Environmental Engineering Reference
In-Depth Information
Table 3. Policy/Regulatory Initiatives Introduced During the Diesel-to-LPG Scheme in Hong Kong
Incentive-based Initiatives
1
One-off grants to subsidize early replacement of diesel taxis with LPG taxis.
2 Lower fuel cost for LPG compared to diesel, due to fuel tax exemption on LPG and land premium exemption for filling stations solely
dedicated to selling LPG
Capability-enhanced Initiatives
1 Consulted the taxi trade early
2 Undertook trial schemes prior to the introduction of the replacement scheme to collect useful operational data and identified potential
difficulties encountered by the trade with LPG operations.
3
Identified a number of new sites for the provision of LPG filling facilities
4 Provided an appropriate framework to facilitate LPG vehicle maintenance workshops and training of LPG vehicle mechanics
Regulatory Initiatives
1 Enforced the requirement that all newly registered taxis use LPG
2
Enforced the requirement that all diesel taxis convert to LPG taxis
3 Banned old diesel taxi vehicles running on the streets
4 Progressively tightened emission standards for light diesel vehicles in phase with EU emission standards on diesel engines
5 Stepped up the inspection of smoky vehicles and the enforcement, with increase in fixed penalty
6
Mandatorily installed particulate reduction devices on pre-Euro light diesel vehicles
Source: Adapted from EFB (2000); EMSD (2002)
to replace old diesel taxis with LPG alternatives
(ACE, 1999a). Prior to the diesel-to-LPG replace-
ment scheme, the PELB first consulted the taxi
trade, promoted public discussion regarding the
full scale introduction of LPG taxis, and sought
the LegCo's view (PELB, 1998b).
The diesel-to-LPG replacement scheme
was linked to a more general and broader pol-
icy package introduced in 2000 which aimed at
comprehensively reducing vehicular emissions
from diesel vehicles. The government planned
to replace diesel vehicles with cleaner alterna-
tives wherever practicable, and tighten fuel and
emission standards to keep them in phase with
stringent international standards (EPD, 2005).
Several components were included in the diesel-
to-LPG replacement scheme. Unlike the previous
diesel-to-petrol scheme which was largely C&C
in nature, regulatory design and implementation
style of the new scheme changed substantially.
It became predominantly incentive-based and
capability-enhanced, supported with regulatory
back-ups (EFB, 2000 and EMSD, 2002; see Table
3). Before and during the phase-in period in 2000,
the government first provided substantial financial
incentives in the form of one-off grants and fuel
tax differentials to taxi owners and in the form
of land premium exemption to LPG fuel sup-
pliers, and organized voluntary programmes to
get the stakeholders prepared for the switch. In
subsequent years, the emission and fuel standards
were progressively tightened (see Table 3 and 4).
Two parts of the Air Pollution Control Regu-
lations (APCRs) are specifically related to the
Diesel-to-LPG taxi replacement scheme. They
target fuel and emission standards. The Air Pol-
lution Control (Vehicle Design Standards) (Emis-
sion) Regulations require newly registered motor
vehicles to comply with a set of the very stringent
emission standards adopted by the United States
of America, the European Union and Japan (PELB,
1999). A vehicle cannot obtain registration from
the Transport Department if it fails to comply with
the emission standards. The Air Pollution Control
