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March, 2008:

Pollution Will Put Off Tourists

Updated on Mar 07, 2008 – SCMP

I think all citizens want to see a green Hong Kong and appreciate that our pollution problems are getting worse.

If we cannot reduce carbon emissions, the number of tourists coming to Hong Kong for holidays will go down. These emissions from cars and buses are creating a serious problem in Hong Kong. In terms of emissions standards in Hong Kong, many buses on our roads only have Euro I, II and III standards, even though the aim is to have Euro IV standards [Euro standards require carmakers to refine engines to minimise sulfur and carbon monoxide emissions]. Some vehicles operate with pre-Euro standards.

Also, we consume an enormous amount of electricity every day. It is produced by power stations, which contribute to the high levels of pollution.

Most people in Hong Kong who have their own vehicles would rather drive than take public transport. Just think about the number of passengers one bus can carry, and consider what effect it would have on our environment if each passenger drove his own car instead.

If we do not address these environmental problems, then pollution in this city will get worse and temperatures will increase.

Konrad Chan, The Peak

Bridge Will Damage Our Environment

Updated on Mar 06, 2008 – SCMP

Kudos to Jake van der Kamp’s Monitor column (“Bridge to Nevernever Land doesn’t add up”, March 3) and David Sadoway’s letter (“Delta bridge will be an ecological monstrosity”, March 4), for pointing out the economic and environmental shortcomings of the monstrous bridge planned to link Hong Kong with Zhuhai and Macau.

This indeed appears to be little more than a grandiose concrete pouring scheme that will benefit few people – several of them already very rich – while proving costly and environmentally damaging, far beyond the bridge. Not only is it likely to result in North Lantau coming to resemble the northwest New Territories, complete with container parks, but it is also intended to spur development in Zhuhai, so wreaking further havoc.

Zhuhai’s development will result in more regional air pollution, from power stations, factories and petrol and diesel vehicles, therefore, making Hong Kong’s air pollution even worse. This casts doubt on the government’s supposed aim of making our air cleaner.

The bridge is not the only economically dubious and environmentally damaging project Hong Kong has planned or built in recent years following on from Cyberport, Disneyland, the Hong Kong-Shekou Bridge and the partly built Stonecutters Bridge.

Sadly, the people in power here seem oblivious to the fact that Hong Kong has one of the greatest natural settings of any city in the world, and are hell-bent on creating a city of concrete and pollution.

Dr Martin Williams, director, Hong Kong Outdoors

Cleanup Is No Breeze

Updated on Mar 06, 2008 – SCMP

Hong Kong has seen some of the city’s worst ever air pollution over the past few days. Readings for various pollutants have been extremely high, and some parts of the Pearl River Delta on Monday recorded the highest pollution levels (Grade V) even by mainland standards. These were well above the air quality guidelines set by the World Health Organisation.

The government blamed light winds for the poor air quality. In other words, if there had been more wind, the pollution would have been blown away, rather than enveloping us.

The truth is that the region’s air quality has become extremely poor. Day in, day out, emissions are so high that, without stronger winds to dissipate the pollution, we suffer acute conditions. Indeed, most of the time, we are already breathing chronically bad air. The problem is not the wind, it’s the pollution.

The reality of extremely bad air pollution becomes undeniable when the winds are light; the bad stuff just hangs around in the air. So, just to repeat: the reason for our extremely bad air is not the light winds, it’s the high pollution levels.

In 1998, the government acknowledged that air pollution was a major and pressing problem. It said that “we should be satisfied with nothing less than a world-class environment”. The administration concluded that it needed to focus on two key areas: first, reducing roadside air pollution – something that is within Hong Kong’s control; and, second, working with Guangdong to reduce regional air pollution.

Over the next few years, the government had taxis switch from using diesel to liquid petroleum gas, and minibuses have also started to use LPG. It has offered a concessionary duty rate on ultra-low-sulfur diesel, for diesel vehicles – mostly buses and trucks. Owners have been encouraged, through subsidy schemes, to add particulate traps; and any new vehicles purchased have to meet the latest Euro environmental standards. The latest scheme involves providing subsidies to replace old trucks.

To what extent have these measures actually improved roadside air quality? Undoubtedly, things would be very much worse if the government had not implemented the measures. Yet, the air pollution is still extremely high on a daily basis. That is the rub; not nearly enough has been done. So, the argument that things would be worse but for the government’s measures is not sufficient. There is no justification for the dangerously high levels of roadside pollution in Hong Kong. Looking at the current conditions is really the only way to judge success or failure. In health terms, the conditions mean that, every day, many Hongkongers are exposed to unacceptable levels of air pollution when they are at the side of, or close to, busy roads. A comprehensive cleanup is needed. This requires active planning and collaboration between the bureaus and departments responsible for planning, the environment and transport.

Each minister and deputy secretary should be made to read the roadside air-pollution data on a daily basis, alongside the WHO air-quality standards, so they can personally comprehend how bad things are and use that to measure whether they are doing enough. The chief executive and the chief secretary ought to do the same. Unless they show leadership and demand tough action, tackling roadside air pollution will prove too difficult. This is why we have not seen significant improvements to date.

As for regional air pollution, Hong Kong and Guangdong are not going to meet their agreed improvement targets by 2010. It was always going to be a tough challenge, because with the level of pollution being generated, small fixes would never be enough; the region needs a directional change. Hong Kong must work closely with Shenzhen to improve emissions related to power generation, and clean up manufacturing, logistics, shipping and port-operation activities, for starters. Moreover, the government can use the Guangzhou Asian Games in 2010 to push regional collaboration. And, please, stop blaming the wind for our bad air.

Christine Loh Kung-wai is chief executive of the think-tank Civic Exchange. cloh@civic-exchange.org

Waste Proposals Need To Receive A Fair Hearing

Updated on Mar 06, 2008 – Leader

Time is running out to decide how to dispose of our city’s rubbish after its landfills are exhausted. Burning it is the preferred option. Two suggested sites for a waste incinerator have, however, aroused concerns among environmentalists and nearby residents. Now the government has received an offer that raises other issues.

Green Island Cement, a subsidiary of Cheung Kong Infrastructure, wants to build the incinerator at its plant in Tuen Mun near one of the government’s chosen sites. It says the proposal would harness the energy generated by the incinerator to power its cement plant, a heavy user of electricity now produced by polluting, coal-fired generation. A pilot study shows the plan would meet all environmental criteria, the company claims.

The proposal could potentially solve two problems at once – burning the city’s massive volume of solid waste while eliminating the use of coal to power the cement plant. Depending on the details, it could save money and be good for the environment.

The government will, no doubt, be mindful of past criticism over claims of collusion with – and favouritism to – developers in major projects. It might, however, be argued that since Cheung Kong has come up with this idea, it should get the contract if the proposal finds favour with the government. But such a move does not necessarily follow. It would be a little like suggesting Sir Gordon Wu Ying-sheung, chairman of Hopewell Holdings, should automatically be given the right to build the Hong Kong-Macau-Zhuhai bridge because he first proposed it in the early 1980s.

While Cheung Kong’s idea has its merits and should be considered, proposals from other potential operators must also have a fair chance. What if CLP Power, which has a plant in the same locality also wants to build the incinerator?

The answer lies in finding the waste-disposal solution that is in the best long-term interests of Hong Kong. If Cheung Kong’s proposal is considered fairly and transparently, along with any others, neither the government nor the public need fear the perception of collusion or favouritism.

Water Taxi Plan Is Bad News

Updated on Mar 05, 2008 – SCMP
I would like to add to the views of Jon Martin (“Government must act to reduce pollution from pleasure craft”, March 1) on the matter of proposals for “water taxis” to ply the south side of Hong Kong Island (“Water taxi plan wins support”, February 29).

This part of the island is unique, contrasting with the hassle and buzz of the built-up areas like the harbourside and Aberdeen. Tourists are astounded when they see the built-up areas, with the pollution of the roadsides in Central and elsewhere and then experience the tranquillity and beauty of the south side, areas like Deep Water Bay, Middle Bay, Repulse Bay and South Bay.

I can imagine that with a fleet of smoke-puffing water taxis with tourists invading these waters, pollution is guaranteed, and this will have an impact on beaches where people enjoy bathing.

Allan Zeman, the chairman of the Ocean Park, is interested in boosting business for his enterprise, but he should think twice before adding his support to an idea I think will be destructive.

The further build up of Ocean Park and its surroundings with tourist facilities, already adds to the heavy traffic with tourist buses which also go from Ocean Park to Stanley.

We must preserve the uniqueness of the south side of Hong Kong Island.

Thomas Gebauer, Discovery Bay

London Bike-Only Superhighways

It’s ‘on yer bike’ as transport gurus switch focus to two wheels

Tim Bryan – Updated on Mar 05, 2008 – SCMP

Two wheels good, four wheels bad. So say London’s transport gurus. After years of criticism, delay, and seemingly endless consultation, transport chiefs have come up with sweeping new cycle plans – backed by £400 million (HK$6.18 billion) of public money – to transform some of London’s main routes into bike-only superhighways.

No more green-asphalt cycle lanes that start suddenly and end mysteriously 50 metres later. Out with cycle lanes that pit cyclists against oncoming one-way traffic. An end to bike lanes blocked by parked cars or invaded by buses. So dangerous is cycling in London that some bike riders wear cameras on their helmets and post dangerous drivers on the internet.

The 12 new cycle-only routes are to hail from known cyclist-heavy residential areas such as Clapham, in the south-west, Greenwich in the south-east, Hackney in the east, and Kilburn, in the north-west.

The superhighways will also link suburban centres such as Croydon, Kingston and Richmond, with local networks, and dedicated lanes linking parks, schools and train stations. “Integrated transport”, say planners – a novel idea for London, which has developed for centuries in an organic (read chaotic) fashion.

The plans fit snugly with greener tenets of transport wisdom. The successful congestion charge has been expanded, fees raised for high-polluting cars, while parking is becoming more and more pricey.

There’s also the planned London-wide launch of a scheme pioneered in Paris, in which thousands of free bikes are offered to commuters for a minimal charge.

Overall, planners hope to lift the current 500,000 cycling trips made per day to 1.9 million, double even the best forecasts, by 2025.

The London Cycling Campaign hailed the superhighways as a watershed. A spokeswoman told The Guardian newspaper: “This proposal will transform London, making cycling more visible.” The really interesting thing, she continued, was that “cycling is now associated with a modern cosmopolitan city that is in control and at ease with itself”.

Even the motoring group AA backs the plans, albeit cautiously, saying the system of haphazard provision for cyclists was no good for cyclists or other road users.

The Freight Transport Association also welcomed the move only if it was aligned with more education for cyclists “so they obey the rules of the road”.

The FTA has a point. Cycling in London may be the most efficient, cheap and timesaving way to get about, but it is fraught with danger, not least because of the higgledy-piggledy nature of cycling provision. Cyclists do ride down one-way streets, on pavements and jump lights. However, they do so knowing they are at the bottom of the transport chain. Cyclists often need to be aggressive and far from law-abiding to survive.

Cycling deaths are on the increase, largely because more people are taking to two wheels, but also because those who do obey the rules are forgotten. The major cause of death involves trucks and buses turning left at junctions and crushing cyclists against railings. The cyclists are where the Highway Code says they should be, but until proposed European legislation makes mandatory a longer wing mirror on British trucks, drivers cannot see them.

Pollution Key Factor In Hong Kong Losing Expat Allure

Pollution key factor in HK losing expat allure

Liz Heron – Updated on Mar 05, 2008 – SCMP

Hong Kong may style itself as Asia’s “world city” but the continent’s expatriates do not rate it among the world’s top 10 places to live.

Expatriates from Asian countries regard Singapore as the world’s most desirable location, followed by Sydney and Melbourne, and put Hong Kong in 15th place behind Yokohama and on a par with Tokyo.

The findings were announced in a survey by recruitment consultancy ECA International.

The consultancy ranks 254 cities worldwide for the quality of life they offer to Asian expatriates across 15 sectors in the annual survey, including transport, recreation facilities, housing, health care, housing, crime and air quality. It said Hong Kong had risen from 23rd position last year because the crime rate had improved, but air pollution had worsened.

General manager Lee Quane said: “Air pollution is the main reason why Hong Kong comes 15th in comparison to Singapore. In all the other factors – including the quality of health-care facilities, recreational facilities and infrastructure – Hong Kong and Singapore score quite similarly.

“I have seen from personal experience that many expatriates have indicated their preference to live in another Asian city such as Singapore due to Hong Kong’s relatively poor air quality,” he said.

Mr Quane said the survey was used by multinationals to decide whether they should pay a hardship allowance to employees who were moved to another country. The further down the ranking a country was, the more likely the company was to pay the allowance.

Levina Poon, an associate director with international headhunters Robert Walters, said air pollution was a factor that expatriates considered when deciding whether to accept a job offer in Hong Kong.

Green Whirlwind Sweeps China

By Wu Zhong, China Editor – Asia Times Online

HONG KONG – The annual session of the National People’s Congress (NPC), which convenes on Wednesday, is likely to endorse the upgrading of the State Environmental Protection Administration (SEPA) into a mega-sized Ministry of Environment.

This is to highlight the greater importance the Chinese government attaches to environment protection. It is also a gesture to toe the new party line of “scientific development” based on President Hu Jintao’s concepts.

As if to boost its authority ahead of the anticipated upgrading, SEPA has been gearing up to launch one after another of what the Chinese media call “green whirlwinds”. So much so that the word “green” has become very fashionable in the country recently.

On February 25, SEPA unveiled a “green securities” policy. Pan Yue, vice director of SEPA, said the agency had issued a regulation stipulating that highly polluting companies must pass environmental inspections when applying for initial public offerings (IPO). Listed companies with high pollution emissions and energy are required to make environmental disclosures and pass environmental inspections for refinancing.

Pan said most domestically listed companies either do not report their environmental performance or submit “only qualitative descriptions” and “scantily useful facts”, according to a China Daily report. The regulation is designed to make environmental disclosure a key criterion for companies raising funds from the Chinese capital markets, according to Pan.

The regulation targeted companies engaged in power generation, steel, cement and aluminum production, and provincial companies classified as energy-intensive or highly polluting. That latter category covers 13 industries, including metallurgy, coal, textiles and paper.

Making environmental reporting compulsory is a joint program of SEPA and the China Securities Regulatory Commission (CSRC), China Daily said. The two agencies worked together in reviewing the information submitted by 37 companies applying for IPO last year.

The next day, SEPA blacklisted 141 products as being “highly polluting and environmentally dangerous”. It suggested that 39 such items should be ineligible for tax refunds, as well as processing and trading. The blacklist would protect public health and be a tangible step toward honoring China’s international commitments to safeguard the environment, Pan said.

Earlier, on February 18, SEPA issued a “green insurance” policy. The policy, supported by the China Insurance Regulatory Commission (CIRC) and aimed at insuring enterprises with pollution risks, will be implemented nationwide by 2015 after a trial period, state-run Xinhua News Agency reported. The goal would be to have insurers compensate victims of environmental accidents, avoid bankruptcy by the polluting company and lessen the government’s financial burden.

According to Pan, SEPA handled 108 emergency environmental pollution incidents across the country, one per two working days on average. Many polluting enterprises did not have funds to deal with the aftermath, victims could not be compensated and cleaning up could not be done in time. In the end, the government had to take up the responsibility, which is against the principle of “he who pollutes is held responsible”. This problem could be solved if enterprises were insured.

In July, 2007, with the support of China Banking Regulatory Commission (CBRC), SEPA launched the so-called “green credit” policy. It demands banks to restrict their loans to energy-intensive, polluting industries. Under this policy, companies with violations could be barred from getting loans and those with outstanding loans could have their loans called in.

Under this “green credit” policy, so far some 3.93 billion yuan (US$554 million) worth of credit has been called in from companies that failed to meet environment standards, a Xinhua report last week said quoting CBRC. CBRC also said that some 30 energy-intensive, high-polluting enterprises were denied credit from the top five banks last year after they were blacklisted by the environmental authorities. CBRC statistics showed major commercial banks have provided 1.7 trillion yuan in loans for energy-intensive, polluting industries including chemicals, iron and steel and thermal power generation.

On the other hand, China’s top five banks – the Industrial and Commercial Bank of China (ICBC), China Construction Bank (CCB), Bank of China (BOC), Agricultural Bank of China (ABC), and Bank of Communications (BoCom) – offered loans of more than 100 billion yuan last year to support companies’ environmental plans, the top banking regulator said.

Meanwhile, China will get tough on corporate executives responsible for causing severe pollution by imposing hefty fines on them. Heads of Chinese enterprises which cause severe pollution incidents may face fines equivalent to half of their annual income, according to an amended law on water pollution, Xinhua said.

The NPC Standing Committee on February 29 passed an amendment to the Water Pollution Prevention and Control Law, which will take effect from June 1. “Enterprise heads directly responsible for causing severe water pollution incidents and others with direct responsibility will be fined up to half of their income in the previous year,” the revised law says. Previous punishment of responsible company heads stopped at administrative penalties.

All these are signs suggesting the new environment body will be empowered with greater authority, no longer remaining a “toothless tiger” as SEPA used to be called.

Nevertheless, as powerful as the new Ministry of Environment may be, it is still a ministry under the State Council, China’s cabinet. And under China’s administrative hierarchy, it is at the same ranking as other ministries or provinces or large state-owned enterprises such as PetroChina, Sinopec, or the State Grid. As such, it cannot really order the others to do as it says.

Therefore, whether the new environment authority can effectively exercise its function still largely depends on whether other government departments or provinces are willing to cooperate and coordinate. In the three “green” policies, for example, SEPA has the full support of the three financial regulators.

However, as departmentalism and regionalism run rampant in China, it remains uncertain whether other government departments and provinces will be as fully cooperative as the financial regulators, particularly when their own interests are infringed.

From the long-term perspective, therefore, China must build up a sounder rule of law if it wants to push for environment-friendly development. Empowering the environment watchdog with greater capacities, after all, is only an administrative measure. Its power can be properly exercised only when it is armed with proper laws and regulations.

Hong Kong 15th on Best City for Asian Expatriates To Live

Singapore is best city for Asian expatriates to live: survey

Associated Press – Updated on Mar 04, 2008 – SCMP

Singapore has topped a list of cities around the world offering Asian expatriates the best quality of life, followed by Sydney, a survey from a human resources consultancy said on Tuesday.

UK-headquartered ECA International’s annual location ranking, which compares living standards in 254 international locations, found that Singapore is an ideal place for Asians to live in because of the quality of its infrastructure and health facilities.

The city-state’s low health risks, air pollution, crime rates and cosmopolitan population added to its appeal, Lee Quane, ECA International’s general manager in Hong Kong, told The Associated Press.

Mr Quane noted, however, that while Singapore scored consistently well in most of the 15 categories used to asses each location, it saw a deterioration in some factors.

“Air pollution last year was slightly higher than 2006, primarily due to the haze last year,” Quane said. Haze from forest fires in neighbouring Indonesia has become a major problem Singapore, where air quality levels have worsened every year during the dry season.

Sydney came in second, followed by Melbourne, Australia, and Kobe, Japan, which tied for third place in the ranking that combines data collected by ECA International with results of a survey of expatriates.

While Sydney and Singapore scored similarly well in criteria such as pollution levels, the quality of goods and services available, transport and infrastructure, the Australian city’s geographical distance from Asia made it a less favorable location than Singapore, Lee Quane said.

“For Sydney, Japanese or Chinese assignees will have to travel relatively long distances, and so it’s much more difficult to maintain contact with family,” Lee Quane said. He added that cultural differences were also a factor.

The fifth-best city for Asian expats was Copenhagen, Denmark, the survey found, followed by Canberra, Australia (6th), Vancouver, Canada (7th), Wellington, New Zealand (8th), Yokohama, Japan (9th) and Dublin, Ireland (10th).

Elsewhere in Asia, Hong Kong and Tokyo were tied at 15th place.

Hong Kong made improvements in personal security and healthcare infrastructure but air pollution was likely to remain a problem, Lee Quane said.

“People feel safer in Hong Kong than they have in recent years,” he said. “But looking at the main reason why Hong Kong still lags behind Singapore is the issue of air pollution.”

Mr Quane noted, however, that Hong Kong scored better than Singapore in one respect: the media.

“In news and media, we regard Hong Kong as much more free and fair than in Singapore,” he said.

The survey showed that Baghdad, Iraq, remains the least favorable place to live for Asian expats, followed by Kabul, Afghanistan and Karachi, Pakistan, because of the high risk to personal security and lack of suitable facilities for expatriates.

Delta Bridge Will Be An Ecological Monstrosity

Updated on Mar 04, 2008 – SCMP

Your editorial (“Bridge will benefit city, but only after hard work”, February 29) endorses the Hong Kong-Macau-Zhuhai bridge without critically questioning the very basis of this mega project.

When city-regions around the globe are shifting to green infrastructure, why is Hong Kong’s government supporting an outdated carbon-intensive “vehicles-only” bridge? Besides impacting the sensitive Pearl River marine estuary (including already compromised Chinese white dolphin habitats), this bridge will clearly increase the region’s carbon footprint through energy intensive concrete construction and car and truck movements in perpetuity.

Why must most non-driving residents of high density Hong Kong and Macau subsidise a mega project that will induce greater private vehicle movements and further congestion in already pedestrian-unfriendly cities at either end of the bridge? And why haven’t more eco-friendly high-speed rail links or rail-freight logistics even been considered in the bridge proposal? This lack of vision really shows the government’s rhetoric on blue skies to be completely shallow.

Taking a look at the massive financial outlays projected for this bridge (and related highway links) one has to wonder if the extravagant sums could have been used for retrofitting every building in the city to be more energy efficient.

Visionary cities around the world are putting in place green infrastructure projects that create jobs and support the quality of city life rather than investing in carbon-intensive mega projects like this dinosaur-era bridge.

David Sadoway, Lamma