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Oct 9th, 2011
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Reducing greenhouse gases from traffic
The European Commission wants your views on measures that can cut CO2 emissions from road vehicles. The results of the public consultation will feed into the Commission’s decision-making on EU regulations for cars, vans and heavy-duty vehicles. In “A Roadmap for moving to a competitive low carbon economy in 2050”, the commission estimates that the emissions from the transport sector will need to drop by 50-70 per cent by 2050. The consultation is open until 9 December 2011.

http://ec.europa.eu/clima/news/articles/news_2011092101_en.htm

The Hong Kong EPD is offering a prize for anyone who can find a similar consultation on its website.

Road transport pollution control
In light of rapid developments in automotive technology, persistent air quality problems in urban areas, and the experience gained in implementing the existing legislation, the European Commission on 5 September launched a public consultation on measures to reduce emissions from the road transport sector. Among the measures considered are mandatory fuel consumption meters in all new cars and the mandatory installation of gear shift indicators (GSI) in light-duty vehicles. These and other measures related to emissions from motor vehicles are open for public consultation until 28 October 2011

http://ec.europa.eu/enterprise/sectors/automotive/documents/consultations/2011-emission-standards/index_en.htm

Review of EU air quality
On 6 June, the European Commission officially launched its 2011-2013 review of air quality legislation. Updates of key legislation such as the National Emission Ceilings (NEC) Directive and the Ambient Air Quality Directive will be discussed, together with linkages to policies on climate, transport and agriculture. The Commission invites member states, industry, NGOs and the wider public to express their views on how to improve Europe’s air legislation.

Three written consultations were launched in June 2011: one for the members of a newly established expert group, one for the wider public, and a third one for air quality professionals. The consultation is open until 15 October 2011.

http://ec.europa.eu/environment/air/review_air_policy.htm

Particle pollution killing people
In many cities air pollution is reaching levels that threaten people’s health according to a new compilation of air quality data by the World Health Organization (WHO). The information includes data from nearly 1100 cities across 91 countries, including capital cities and cities with more than 100,000 residents.

WHO estimates that more than two million people die every year from breathing in tiny particles present in indoor and outdoor air pollution. These tiny particles can cause heart disease, lung cancer, asthma, and acute lower respiratory infections. The WHO air quality guideline for PM10 is 20 micrograms per cubic metre (µg/m3) as an annual average, but the data released today shows that the average PM10 level in some cities has reached up to 300 µg/m3.

Average PM10 levels in European cities range between 29 and 42 µg/m3, the data show. This compares with a world average of 71 µg/m3. The highest average PM10 levels are in the eastern Mediterranean region with a range of 137-142 µg/m3, followed by Southeast Asia.

For 2008, the estimated mortality attributable to outdoor air pollution in cities amounts to 1.34 million premature deaths. If the WHO guidelines had been universally met, an estimated 1.09 million deaths could have been prevented in 2008.

“Local actions, national policies and international agreements are all needed to curb pollution and reduce its widespread health effects,” said Dr Michal Krzyzanowski, Head of the WHO European Centre for Environment and Health. “Data from air quality monitoring that is released today, identify regions where action is most needed and allows us to assess the effectiveness of implemented policies and actions.”

Sources: WHO press release 26 September 2011, and ENDS Europe Daily, 27 September 2011

Air pollution from US power plants to be cut
The new Cross-State Air Pollution Rule by the US Environmental Protection Agency (EPA) replaces and strengthens the 2005 Clean Air Interstate Rule (CAIR). By 2014, this rule and other state and EPA actions are expected to reduce SO2 emissions by 73 per cent from 2005 levels, and NOx emissions by 54 per cent.

According to the EPA, the new rule, which affects 27 states in the eastern half of the country, will reduce smog and soot pollution in communities that are home to 240 million Americans, preventing up to 34,000 premature deaths, 15,000 nonfatal heart attacks, 19,000 cases of acute bronchitis, 400,000 cases of aggravated asthma, and 1.8 million sick days a year beginning in 2014, thus achieving up to US$280 billion in annual health benefits. The benefits far outweigh the US$800 million projected to be spent annually on this rule in 2014 and the roughly US$1.6 billion per year in capital investments already underway as a result of CAIR.

The rule will level the playing field for power plants that are already controlling air pollutant emissions, by requiring more facilities to do the same.

Source: US EPA, 7 July 2011

Tougher US car fuel efficiency standard
The Obama administration and 13 automakers agreed in July to boost the fuel economy of cars and light-duty trucks sold in the United States to 54.5 miles per gallon by 2025. The new agreement more than doubles the current Corporate Average Fuel Economy, or CAFE, Standard of 24.1 miles per gallon. Achieving the fuel efficiency goals is expected to save American drivers US$1.7 trillion dollars in fuel costs, and by 2025 result in an average fuel saving of over US$8,000 per vehicle. The new standards are expected to result in savings of 12 billion barrels of oil in total.

The standards also curb carbon pollution, requiring performance equivalent to 163 grams per mile of CO2. The administration says the standards will cut more than six billion metric tons of greenhouse gas over the life of the programme.

Source: Environmental News Service, 2 August 2011
Web link: http://yosemite.epa.gov/

Fuel efficiency rule for US heavy duty trucks
The first national fuel efficiency and greenhouse gas emissions standards for medium and heavy-duty trucks and buses in the United States were announced on 9 August, covering vehicles made between 2014 and 2018. Heavy-duty vehicles account for 17 per cent of transportation oil use and 12 per cent of all US oil consumption. Nearly six per cent of all US greenhouse gas emissions and 20 per cent of greenhouse gas emissions from the transportation sector in 2007 were produced by heavy-duty vehicles.
The businesses that operate and own these commercial vehicles are expected to save some US$50 billion in fuel costs and more than 500 million barrels of oil over the life of the programme. Greenhouse gas emissions are expected to be cut by 270 million metric tons.

Source: Environmental News Service, 9 August 2011
Web link: www.epa.gov/

Car-free Sunday for smog-struck Milan

Oct 9th, 2011
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http://www.bbc.co.uk/news/world-europe-15230753

Milan's cathedral

The northern Italian city of Milan banned all traffic from its streets for 10 hours on Sunday in an attempt to reduce smog.

The measure, first imposed on a trial basis in 2007, is triggered whenever pollution exceeds the statutory limit for 12 consecutive days.

Satellite imagery shows Milan to be one of the most polluted cities in Europe.

An estimated 120,000 vehicles will be affected by the move, according to the Corriere della Sera newspaper.

The most polluting vehicles have been banned from driving through the city centre since Thursday.

But on Sunday, there was no traffic between 0800 and 1800 local time (06:00-16:00 GMT).

The ban is imposed when pollution exceeds 50 micrograms of particulates per cubic metre of air over 12 days. The last time the full ban was in force was in February.

The move is not popular with all environmentalists, who argue that the city’s public transport system should be improved to discourage people from using their cars.

Local Green Party councillor Enrico Fedrighini said cars with three or four people inside should be offered free parking, for example.

“One or two car-free Sundays each month won’t do anything to tackle the smog crisis,” he told Corriere della Sera.

Public transport was to be bolstered during the day, with an extra metro trains and buses operating.

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Franchises of New World First Bus Services Limited, Long Win Bus Company Limited and Citybus Limited (Franchise for Airport and North Lantau Bus Network)

Oct 1st, 2011
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The current franchises of New World First Bus Services Limited
(“NWFB”), Long Win Bus Company Limited (“LW”) and Citybus Limited
(“Citybus”) in respect of its franchise for the Airport and North Lantau bus
network (“Franchise 2”) are due to expire in 2013. The Administration plans
to start negotiation with NWFB, LW and Citybus (Franchise 2) in the fourth
quarter of this year for renewing their franchises to take effect immediately
upon the expiry of their existing franchises, in order to ensure the continuous
provision of proper and efficient public bus services for the travelling public.
This paper sets out the relevant information and invites views from the public
on the requirements of the new franchises

The current franchises of New World First Bus Services Limited(“NWFB”), Long Win Bus Company Limited (“LW”) and Citybus Limited(“Citybus”) in respect of its franchise for the Airport and North Lantau busnetwork (“Franchise 2”) are due to expire in 2013. The Administration plansto start negotiation with NWFB, LW and Citybus (Franchise 2) in the fourthquarter of this year for renewing their franchises to take effect immediatelyupon the expiry of their existing franchises, in order to ensure the continuousprovision of proper and efficient public bus services for the travelling public.This paper sets out the relevant information and invites views from the publicon the requirements of the new franchises

Download PDF : Paper_BusFranchise

Submission to the Consultation on the Renewal of the Franchises of New World First Bus Services Limited, Long Win Bus Company Limited and Citybus Limited (Franchise 2)

Oct 1st, 2011
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Download PDF : 110930Bus

Bus Franchise Requirements

Sep 30th, 2011
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From: James Middleton [mailto:dynamco@netvigator.com]
Sent: Friday, September 30, 2011 16:12
To: ‘franchise-renewal@td.gov.hk‘
Subject: Bus Franchise Requirements

Transport Department

1             The time for submissions needs to be extended to allow further studies and submissions and you have not provided copies of current Franchise documents for evaluation.

2             The document you provided permits the bus companies to continue using Euro 1  and Euro II through Euro V vehicles whereas existing Franchise documents already require that any replacement vehicles must be of Best Available Current Technology which is Euro V (soon to be Euro VI). Any new deal means the companies should comply with BACT rather than outdated polluting current buses.

3             Transport department should not be making unilateral decisions that would impinge on other departments’ responsibilities namely, Air Quality.

4             Roadside pollution in Hong Kong is already diabolical and rates next to the worst performing 3rd world countries in the emissions of lethal PM2.5. which comes from the combustion of fossil fuels. The Central roadside PM2.5 levels are nine times higher than Vancouver and double those of Singapore. Mongkok and Causeway Bay are worse.

5             There seems to be no incentive to allow the bus companies to bring in hybrid buses which would be best suited here given the topography and hills.

6             There should be a date set and made known to all that certain areas will be designated Low emissions Zones where only Euro V or later or hybrid / electric buses will be allowed to operate. Setting this into Law will make the bus companies comply accordingly.

7.            Transport Department personnel and their children have to breathe the same pollutants as the public and they should realise that health and environment come first and the profits of the bus business tycoons  last.

James Middleton

Chairman

www.cleartheair.org.hk

The uphill battle to curb idling engines

Sep 23rd, 2011
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South China Morning Post — 23 Sept. 2011

We have been waiting far too long for a law on idling engines. What should have been a relatively simple step in the battle against air pollution has been debated for 14 years. Now, legislation is finally on the way. But the law to take effect in December will have far too many exemptions and it will be difficult to enforce. There is good reason to doubt whether it will really make a difference.

The need for an effective law was highlighted by this newspaper’s recent testing of pollution levels at idling engine hot spots such as taxi stands and minibus stops. The carbon monoxide measurements recorded with a hand-held device on a single day last month are, of course, neither comprehensive nor conclusive. But they do provide an indication of the higher levels of air pollution we have to endure in places where there are many engines idling.

A carbon monoxide reading of 23,000 micrograms per cubic metre of air, was recorded on a stretch of Mong Kok’s Tung Choi Street lined by dozens of idling minibuses. That was 10 times the level of a nearby road with flowing traffic and no idling vehicles, and 30 times more than the reading at the district’s air quality monitoring station. At a minibus terminus in Lockhart Road, Causeway Bay, the temperature was 38 degrees Celsius, five higher than at the Observatory. More research is needed, but it is clear that idling engines have a significant impact and the new law must be effective if it is to have any meaning at all.

Legislators’ approval of the law in March followed much wrangling with transport interest groups. The proposals have been watered down so much that we appear to have lost sight of the objective – to curb the idling of engines by motorists. Among the 20 exemptions are taxis at ranks, buses and school vans that contain passengers, and all vehicles when the weather is particularly hot or wet. Drivers will have three minutes grace every hour. Enforcing this law is not going to be easy. It will be interesting to see if this law can really be enforced. The HK$320 penalty, less than for littering, is not much of a deterrent anyway.

The 260 wardens who police traffic will have watching out for idling engine offenders added to their duties. They will be joined by just 18 specially-trained officers. A weak law and inadequate enforcement add up to minimal change in roadside air pollution readings.

Officials, some of whom walked to work to mark No Car Day yesterday, have touted the law as a significant step in our city’s fight against air pollution, but its value is more symbolic. That need not be the case, though, if enforcement of the law is coupled with close monitoring, a thorough assessment of its impact and a determination to get it right.

Idling engines ramp up pollution

Sep 19th, 2011
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South China Morning Post – 19 Sept. 2011

Tests show much higher carbon monoxide levels and hotter temperatures when streets are full of stationary vehicles rather than moving traffic

Streets full of stationary vehicles with their engines running could be 10 times more polluted than busy roads full of slow-moving traffic, new research has revealed.

Such streets could also be warmer than surrounding urban areas by as much as five degrees Celsius, according to a study by the South China Morning Post (SEHK: 0583,announcements, news) . Environmentalists said the research could provide useful clues as to the effectiveness of a ban on idling engines, which takes effect in December.

Using a handheld device capable of measuring the carbon monoxide level every two seconds, readings were taken in seven streets in Causeway Bay and Mong Kok on the afternoon of August 13, while a very-hot-weather warning was in effect.

A section of Tung Choi Street in Mong Kok between Argyle Street and Fife Street – where dozens of minibuses were idling – had the highest carbon monoxide reading, at 23,223 micrograms per cubic metre of air.

While that was below the maximum level of carbon monoxide set in the government’s air quality objectives, which is 30,000mcg, it was up to 12 times higher than the reading on a stretch of nearby Fife Street, where traffic was sporadic and there were no idling vehicles. It was also 30 times the level recorded by the Environmental Protection Department’s Mong Kok air quality monitoring station, near Nathan Road in Prince Edward, at the time.

At a bus stop on Nathan Road, near Fife Street, the Post recorded a carbon monoxide concentration of 2,450mcg.

Readings were also taken at Lockhart Road, Causeway Bay, between Cannon Street and Percival Street. One side of the road is a minibus terminus and the other is often occupied by private vehicles. The carbon monoxide level there was 8,285mcg, while a maximum temperature of 38 degrees was recorded, 5 degrees higher than at the Observatory.

Dr Lau Ngai-ting, of the environment division at the University of Science and Technology, said the results indicated serious pollution, although other environmental factors could have affected the findings.

James Middleton, from campaign group Clear the Air, said Tung Choi Street was a perfect example of the city’s urban canyon effect, whereby walls of tall buildings prevent pollutants from being dispersed.

But he said poor maintenance of minibuses was also to blame.

“Carbon monoxide can be produced if an appliance hasn’t been properly maintained or serviced regularly. How often do you think Hong Kong minibus owners service their vehicles? The correct answer is zero.”

Middleton said busy areas should be turned into low-emission zones in which only hybrid or electric buses would be allowed.

The Environmental Protection Department said the long-awaited ban on idling engines, first suggested in the 1990s, could cut roadside emissions by 1 per cent and help reduce nuisance to passers-by.

Environmentalists say the effectiveness of the ban will still be difficult to assess because the benefits could be offset by emissions from moving traffic nearby.

Lau said much more sophisticated studies would be needed to ascertain exactly how much of a contribution idling engines made to pollution and to evaluate the effectiveness of the ban on idling engines.

“The pollution may not necessarily come from the idling engine alone, as the moving traffic, the wind speed and direction and the urban topography will all have a role to play,” he said.

Lau said it was difficult to pinpoint why such a high reading was recorded in Tung Choi Street. It might be down to the ageing, slow-moving minibuses spewing more fumes, and also the poor air ventilation at the street, he said.

From December, drivers who leave their engines idling will face a fixed penalty of HK$320.

Air quality has long been a cause of concern for Hong Kong. In May, Chief Executive Donald Tsang Yam-kuen promised to set out new air quality objectives this year to replace the current rules, set in 1987.

Euro 5 and Euro 6 standards: reduction of pollutant emissions from light vehicles

Sep 16th, 2011
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http://europa.eu/legislation_summaries/environment/air_pollution/l28186_en.htm

The European Union is introducing stricter limits on pollutant emissions from light road vehicles, particularly for emissions of nitrogen particulates and oxides. The Regulation also includes measures concerning access to information on vehicles and their components and the possibility of introducing tax incentives.

ACT

Regulation (EC) No 715/2007 of the European Parliament and of the Council of 20 June 2007 on type approval of motor vehicles with respect to emissions from light passenger and commercial vehicles (Euro 5 and Euro 6) and on access to vehicle repair and maintenance information.

SUMMARY

In order to limit pollution caused by road vehicles, this Regulation introduces common requirements for emissions from motor vehicles and their specific replacement parts (Euro 5 and Euro 6 standards). It also lays down measures improving access to information on vehicle repairs and promoting the rapid production of vehicles in compliance with the provisions of the Regulation.

SCOPE

The Regulation covers vehicles of categories M1, M2, N1 and N2, with a reference mass not exceeding 2 610 kg. This includes, among others, passenger vehicles, vans, and commercial vehicles intended for the transport of passengers or goods or certain other specific uses (for example ambulances), which should have positive-ignition engines (petrol, natural gas or liquefied petroleum gas (LPG) or compressed ignition (diesel engines).

Apart from the vehicles mentioned above (which are covered de facto by the Regulation), vehicle manufacturers may request that vehicles intended for the transport of passengers or goods with a reference mass of between 2 610 kg and 2 840 kg should also be included.

In order to limit as much as possible the negative impact of road vehicles on the environment and health, the Regulation covers a wide range of pollutant emissions: carbon monoxide (CO), non-methane hydrocarbons and total hydrocarbons, nitrogen oxides (NOx) and particulates (PM). It covers tailpipe emissions, evaporative emissions and crankcase emissions.

EMISSION LIMITS

There are emission limits for each category of pollutant emissions and for the different types of vehicle listed above. These are detailed in Annex I to the Regulation.

Euro 5 standard

Emissions from diesel vehicles:

  • carbon monoxide: 500 mg/km;
  • particulates: 5 mg/km (80% reduction of emissions in comparison to the Euro 4 standard);
  • nitrogen oxides (NOx): 180 mg/km (20% reduction of emissions in comparison to the Euro 4 standard);
  • combined emissions of hydrocarbons and nitrogen oxides: 230 mg/km.

Emissions from petrol vehicles or those running on natural gas or LPG:

  • carbon monoxide: 1 000 mg/km;
  • non-methane hydrocarbons: 68 mg/km;
  • total hydrocarbons: 100 mg/km;
  • nitrogen oxides (NOx): 60 mg/km (25% reduction of emissions in comparison to the Euro 4 standard);
  • particulates (solely for lean burn direct-injection petrol vehicles): 5 mg/km (introduction of a limit that did not exist for the Euro 4 standard).

In the case of vans and other light commercial vehicles intended for goods transport, the Regulation includes three categories of emission limits, depending on the reference mass of the vehicle: under 1 305 kg, between 1 305 kg and 1 760 kg, and over 1 760 kg. The limits that apply to the last of the three categories also apply to goods transport vehicles (category N2).

Euro 6 Standard

All vehicles equipped with a diesel engine will be required to substantially reduce their emissions of nitrogen oxides as soon as the Euro 6 standard enters into force. For example, emissions from cars and other vehicles intended to be used for transport will be capped at 80 mg/km (an additional reduction of more than 50% compared to the Euro 5 standard). Combined emissions of hydrocarbons and nitrogen oxides from diesel vehicles will also be reduced. These will be capped at, for example, 170 mg/km for cars and other vehicles intended to be used for transport.

Implementation of the standards

As soon as the Euro 5 and Euro 6 standards enter into force, Member States must refuse the approval, registration, sale and introduction of vehicles that do not comply with these emission limits. An additional delay of one year is allowed for goods transport vehicles (category N1, classes II and III, and category N2) and vehicles designed to fulfill specific social needs. Time frame:

  • the Euro 5 standard came into force on 1 September 2009 for the approval of vehicles, and shall apply from 1 January 2011 for the registration and sale of new types of cars;
  • the Euro 6 standard will come into force on 1 September 2014 for the approval of vehicles, and from 1 January 2015 for the registration and sale of new types of cars;

Tax incentives granted by Member States and intended to encourage earlier use of the new limits will be authorised if:

  • they apply for all new vehicles available for sale on the market of a Member State, which meet the requirements of this Regulation before their entry into force;
  • they end on the date the new limits come into force;
  • are worth less than the cost, including fitting, of the devices used on any type of motor vehicle in order to guarantee that the values laid down are not exceeded.

OTHER OBLIGATIONS ON MANUFACTURERS

In addition to complying with the emission limits mentioned above, vehicle manufacturers must also ensure that devices fitted to control pollution are able to last for a distance of 160 000 km. In addition, conformity must be checked for a period of 5 years or over a distance of 100 000 km.

The Commission established committees to devise, before 2 July 2008, procedures, tests and specific requirements for the following:

  • tailpipe emissions, including test cycles, low ambient temperature emissions, emissions at idling speed, exhaust gas opacity, and the proper functioning and regeneration of after- treatment systems;
  • evaporative emissions and crankcase emissions;
  • on-board diagnostic systems and the performance of anti-pollution devices while the vehicle is running;
  • durability of anti-pollution devices, replacement parts for emissions control systems, in-service conformity, conformity of production and technical control;
  • carbon dioxide emissions and fuel consumption;
  • hybrid vehicles;
  • extension of approvals and requirements for small manufacturers;
  • requirements for testing equipment;
  • reference fuels, such as petrol, diesel fuel, gas and biofuels;
  • measuring engine power.

Easy and clear access to information on vehicle repair and maintenance is key to guaranteeing free competition on the internal market for information and repair services. To this end, manufacturers must ensure that independent operators have easy, restriction-free and standardised (particularly in terms of compliance with the OASIS standard) access via the internet to information on the repair and upkeep of vehicles, without discrimination in favour of dealerships and official repair workshops. This obligation covers on-board diagnostic systems and their components, diagnostic tools and testing equipment. Charges for accessing such information are permitted if they are reasonable and proportionate.

BACKGROUND

Although the standards for pollutant emissions have been updated since 1 January 2005 (Euro 4 standard), the EU believes that it is necessary to improve them further, while also considering the implications for the markets and the competitiveness of manufacturers, and the direct and indirect costs for businesses.

This Regulation was drawn up after a wide-ranging consultation with stakeholders. It places the emphasis on reducing emissions of particulates and nitrogen oxides (NOx), particularly for diesel vehicles. It should as a result be possible to achieve marked improvements in health. It should be noted that nitrogen oxides and hydrocarbons are ozone precursors.

Lastly, the Regulation amends Directive 70/156/EEC and Directive 2005/55/EC and will repeal, from 2 January 2013, Directives 70/220/EC, 72/306/EEC, 74/290/EEC, 77/102/EEC, 78/665/EEC, 80/1268/EEC, 83/351/EEC, 88/76/EEC, 88/436/EEC, 89/458/EEC, 91/441/EEC, 93/59/EEC, 94/12/EC, 96/44/EC, 96/69/EC, 98/69/EC, 98/77/EC, 99/100/EC, 99/102/EC, 2001/1/EC, 2001/100/EC, 2002/80/EC, 2003/76/EC and 2004/3/EC.

Clear the Air says: it’s time to get rid of old polluting buses ! Bring in hybrid buses for use in Low Emission Zones on Nathan Rd, Central, Causeway Bay and Kings Road.

Sep 15th, 2011
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http://thestandard.com.hk/newsimage/20110914/5_2011091320594406463bus.jpg

Hong Kong Standard

http://www.orientalmodelbuses.co.uk/Xtra/IMG_0150-big.jpg

Oriental Daily News

http://www.orientalmodelbuses.co.uk/Xtra/IMG_0162-big.jpg

Big Air Pollution Impacts On Local Communities: Traffic Corridors Major Contributors To Illness From Childhood Asthma

Sep 9th, 2011
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http://www.sciencedaily.com/releases/2009/11/091104161834.htm

ScienceDaily (Nov. 5, 2009) — Heavy traffic corridors in the cities of Long Beach and Riverside are responsible for a significant proportion of preventable childhood asthma, and the true impact of air pollution and ship emissions on the disease has likely been underestimated,according to researchers at the University of Southern California (USC).

The study, which appears in an online edition of the American Journal of Public Health, estimated that nine percent of all childhood asthma cases in Long Beach and six percent in Riverside wereattributable to traffic proximity.

The study also found that ship emissions from the Los Angeles-Long Beach port complex contributed to the exacerbation of asthma. For example, approximately 1,400 yearly episodes of asthma-related bronchitis episodes in Long Beach (21 percent of the total) were caused by the contribution of ship emissions to nitrogen dioxide levels in the city.

Although there has been extensive research on the effects of traffic proximity on asthma risk, this study is one of the few that has estimated the number of cases — or “burden of disease” — associated with traffic in specific high risk communities, says principal investigator Rob McConnell, M.D., professor of preventive medicine at the Keck School of Medicine of USC and deputy director of the Children’s Environmental Health Center at USC.

“The traditional approach to estimating the burden of air pollution-related disease has markedly underestimated the true effect,” McConnell says. “Our results indicate that there is a substantial proportion of childhood asthma that may be caused by living within 75 meters (81 yards) of a major road in Long Beach and Riverside. This results in a much larger impact of air pollution on asthma symptoms and health care use than previously appreciated. This is also one of the first studies to quantify the contribution of ship emissions to the childhood asthma burden.”

Such specific data about the local health burden of air pollution is useful for evaluating proposals to expand port facilities or transportation infrastructure in the L.A. area, McConnell noted. Both Long Beach and Riverside already have heavy automobile traffic corridors as well as truck traffic andregional pollution originating in the port complex, which is the largest in the United States.

The study drew upon data from the Children’s Health Study (CHS), a longitudinal study of respiratory health among children in 12 Southern California communities, including Riverside and Long Beach. Researchers estimated the number of asthma cases and related complications that occurred because of air pollution, using information from epidemiological studies that they then applied to current exposure to air pollution and traffic in Southern California. The results showed that approximately 1,600 cases of childhood asthma in Long Beach and 690 in Riverside could be linked to living within 81 yards of a major road.

“The impact of roadway proximity on the overall burden of asthma-related illness is remarkable,” McConnell says. “Air pollution is a more important contributor to the burden of childhood asthma than is generally recognized, especially to more severe episodes requiring visits to a clinic or emergency room.”

Unlike regional air pollutants, the local traffic-related pollutants around homes and their effects are not currently regulated, he notes.

“This is a challenge to communities, to regulatory agencies and to public health,” McConnell says. “Traffic-related health effects should have a central role on the transportation planning agenda.”

The study, an international collaboration between USC, the Center for Research in Environmental Epidemiology (CREAL) in Spain and the University of Basel in Switzerland, was supported by the National Institute of Environmental Health Sciences, the U.S. Environmental Protection Agency, the South Coast Air Quality Management District, the Hastings Foundation, the Center for Research in Environmental Epidemiology (Switzerland) and the Fundacion Insitut Municipal d’Investigacio Medica (Barcelona). The authors acknowledge the insights of the staff and members of the Long Beach Alliance for Children with Asthma and the Center for Community Action and Environmental Justice.

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