Topic: air quality

ADVISORY: Press Call on China’s New Leadership: Confronting Energy and Environmental Challenges

Michael Oko — Wed, 27 Feb 2013 17:32:38 -0500

As China continues its leadership transition next week at the National People’s Congress, many are wondering how the country will confront its pressing environmental, climate, and energy challenges. On Friday, March 1 at 9 a.m. EST, WRI’s ChinaFAQs network will bring together leading experts for a press teleconference to discuss these issues.

China’s new leaders have declared that making “ecological progress” will be a priority. However, in recent weeks, environmental challenges—including pollution, air quality, water scarcity, and greenhouse gas emissions—have all been in the headlines.

Experts will discuss what to watch for in China’s energy mix and new policies, including a potential carbon tax. They will also discuss implications of the government’s restructuring of energy and environmental authorities, and opportunities for U.S.-China collaboration on clean energy.

The call is being hosted by ChinaFAQs, a network of independent, U.S.-China experts assembled to provide insights and analysis around climate and energy issues in China.

LISTEN TO THE RECORDING:

WHAT:
Press teleconference on China’s leadership transition and energy and sustainability issues

WHO:
Melanie Hart, Policy Analyst, Center for American Progress
Ailun Yang, Senior Associate, World Resources Institute
Julio Friedmann, Chief Energy Technologist, Lawrence Livermore National Laboratory, and Technical Program Manager for the US-China Clean Energy Research Center for Advanced Coal Technology

WHEN:
Friday, March 1, 2013

TIME:
9:00 a.m. EST

CALL-IN:
US (Toll-Free): 866-803-2143
US/Int’l (Toll): +1 (210) 795-1098
CHINA: + 86-400-810-4773

ACCESS CODE: “WRI”

RSVP to lzelin@wri.org

RELEASE: C40 Cities Climate Leadership Group and World Resources Institute Partner to Promote City Transit Solutions

James Anderson — Wed, 16 Jan 2013 22:44:03 -0500

The World Resources Institute, led by its sustainable transport center, EMBARQ, and the C40 Cities Climate Leadership Group (C40) established a partnership today that will further their mutual goal of reducing greenhouse gas emissions from urban transportation. The partnership focuses on scaling up solutions and enhancing C40 cities transport efforts related to sustainable urban planning, bus rapid transit systems, and non-motorized transit initiatives.

Together, these organizations will tackle a transport sector that accounts for roughly 13 percent of greenhouse gas emissions worldwide.

“This new partnership with EMBARQ and its global network of transportation expertise will accelerate the work cities are doing to implement more efficient and effective transit systems,” said C40 Chair and New York City Mayor Michael R. Bloomberg. “By combining the forces of two organizations that know how to get things done we will help provide greater transit options that will help us build a more sustainable planet.”

For over ten years, EMBARQ has catalyzed and implemented sustainable transport solutions to improve the quality of life in cities in terms of pollution, public health, and safety. Similarly, C40 works to implement innovative, replicable transit solutions that reduce GHG emissions at the city level.

“Mayor Bloomberg and the leaders of other C40 cities are committed to shifting to a low-carbon future – and this partnership will help them to get there,” said Andrew Steer, President, World Resources Institute. “The world’s middle class is booming and people are more mobile than ever before. We need smart, people-focused transportation solutions that will help create better cities and a more sustainable world.”

C40 and the World Resources Institute cemented a long-standing relationship through the signing of a Memorandum of Understanding that will encourage the two entities to collaborate on the following:

Supporting climate mitigation and adaptation measures through sustainable and equitable transportation policies in C40 cities;
Leveraging C40 networks, or working groups of peer C40 cities (e.g. Sustainable Urban Development Network and Bus Rapid Transit Network), to develop and share integrated transit and urban development planning in and among C40 cities; and
Collaborating to support and promote low-carbon urban development in C40 cities, with particular attention paid to bus rapid transit and non-motorized transport.

EMBARQ is already actively working in the following C40 Cities: Rio de Janeiro and Sao Paulo (Brazil); Mexico City (Mexico); Lima (Peru); Istanbul (Turkey); Delhi, Mumbai and Bangalore (India).

“By combining our vast networks and deep technical capacity, C40 and EMBARQ are positioned to make a significant contribution to reducing city-level emissions and creating better transport systems,” said Holger Dalkmann, director, EMBARQ. “Mayor Bloomberg is a proven leader by transforming New York City and raising the ambition of mayors around the world. Now, we need to more cities to follow C40’s lead by scaling up transportation and low-carbon solutions that create a healthier and safer world.”

The two organizations have collaborated in the past. C40 is currently working with EMBARQ’s parent organization, WRI, to establish a single standard for measuring city emissions – the Global Protocol for Community-scale Greenhouse Gas Emissions. Additionally, Mayor Bloomberg’s philanthropic foundation, Bloomberg Philanthropies, also collaborates with and provides support for EMBARQ’s international activities to improve road safety.

Media Contacts:

World Resources Institute: Michael Oko, moko@wri.org; (202) 246-9269
C40: Mike Marinello, mmarinello@c40.com

–

About C40 Cities Climate Leadership Group (C40)
The C40 Cities Climate Leadership Group (C40) is a network of large and engaged cities from around the world committed to implementing meaningful and sustainable climate related actions locally that will help address climate change globally. C40 was established in 2005 and expanded via a partnership in 2006 with President William J. Clinton’s Climate Initiative (CCI). The current chair of the C40 is New York City Mayor Michael R. Bloomberg. To learn more about the work of C40 and our Cities, please visit www.c40.org, follow us on Twitter @c40cities and like us on Facebook at http://www.facebook.com/C40Cities.

About EMBARQ—WRI’s Center for Sustainable Transport (EMBARQ)
EMBARQ, the World Resources Institute’s center for sustainable transport, catalyzes and helps implement sustainable transport solutions to improve quality of life in cities. Since 2002, the EMBARQ network has expanded to Mexico, Brazil, China, India, Turkey and the Andean Region, collaborating with local and national authorities, business and civil society to reduce pollution, improve public health, and create safe, accessible and attractive urban public spaces. http://www.embarq.org

STATEMENT: EPA Finalizes New Clean Air Standards For Boilers - A “Gift for People and the Planet”

James Anderson — Fri, 21 Dec 2012 13:06:04 -0500

The U.S. Environment Protection Agency finalized new standards for boilers and certain incinerators, the Boiler Maximum Achievable Control Technology (MACT) rules, today to protect people from exposure to hazardous, toxic air pollution from industrial, commercial and institutional boilers. By encouraging industry to use cleaner-burning fuels and to make efficiency improvements, the Boiler MACT will modernize U.S. industry, reduce toxins, and cut carbon pollution.

Following is a statement by James Bradbury, Senior Associate, World Resources Institute:

“Just in time for the holidays, this is a welcome gift for people and the planet. These new environmental standards will help spur greater efficiency across a range of U.S. industrial and commercial energy users. The EPA has taken steps to ensure that the rule will promote energy efficiency by improving environmental performance while increasing flexibility for affected facilities. This is good news for the manufacturing workforce, for public health, and for the climate.”

Background:

As required by the Clean Air Act amendments of 1990, major sources of toxic air emissions from coal, oil and biomass-fired boilers will soon be subject to technology-based emissions limits. The rule’s emissions limits will apply to certain new and existing major source boilers, which will have three years to comply by reducing emissions to levels that are consistent with demonstrated maximum achievable control technologies, or MACT standards.

Because the emissions limits under the Boiler MACT affect the largest and dirtiest polluters, 99 percent of the U.S. boilers are either unaffected or can comply with the new standards by conducting periodic maintenance or regular tune-ups. These tune-ups can improve energy efficiency as they reduce toxic air emissions.

STATEMENT: Obama Administration Finalizes Emissions Standards for Light-Duty Vehicles

Lauren Zelin — Tue, 28 Aug 2012 12:56:16 -0400

The Obama Administration announced the finalized historic fuel economy and greenhouse gas emissions standards for light-duty vehicles. The final program for model year 2017-2025 passenger cars and trucks will require an average CO2-level of 163 grams per mile, which is equivalent to 54.5 miles per gallon by 2025, if all reductions are made through fuel-economy improvements.

Today’s action builds on the first phase of the Obama Administration’s national program (2012-2016), which would raise fuel efficiency equivalent to 35.5 mpg by 2016 and lower CO2 emissions standards to 250 grams per mile.

Following is a statement by Kevin Kennedy, U.S. Climate Director, World Resources Institute:

“These rules will take a real bite out of U.S. greenhouse gas emissions, and in a way that’s good for consumers and the auto industry. Following the summer of extreme weather and with mounting evidence of climate change all around, the need for greater action could not be clearer.

“EPA and National Highway Traffic Safety Administration (NHTSA) estimate that the national plan will reduce greenhouse gas emissions by 6 billion metric tons. Light-duty vehicles account for approximately 17 percent of U.S. greenhouse gas emissions.

“These standards will also save consumers money by reducing the amount of fuel needed by drivers in America. EPA and NHTSA estimate together the plan will save 12 billion barrels of oil, which is more than the total gasoline the United States consumed in 2011 (approximately 3.2 billion barrels).

“Even with a recent dip, U.S. emissions are expected to grow and will significantly impact our planet—bringing more extreme weather and other dangerous impacts to people and the economy. While more needs to be done, these rules will play an important role in driving down U.S. emissions over time.”

# # # #

For more background on the auto standards, read: What To Look For In The EPA’s Forthcoming Standards On Emissions From Light-Duty Vehicles.

MEDIA ALERT: Launch of New Report on Auto-Rickshaws in India

Lauren Zelin — Thu, 09 Feb 2012 15:05:08 -0500

Sustainable Urban Transport in India: Role of the Auto-Rickshaw Sector

Background

Across India, auto-rickshaws are becoming an increasingly important part of urban transport in cities. Currently, the number of auto-rickshaws in India ranges from 15,000 to 30,000 in medium-sized cities (population between 1 and 4 million) to more than 50,000 in large cities (population greater than 4 million). Now, the World Resources Institute and EMBARQ are releasing the most comprehensive report ever on auto-rickshaws.

The report, “Sustainable Urban Transport in India: Role of the Auto-rickshaw Sector,” by Akshay Mani, Madhav Pai and Rishi Aggarwal, examines the role auto-rickshaws play in promoting public transport usage and reducing private motor vehicle trips in cities. The report also provides a policy vision for the auto-rickshaw sector that improves sustainable urban transport in India.

The publication highlights the need for regulatory reforms to promote dispatch services and vehicle-related reforms to address emissions and road safety. Adopting these reforms is key to ensuring that auto-rickshaws contribute to a more efficient, clean and safe transport system.

Statement by Akshay Mani, Project Manager – Urban Transport, EMBARQ India

“Given the current urban transport trends and challenges, such as rising emissions and road fatalities, there is a critical need to promote more sustainable transport options in India. Implementing the recommended reforms – such as the promotion of fleet-based dispatch services and vehicle improvements – will be key to ensure that auto-rickshaws can serve as an effective alternative to private motor vehicles. These reforms are essential to mitigate the environmental and road safety challenges that currently exist in this sector.”

Key Facts

Market size of auto-rickshaws varies from around 15,000 to 30,000 vehicles in Tier II cities (population between 1 and 4 million) to more than 50,000 in Tier I cities (population greater than 4 million). Mumbai has the largest market with around 150,000 auto-rickshaws.
Auto-rickshaws serve between 10-20 percent of daily motorized road transport trips for people in Bangalore, Mumbai, Pune and Rajkot.
Production of auto-rickshaws in India has doubled between 2003 and 2010.
High concentration of particulate matter less than 10 microns (PM10) in Indian cities is a key public health issue. Auto-rickshaws running on two-stroke engines are a major contributor to PM10 emissions.
Contrary to popular belief, auto-rickshaws are the second safest motorized mode of travel (after buses) for pedestrians, in terms of contribution to fatalities, in both Mumbai and Bangalore.
However, safety of auto-rickshaw occupants is a key issue of concern, due to mixed-flow traffic conditions in Indian cities as well as current vehicle design aspects, which needs to be addressed urgently.
Meanwhile, the population of Indian cities will grow from an estimated 340 million in 2008 to 590 million by 2030.

Resources

The publication is available online at: http://www.embarq.org/en/sustainable-urban-transport-india-role-auto-rickshaw-sector

Read blog posts by Akshay Mani at: http://thecityfix.com/blog/author/akshay142

Watch and link to videos at: www.embarq.org/multimedia

Mumbai Rickshaws: http://www.embarq.org/en/video/cities-focus-mumbai-rickshaws
Vikram: http://www.embarq.org/en/video/snapshot-vikram
Vatsala: http://www.embarq.org/en/video/snapshot-vatsala

The report will be launched Friday, February 10, at Rickshaw Rising – An Auto-rickshaw Entrepreneurship Summit, in Mumbai, India: http://www.embarq.org/en/events/12/02/rickshaw-rising

For more information about the launch or to set up interviews, contact:
Erica Schlaikjer, EMBARQ, Media Relations Coordinator, (202) 729-7722, eschlaikjer@wri.org; or
Lauren Zelin, WRI, Senior Press Officer, (202) 729-7736; lzelin@wri.org

ADVISORY: Roundtable Discussion on "The State of the Clean Air Act: Past, Present and Future"

Lauren Zelin — Thu, 12 Jan 2012 12:40:25 -0500

The World Resources Institute hosts a roundtable discussion featuring former EPA administrators, elected officials, and business and health leaders on “The State of the Clean Air Act: Past, Present and Future” on January 23, 2012. The participants will discuss the law’s significant accomplishments and the challenges that lie ahead.

Sen. Tom Carper and Sen. Lamar Alexander will moderate a discussion featuring former EPA Administrators William Ruckelshaus and William Reilly, CEO Ralph Izzo, PSEG, and health experts Daniel Greenbaum, President of the Health Effects Institute, and Dr. Sumita Khatri, Co-Director of the Asthma Center for the Cleveland Clinic.

WHAT
Roundtable discussion on “State of the Clean Air Act: Past, Present, and Future”

WHO
Sen. Tom Carper (D-Del.), moderator
Sen. Lamar Alexander (R-Tenn.), moderator
The Honorable William Ruckelshaus, former EPA Administrator (1970-1973, 1983-1985)
The Honorable William Reilly, former EPA Administrator (1989–1992)
Mr. Ralph Izzo, Chairman of the Board, President and Chief Executive Officer, PSEG
Mr. Daniel Greenbaum, President and CEO, Health Effects Institute
Dr. Sumita Khatri, M.D., M.Sc, Co-Director of the Asthma Center for the Cleveland Clinic
Mr. Manish Bapna, Interim President, WRI, welcome remarks

WHERE
World Resources Institute
10 G Street NE, Suite 800
Washington, D.C. 20002

WHEN
Monday, January 23, 2011
3:00 – 5:00 p.m. EST

Reception to follow

RSVP Required to press@wri.org

STATEMENT: EPA Issues Standards to Control Mercury and Other Air Toxins

Michael Oko — Wed, 21 Dec 2011 12:21:59 -0500

The U.S. Environmental Protection Agency issued today the first national standards to control mercury and other toxic air pollutants from coal-fired power plants. These standards follow from the bi-partisan 1990 Clean Air Act Amendments that mandated that EPA require control of toxic air pollutants including mercury.

Following is statement by Kevin Kennedy, U.S. Climate Director, World Resources Institute:

“Just in time for the holidays, the EPA has taken a big step toward protecting people and the environment with the release of new mercury standards for power plants. This announcement demonstrates a balanced and responsible approach by the EPA, which has developed these standards through a lengthy, deliberate process involving many stakeholders.

“In fact, these standards have been in development for over 20 years. Many plants are already meeting the standards, and 11 of the 15 largest coal utilities have already informed their shareholders that they are well positioned to comply with them.

“Furthermore, these standards are achievable using current technology and provide sufficient flexibility to protect electric system reliability. While some older coal plants may be pushed toward retirement, this will help expedite a shift to newer and more efficient plants, or other alternate energy sources.

“EPA has taken a significant step toward cleaner air, and we hope to see more progress to protect public health from air pollutants, including greenhouse gases, in the coming year.”

- END -

Read WRI’s analysis of the new mercury rules, here and here.

PRESS RELEASE: World Resources Institute Names Kevin Kennedy to Lead U.S. Climate Program

Michael Oko — Wed, 16 Feb 2011 11:07:01 -0500

The World Resources Institute (WRI) announced today that Dr. Kevin Kennedy will lead its U.S. Climate Initiative, within the Climate and Energy Program, starting in April 2011.

Kennedy will oversee the Institute’s domestic climate and energy strategy, working with federal agencies, Congress, state governments, businesses, and other stakeholders to advance a clean energy economy and respond to climate change. In addition to developing cost-effective, low-carbon policies, Kennedy will support WRI’s work with top American companies to develop new clean energy innovation strategies.

Kennedy joins WRI from the California Air Resources Board (CARB), where he served as Assistant Executive Officer in charge of the Office of Climate Change, overseeing planning and policy elements in the implementation of the California Global Warming Solutions Act of 2006 (AB 32).

Jennifer Morgan, WRI’s Climate and Energy Program director, said, “Kevin’s practical experience in developing the country’s first state-wide policy to reduce greenhouse gas emissions will be an asset in finding realistic solutions to America’s climate and energy challenges. As the United States continues to develop its approach to clean energy and climate change, we’re excited to have him lead our U.S. team.”

Prior to joining CARB, Kennedy was at the California Energy Commission from 2000 to 2007, serving as special advisor to Commissioner Jeffrey D. Byron and special advisor to Energy Commission Chairman Joseph Desmond.

He also served as the program manager for the 2005 Integrated Energy Policy Report proceeding, which culminated in the commission’s adopting the final report, and provided a comprehensive review of California’s energy situation and recommendations for energy-related policies.

“I am delighted to join WRI’s climate team, where I can apply my experiences from the California Air Resources Board to help develop clean energy policies on the national stage. I’ll miss ARB, but know that I’m leaving behind a strong team, who will continue the implementation of California’s program. I am looking forward to new opportunities and challenges as I head to Washington,” said Kennedy.

Kennedy holds a Ph.D. from the Energy and Resources Group at University of California, Berkeley, and has more than 20 years experience in energy and environmental policy.

At WRI, Kennedy joins Siddarthan Balasubramania, director, Major Emerging Economies Initiative, and Edward Cameron, director, International Climate Initiative, who were recently hired to advance WRI’s domestic and international climate strategies.

WRI’s Climate and Energy Program has recently grown to more than 50 people, who use independent, non-partisan policy research and analysis to advance effective international and U.S. actions on energy and climate change.

Bloomberg Philanthropies Awards EMBARQ, Partners $125 Million for Global Road Safety Work

Paul Mackie — Wed, 18 Nov 2009 12:11:34 -0500

EMBARQ – The World Resources Institute Center for Sustainable Transport is one of six organizations awarded a total of $125 million by Michael Bloomberg to implement programs in low- and middle-income countries to prevent death and disability from road traffic crashes. This is the largest single donation ever for international road safety.

“Bloomberg Philanthropies is an ideal global strategic partner that will allow EMBARQ to continue to achieve results in some of the world’s most iconic and populated cities,” said Jonathan Lash, president of the World Resources Institute. “It is a significant milestone that Bloomberg recognizes the value of sustainable urban mobility in improving road safety and public health.”

Road traffic crashes kill 1.2 million people and injure up to 50 million each year, according to the World Health Organization. Road traffic injuries are projected to be the fifth leading cause of death globally by 2030. To reverse these trends, Bloomberg’s five-year program will focus on 10 low- and middle-income countries that have a high burden of road traffic injuries and fatalities, representing 48 percent of traffic deaths globally.

EMBARQ’s programs will focus on incorporating sustainable transport and reduced emissions in urban planning. “Helmets and seatbelts are very important, but you also have to think about policies that protect all urban residents, not just transport users,” said Nancy Kete, director of EMBARQ, which includes a network of Centers for Sustainable Transport based in Mexico, Brazil, India, Turkey and the Andean Region. “We’re tackling the problem at the root by considering all of the health and safety benefits associated with mass transit, cycling, walking, clean fuels and vehicles, and vibrant public spaces. These solutions not only provide safer streets, but they also lead to cleaner air, reduced carbon emissions, more physically active citizens, and greater social inclusion.”

Other organizations involved in the initiative include the World Health Organization, Johns Hopkins Bloomberg School of Public Health, the World Bank Global Road Safety Facility, Global Road Safety Partnership and the Association for Safe International Road Travel.

“We look forward to collaborating with the other Bloomberg partners,” said Claudia Adriazola, EMBARQ’s expert on road safety. “Our success will depend on a coordinated effort to achieve results, and that’s what makes this program so powerful.”

EMBARQ and Partners Win Award from Harvard University for Metrobus Project

Thu, 12 Nov 2009 09:43:41 -0500

Public-private partnership recognized by John F. Kennedy School of Government

This post originally appeared on EMBARQ.org.

EMBARQ - the World Resources Institute Center for Sustainable Transport - today receives the 2009 Roy Family Award for Environmental Partnership from Harvard University for its work in establishing Mexico City’s Metrobus, a sustainable transit project in one of the world’s most populated and congested cities.

“We’re honored to receive this award,” said Nancy Kete, director of EMBARQ. “We always knew that creating a public-private partnership model was necessary to overcome the political challenges that often impede sustainable transportation.” Mexico City’s Metrobus is a Bus Rapid Transit (BRT) system designed to reduce air pollution, greenhouse gas emissions and traffic while improving the quality of life for commuters.

The bi-annual award, presented by Harvard’s John F. Kennedy School of Government, celebrates outstanding public-private partnerships that enhance environmental quality through the use of novel and creative approaches. EMBARQ helped create the public-private partnership with the Mexico City government to the make the transit project a reality.

“Our goal was to pull the disparate groups together and help them find compromises. We wanted to show that cooperation was a better strategy than competition,” Kete added.

In 2005, after several years of planning and development, Metrobus opened along 20 kilometers, or about 12 miles, of the central transport artery in Mexico City, Avenida Insurgentes. The route was extended an additional nine kilometers in 2008, and later extended by another 22 kilometers with the launch of the Eje 4 Sur corridor. It’s estimated the new buses transport more than 450,000 passengers per day.

By introducing cleaner, more efficient buses, and convincing many commuters to leave their cars at home, Metrobus has reduced carbon dioxide emissions from Mexico City traffic by an estimated 60,000 tons to 80,000 tons a year. Also, due to the expansion of the system, a total of 839 polluting mini-buses that once traveled along the Metrobus route have been permanently removed from the roads, thanks to successful negotiations with former mini-bus owners and operators.

Mexico City Mayor Marcelo Ebrard wants to extend the system to 10 lines from two. “If we make [the city] greener, the city will be able to survive.”

EMBARQ worked on the project with three Mexico City government agencies - the Secretary of the Environment, Secretary of Transportation, and Secretary of Urban Development, and the Interdisciplinary Center for Biodiversity and Environment (CeIBA), a prominent Mexican NGO.

Together, these groups established the Center for Sustainable Transport in Mexico (CTS-México), a not-for-profit organization that has provided on-going technical assistance to the Metrobus system from its inception through its expansion. The World Bank, Global Environment Facility and the Shell, Caterpillar and Hewlett Foundations provided significant financial support for the project.

“Each partner contributed to the success of Metrobus in different ways,” Kete said. “By coming in from the outside, EMBARQ brought new ideas, international prestige, global best practices, and helped arrange financing. CTS-México has provided an experienced voice to support, assure and guide the city on a day-to-day basis. In the end, the public will hold the mayor and his senior staff accountable for the quality of transport in the city.”

EMBARQ and CTS-México are now advising other cities in Mexico on developing their own BRT systems. One project launched recently is Guadalajara’s Macrobus, which opened last spring.

“This model is transferable to cities throughout the developing world wrestling with the dual problem of moving people around in a highly congested area, while combating very high pollution levels,” said Henry Lee, director of the Environment and Natural Resources program at Harvard University’s Kennedy School’s Belfer Center for Science and International Affairs.

Metrobus was selected from a group of 30 highly qualified projects from around the world that tackled tough environmental problems ranging from clean fuel adoption to nuclear waste cleanup. More than 20 experts from and outside of Harvard reviewed the nominations.

To see the agenda of related Roy Award events, click here.

Engage Communities, Avoid Conflict

Kirk Herbertson — Mon, 02 Mar 2009 09:47:54 -0500

As the World Bank hosts Extractive Industries Week, the story of the Mae Moh coal plant in Thailand shows why early community engagement is critical.

The Mae Moh Coal Power Project

The Mae Moh coal-fired power plant sits in the hills of Lampang in northern Thailand. The plant is an enormous complex consisting of 13 power generating stations. Until 2008, the project was the largest of its kind in Southeast Asia.

Near the power plant lies its fuel source—a lignite coal mine, where open-air pits cut a 135 square kilometer slice out of the surrounding farmland. The government predicts there is enough coal in the area to meet a large percentage of Thailand’s energy needs through 2035 (it currently provides 12% of Thailand’s electricity), and recently approved plans to expand the mine to access 187 million tonnes of additional, proven coal reserves.

Impacts on Local Communities

Sixteen communities live near the power plant and mine. As the project has expanded over time, the mine has grown closer to their lands (only 800 meters away from one village). The power plant has expanded from one unit of 75 Megawatts in 1978 to 13 units of 2,625 Megawatts in 1996, and now consumes over 40,000 tonnes of lignite each day.

Fifteen years ago, the size of the project reached a tipping point. Thousands of communities began to complain of respiratory illnesses and severe damage to their crops. The communities alleged that wind blew coal mine dust into their homes and farmlands and that the smokestacks of the power plant did not contain appropriate filters, allowing the release of sulfur dioxide, mercury, and other toxic chemicals into the air.

In 1992, the plant activated all 11 of its generating units (now expanded to 13), and within a few days thousands of people in the area began noticing breathing difficulties, nausea, and inflammation of their eyes and throats. Communities estimated that within 2 months, 50% of rice fields were damaged by sulfur dioxide emissions. In 1998, mobile inspection clinics organized by the government diagnosed 8,214 patients, and found that an estimated 3,463 suffered from respiratory illnesses. Communities alleged that the project was connected to several deaths, including six Mae Moh villagers who died from blood poisoning.

Communities also complained that chemicals from the plant leaked downhill into water supplies, where uninformed people fished from the water. In October 2003, the State Natural Resources and Environmental Policy and Planning Office found high levels of arsenic, chromium, and manganese in most water sources near the plant.

WRI’s Report on Community Engagement

WRI’s report, Breaking Ground: Engaging Communities in Extractive and Infrastructure Projects, provides a framework to help prevent harmful projects. Companies and governments can use this report to more effectively involve communities in the design of projects. Likewise, communities can use this report to demand better governance of these types of projects.

WRI’s Principles for Effective Community Engagement:

Prepare communities before engaging.
Determine what level of engagement is needed.
Integrate community engagement into each phase of the project cycle.
Include traditionally excluded stakeholders.
Gain free, prior and informed consent.
Resolve community grievances through dialogue.
Promote participatory monitoring by local communities.

The Government’s Response

The communities claimed that the government continued to grant permits and licenses to expand the project despite these impacts, and that the government failed to inform stakeholders about the project’s environmental and health risks. As people experienced harm to their health and crops, they complained to the government, but felt the government was not responsive. Communities described how public relations officials made promises to address their concerns, but then failed to follow through.

Communities also complained to financiers of the project, including the Asian Development Bank, Export Development Canada, and the U.S. Export-Import Bank. In 2001, ADB financed an evaluation of the project’s environmental and health impacts, which brought sulfur dioxide emission levels into compliance with national standards. As a result, fewer people now suffer from respiratory illnesses.

While this was an important first step, the government’s and financiers’ responses did not address communities’ other concerns such as compensation for crop damages, resettlement to safer areas, and payment for medical treatment. As a result, the communities resorted to lawsuits for redress. In 2002, local activist Maliwan Najwirot created the Occupational Patients Rights Network, which has filed several lawsuits against the government. In May 2004, a court ruling awarded approximately US$142,500 to villagers for crop damages caused by the power plant. Several lawsuits are pending to cover medical treatment for hundreds of people and to stop further expansion of the project.

The struggle between communities and the project continues today. In 2008, 47 families obtained a loan from commercial banks to resettle to a new plot of land farther from the power project. Construction on homes and farms of the resettlement site began in January 2009. The government has promised to repay the communities for the costs of the resettlement, but has yet to do so. While community leaders are optimistic about the opportunities the new site will bring, many community members remain unable to afford their medical treatment.

Update: On March 4, 2009, a Thai court ordered the government (the Electricity Generating Authority of Thailand) to pay $6,800 plus interest to each plaintiff in a lawsuit brought 5 years ago by several hundred villagers whose health was harmed from living near the project. The court also ordered the government to move affected people to new land at least five kilometers from the project, to rehabilitate the environment at the coal mine, and to replace a controversial golf course with trees. This landmark decision provides a much-needed turning point, so that Mae Moh communities can finally begin to restore and rebuild their lives.

WRI’s Electricity Governance Initiative

Public participation and access to information are also important before a project even moves forward, when the government makes its overarching energy policy choices. The WRI-Prayas Electricity Governance Initiative is working with civil society groups in Thailand to improved transparency, public participation and accountability in energy regulation, policy and planning, so that the concerns of people affected by projects like Mae Moh are considered at the onset of the planning process.

Lessons Learned

Despite the unresolved issues, Mae Moh communities have turned this into an important learning experience for others. Representatives of other Thai communities frequently visit Ms. Najwirot and the site to learn how to organize themselves, and how to address the tensions that development projects can create between those community members who benefit from jobs and electricity, and those who are harmed.

Mae Moh also provides important lessons for companies, governments, and financiers. Companies and governments should engage communities early and throughout the life of the project so they can better identify and mitigate risks, and build trust to resolve problems that do emerge. This in turn helps to prevent costs from disaster cleanup, lawsuits, and tarnished reputations. Finally, the project demonstrates the importance of transparency and public participation in the review and approval of permits and licenses that entail potentially harmful activities. In Mae Moh’s case, engagement with communities could have provided an earlier indication that construction or expansion of the project was not worth the environmental and health risks.

Enhanced Buses Best Option for DC-Area “Purple Line,” WRI Finds

Paul Mackie — Thu, 15 Jan 2009 17:48:13 -0500

Enhanced buses along the proposed Purple Line in Maryland’s D.C. suburbs would cost less, offer similar services, and fight global warming better than light-rail cars, according to an analysis released today by the World Resources Institute.

“The effort to create any kind of sustainable transit solution in the D.C. area is commendable, but it should be done the right way,” said Greg Fuhs, lead author of the WRI analysis. “We aren’t opposed to light rail in general, but we just don’t think it’s the best option for this particular project.”

The Purple Line is a proposed 16-mile, east-west transit corridor running parallel to the Capital Beltway in Maryland, and is intended to ease congestion and improve area mass-transit options. The two primary modes under consideration are light rail transit (LRT), which features electric streetcars on rails, or bus rapid transit (BRT), which features designated lanes and other enhancements to make trips faster and more comfortable for riders than conventional buses.

WRI submitted its analysis to the Maryland Transit Administration (MTA) this week. It compares BRT and LRT in the “medium investment” range, and confirms that BRT would be more cost-effective and lower-risk. In addition, WRI’s analysis confirms that BRT is the only option that would work locally to fight global warming, with a medium-investment system cutting carbon dioxide emissions by almost 9,000 metric tons per year, equivalent to taking about 1,600 cars off the road.

Unlike a conventional bus system, BRT would provide high-capacity express buses with multiple doorways and pre-paid ticketing, as well as frequent pick-ups from permanent bus stations with elevated platforms similar to a rail station.

MTA estimates that medium investment BRT would require $580 million in capital investment and $17 million in yearly operational costs. In comparison, an equivalent LRT system would cost more than double, requiring $1.2 billion in capital and an annual $25 million for operations. But WRI’s analysis found that MTA’s cost and ridership estimates are likely to be off target.

“Our analysis shows a 79 percent chance that medium investment light rail will exceed $1.5 billion. On the other hand, the probability of reaching such high costs for BRT is negligible,” said Dario Hidalgo, WRI’s senior transport engineer. “Ridership is also likely to be smaller than projected for all the options, but the impact on cost effectiveness is much smaller for BRT than LRT.”

MTA officials are expected to make a final decision on the choice between BRT and LRT in March or April, after reviewing public comments.

WRI has a long history of helping cities worldwide implement transportation systems. For example, WRI’s transport group, EMBARQ, worked with CTS-Mexico and the Mexico City mayor to introduce BRT in that city in 2005. Mexico City’s Metrobus now serves 315,000 passengers per day, nearly half the number of passengers who ride Washington, D.C.’s entire Metro system – the second-largest urban rail network in the United States. The Mexico City BRT system continues to add lines, grow in popularity, and serve as model for smart growth.

Nation's First Green Roof and Labyrinth Opens

Paul Mackie — Thu, 02 Oct 2008 13:52:43 -0400

The nation’s first green roof and labyrinth in this ever-greener city opened today at the top of an eight-story office building one block northwest of Union Station.

The green roof – on top of a building at 10 G Street, NE owned by the American Psychological Association (APA) – will be open to the public as a peaceful respite from the busy city and nearby Capitol Hill.

“This collaborative effort is part of our overall mission to create open spaces that heal the body, mind, and spirit,” said Mary Wyatt, executive director of TKF Foundation, the lead funder for the project. “We are gratified to be a leader in providing this innovative green space to all those who wish to have a place for reflection during the course of a work day.”

The roof was formally opened today during a book-release party for Open Spaces, Sacred Places, co- authored by TKF Foundation President Tom Stoner and Carolyn Rapp. The book chronicles the evolution of 12 sites from among the more than 120 spaces that the foundation has helped renew through funding and support.

Small plants called sedum and the labyrinth—an ancient tool for meditation that has in recent years seen a resurgence in popularity – cover 3,600 square feet of the building’s roof. The $170,000 project received additional funding from the APA, the Chesapeake Bay Foundation (CBF), and the World Resources Institute (WRI).

“The green roof fits with our mission to protect the Earth and improve people’s lives,” said Nancy Kiefer, facility director at WRI, whose offices occupy the top two floors in the building. “Our staff was so excited about the possibility of a green roof that many of them made personal contributions to the project.”

The idea sprouted a few years ago when CBF approached APA about applying for a grant to construct a green roof on one of its buildings. The building at 10 G Street was a perfect candidate since WRI is such a major tenant.

Architect rendering of the green roof by Farrand & English

Dr. Norman B. Anderson, CEO of APA, said, “In addition to helping APA become a more green organization, this green roof project is consistent with our ongoing commitment to being a ‘healthy company,’ both physically and psychologically. I am personally a big fan of walking a labyrinth as a mindfulness meditation tool.”

William Baker, president and CEO of CBF, added, “Green roofs like this can significantly protect storm sewers from being overloaded during heavy storms. That, in turn, protects local rivers and the Chesapeake Bay from becoming more polluted with the runoff.”

More than 55,000 square feet of green roofs were installed in Washington D.C. in 2007, helping place it seventh in rankings by Greenroofs.com for cities with the most green-roof square footage in the country. Last year, 30 percent more green roofs were installed in North America representing a 5 percent increase over the 25 percent growth of 2006.

Green roofs provide a host of psychological and financial benefits, including cleaner air, cooler cities, reduced energy consumption, cleaner rivers and streams, and more beautiful urban landscapes.

Was It "The Green Olympics?"

Deborah Seligsohn — Sat, 23 Aug 2008 11:05:19 -0400

Are the Beijing Olympics a signal that China can pursue both economic growth and a cleaner environment?

When we look back at the Beijing Olympics, great sporting moments will stay with us. Watching Michael Phelps or Usain Bolt break world records made all the air quality concerns leading into the Olympics seem like distant memories. But before the world bids “zaijian” to Beijing, it’s worth reflecting on what this Olympics meant and could mean for China. This, after all, was designed to be China’s great moment on the world stage, and the Beijing Olympic Committee set the lofty goals of delivering Green Olympics, High-Tech Olympics, and People’s Olympics. So how did Beijing score in those events?

Was this a Green Olympics? Fortunately, the oppressive weather and smog that marked the run-up to the games dissipated quickly, and Beijing enjoyed the best August air quality in many years. In the end, there were no reports of withdrawals from endurance events. In fact, never before has a city come so far environmentally in the lead up to an Olympic games. Beijing raised emissions standards, closed factories, placed emissions controls on all power plants, and removed half of its private cars from the road. Probably most important and little noted, the city increased wastewater treatment from 22% in 1998 to over 90% this year.

Hopping on the subway from the Bird’s Nest, it is clear mass transit has been a triumph. Let’s call it the Mass Transit Olympics. Beijing’s three new subway lines have worked incredibly well. The city planned intelligently for the huge crowds, with free entry and good crowd control. Visitors filtered far more easily through the impressive red gate station entrance at the Olympic Green than at baseball games I have been to in the U.S.

What about a High-Tech Olympics? Without question the main venues—especially the “bird’s nest” and the “water cube”—are extraordinary. Technology enhanced the ambiance, had some environmental benefits and produced optimal conditions for record-breaking swims and runs. But these Games are indeed of Beijing, the capital of a developing country, albeit the world’s fastest growing one. What we saw both at the Games and all over the city was the marrying of high tech with low. When the softball field got wet, volunteers dried it off with sponges and buckets. Rain on the javelin runway—wipe it with a towel. Unclear entrances and exits—man them with volunteers. The logistics that many visitors praised were actually a successful marriage of good systems with lots of people support (which of course, China has plenty of).

What about a People’s Olympics? The Chinese people embraced the games, and the lines for the last tranche of tickets continued for days. The entire women’s marathon route was lined by a cross-section of Beijing’s populace. But unique to the Beijing games was the number and enthusiasm of the young volunteers working every venue and information booth from the airport to downtown to the university district. This is one of the quiet victories of this Olympics. Volunteerism used to be suspect in China, a result of many people being “volunteered” for major construction projects in the 1950s and 1960s. But in the last few years, genuine volunteerism has started to flower, often inspired by crises like the Asian tsunami and the Sichuan earthquake. Even so, this Olympics is unprecedented in both the number of volunteers and the time they have dedicated.

Beijing promised an Olympics that would make it proud, and judging from the smiling faces I saw at every event, I think they succeeded. The biggest criticism seems to have been a shortage of souvenirs and concessions (although it’s worth noting that making a profit was not among the city’s goals). It is unrealistic to think that Olympian glamour could solve every social and political challenge that a country like China faces. But this Olympics has accelerated China’s environmental efforts, and encouraged a spirit of civic pride and volunteerism in a way that no other public undertaking could hope to achieve.

So will Beijing’s Olympian efforts have a lasting effect? We are still in the middle of China’s efforts to make drastic environmental improvements, and many daunting challenges have yet to be addressed. But the Games already have Beijing officials talking about about next steps, including monitoring and reporting a more complete set of air pollutants—crucially small particulates (PM 2.5) and ozone. Hopefully, we will see more comprehensive air and water quality standards in China’s next 5-year plan, to begin in 2011. And the best part of Beijing’s “Green Olympics” goal is that it wasn’t just about Beijing. China’s environmental reforms are all national. New mass transit systems are under development in over a dozen cities. Energy efficient building standards are in force nationwide. Power plants now have both emissions control equipment and the monitoring equipment to ensure proper use.

China’s ambitions to become a fully developed country encompass everything from setting a new standard as a world-class Olympic host, to developing clean, attractive cities and a promoting a healthy populace. As a country with income levels around 1/10th of those in the U.S., China clearly wants and will continue to grow. But as the Olympics have shown, it is indeed possible for China to aggressively pursue economic growth and a cleaner environment at the same time.

Beijing's Air Pollution: It Isn't The Cars

Deborah Seligsohn — Mon, 28 Jul 2008 12:27:23 -0400

Even with half of private cars off the road, Beijing remains wrapped in a haze of smog. The real causes of Beijing’s air quality woes lie elsewhere.

This story originally posted to HuffingtonPost.com.

On July 20, half of private cars in Beijing went off the road in a sweeping attempt to improve air quality in advance of the Olympic games. Commercial and governmental vehicles, taxis and buses are all running as usual, but traffic is moving noticeably faster. I’ve been watching the plates, and drivers really are obeying the regulations. Furthermore, the Chinese have suspended tourism and visas for anyone not attending the Olympics, which is improving traffic even more. There are noticeably fewer tour groups, taxis, rental cars and minibuses. At the same time, a new subway line and the light rail to the airport opened, and more people are taking mass transit.

But guess what? Beijing’s air pollution doesn’t appear to have changed. In fact, visibility outside my window the last few days has been worse than it was in the week before the car regulations came into place.

This should come as no surprise. Beijing’s air pollution varies a great deal from day to day. The fact that it seems worse is probably due to unfortunate weather conditions-high temperature and humidity, and low winds that would otherwise dissipate the smog.

Contrary to popular perception both inside and outside China, Beijing’s air pollution problem is not primarily due to increases in personal vehicle use. Granted, there have been dozens of press reports about the surging numbers of vehicles that Beijingers are buying. These reports are true, but also misleading. In contrast to the experience in the U.S., Beijing’s boom in vehicle ownership has not yet invaded its surrounding areas. It is mainly China’s wealthiest cities that are participating in the car boom; smaller cities and towns have seen more modest growth in vehicle ownership.

The real causes of Beijing’s air quality woes lie elsewhere. An article last year suggested the key component to Beijing’s ozone problem (the stuff that makes your eyes itch, causes shortness of breath and reduces visibility) is actually volatile organic compounds (VOCs) from small factories in neighboring Hebei province. A sniff test suggests that there are plenty of these factories operating in and around Beijing. Many are small (and possibly illegal), and they operate only at night to avoid the scrutiny of environmental inspectors. So the Beijing government has several problems: first, it must locate these hidden factories. Then they must shut them down—and convince neighboring provinces to do the same.

Beijing’s other major problem is particulates, which come from several sources. One is construction: Beijing is still rushing to complete non-Olympic buildings before the big day. Another is coal-fired power plants and factory boilers. China’s largest coal-mining province, Shanxi, is directly up wind of Beijing. Shanxi ships much coal to other provinces, but it also has mine-mouth power plants and coking plants that contribute to regional pollution.

A final source is trucks. As with the VOCs from small factories, emissions from heavy vehicles are worst during the night, since trucks are banned from the city during the day. Studies have shown that Beijing’s pollution levels are highest in the early morning. This would not be the case if most of the pollution came from passenger cars, which operate mainly during the day. But it is good evidence that the chief sources of pollution are the VOC-producing factories and trucks operating at night.

The international focus on Beijing’s car problem, when the true problem lies more with industrial emissions, suggests we often apply lessons from one place a little too readily to another. China’s air pollution problem—like its [greenhouse gas emissions](node/9331)—is primarily connected to industry. There is no question that smart transportation planning would help China avoid vehicle-caused smog and global warming in the future. But for the here and now, the real challenges are in industry, and the real efforts need to be in strengthening local enforcement of existing pollution and energy efficiency standards and with developing new multipollutant standards that address issues like VOCs.