7,256 in its home market and 15,576 globally, according to the company. Mitsubishi Motors Corp. (7211) delivered about 100 of its i-MiEV minicar in Hong Kong since it started taking orders in October 2009.

For all their presumed benefits, Hong Kong buyers may also be paying a premium for a battery-charged vehicle that will have a negligible impact on traffic fumes, according to Marco Gerrits, a Beijing-based partner at BCG.

Vehicles are the second-biggest source of pollution in Hong Kong after power stations, and their numbers rose 9.6 percent between 2004 and 2009, according to the government. More than two-thirds of the city’s buses will be European Union II emission standard or less at the end of 2011, according to the Clean Air Network, a Hong Kong-based advocacy group.

Roadside Smog

Replacing 90 percent of the current fleet on the road with vehicles that meet the European Union V standards — the most stringent of five classes — would be more effective than boosting plug-in hybrids and electric vehicles to a tenth of all automobiles, Gerrits said.

Pollution is linked to 4,800 additional deaths in the former British colony between 2007 and 2010, according to the University of Hong Kong. Roadside smog reached “very high” levels for a record one in four days in 2010.

The government’s target for low-emission buses is 15 percent by 2020. Hong Kong set up a state-funded HK$300 million fund in March to subsidize electric vehicles adoption by public transport operators.

“It’s decisive that the government supports electric vehicles,” said Claus Weidner, Chief Operating Officer of Mercedes Benz’s Hong Kong unit, which started test driving a fleet of Smart-brand electric cars in September. “It’s a money and a tax question. This makes it easier for consumers to come into this market.”

For Dansanghani, the Hong Kong resident, a decision to go electric rests on the brand.

“If they started to get luxury car brands like Lexus, Mercedes and Porsche to create their own electric cars, that possibly could attract more customers.” he said

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