Air quality: An alternative agenda

Martin Seychell, head of the Environment Directorate at the Malta Environment and Planning Authority, underplayed the role of power stations in the contribution to poor air quality during a press briefing (July 27). The exception is the swathe of towns and villages lying in the path of their fallout plume!

Mr Seychell often uses the term “cars” when referring to road transport. The (licensed) car fleet has exceeded 23,0000 and not 300,000. As in previous official press releases, commercial vehicles remain an invisible entity in spite of their overwhelming contribution to poor urban air quality. Public transport emissions’ share is less than three per cent of emissions from commercial vehicles, yet the authorities have placed buses in the line of fire – no doubt to influence public opinion and gain popular support to implement the necessary changes needed to rebuild a new service. The consequences of this belated attempt to establish a decent service has only the authorities and the service providers to blame.

There is a noticeable change in style from previous press (spin) releases. Emissions from diesel road vehicles (predominantly commercial vehicles) are conspicuously underplayed. There is absence of any reference to particulate emissions and a love affair with quoting nitrogen oxide (NOx) emissions has blossomed. This is not without reason. Airborne particulates remain a major health risk and those emitted from road transport are predominantly derived from politically inconvenient diesel commercial vehicles which in 2008 emitted 90 per cent of road transport particulate emissions. Particulates, it seems, have fallen out of favour as a justification to curb “cars” from the roads.

Nitrogen oxides contribute to the formation of acid rain but neutralise undesirable ozone at street level. They are irritants of mucus membranes (eyes, nose, throat and respiratory tract). NOx emissions, created by any combustion process, are related to fuel consumption and engine technology. All road vehicles emit nitrogen oxides but disproportionately more by older and heavy vehicles. Commercial vehicles account for 76 per cent of total road transport NOx emissions, “cars” emit 23 per cent. Mr Seychell must be preaching his superior’s agenda. “Curbing cars” is their definitive solution to improving air quality! In a dictatorial scenario where “more measures are taken to wean people off their private car”, a 50 per cent reduction in private car use would lead to reduction in NOx by a nominal 13 per cent and particulates by 4.5 per cent. How is this going to lower the annual average NOx concentration to less than 40µg/m3 if commercial vehicles seem to remain an unmentionable pollutant source?

Average yearly emissions in localities where NOx is monitored showed peak levels in 2007 and marked reductions in 2008. Figures for 2009 may confirm the diminishing trend. In 2007, annual average NOx concentration at Msida was 52µg/m3 (30 per cent above the limit of 40µg/m3). The 2008 value (60.8µg/m3) of 52 per cent above the limit reportedly given by Mr Seychell may be misquoted!

Public transport operation is being contended by two consortia (one became a preferred bidder) with interests by two of the most successful Maltese entrepreneurs. Their interest in a service which shows consistent gains only in public unpopularity leaves me without words. I assume that profit, not charity, is the motive for bidding for the contract. I cannot believe that business acumen can endeavour to get involved in Malta’s public transport system unless authorities have given assurances that restrictions and regulations will be created that will literally shovel motorists onto public transport.

Mr Seychell’s impatient solution to reduce nitrogen oxides (more measures would be taken on drivers of passenger cars) is incompatible with what should be his science-based unit. His remark could more likely be heard from spokesmen for the Ministry of Transport or Ministry of Finance. Such sabre-rattling can only be interpreted as a preamble to manoeuvres meant to ensure ample profits to the winning bidder and not to improve urban air quality. If the latter was the case, “measures” contemplated on private passenger car use would have a greater effect on improving air quality if commercial vehicles are conspicuously included in such measures.

Public transport reform promises to provide mobility with a modern and efficient service but many remain sceptical. A “modal shift” is being prayed for; commuters freely opting to use public instead of personal transport. Official interventions to restrict only passenger car use can be interpreted as favouring a monopolistic commercial service provider. The car pollution card is wearing thin. Mr Seychell asserts that “it will not be enough to raise the emission standards of new vehicles to improve air quality”. In fact what has been needed for years is raising the emission standards of old vehicles. For several decades, fiscal policies imposed on passenger car imports and a blind eye turned towards the more polluting commercial vehicle fleet (with an even higher average age) has insidiously led to the state we are in.