Another topic: Governing smog, foreign lessons prove that the car limit is useless: On November 26, some officials said that in order to control smog and congestion, it is necessary to begin to demonstrate the normalization of Beijing single and double cars, causing media and netizens to warm up. discuss. In fact, the current “one-day-a-week-one-day†policy has long been a failure in foreign cities: restricting travel can neither reduce traffic congestion nor improve air pollution. Curtain Eyelet,Square Shape Curtain Eyelet,Curtain Rod Eyelet,Heart Pattern Curtain Eyelet Shaoxing Fuli Import&Export Co.,Ltd , https://www.fulicurtainaccessories.com
Sixty seconds to read the topic: Mexico City has implemented the "one-week-a-week-per-day" policy, which has not reduced overall car travel and congestion, nor improved air quality, but has prompted citizens to buy new cars to avoid restrictions and increase air pollution; Sao Paulo, Brazil Similar policies have been implemented in Bogotá, Colombia, but they have all been shown to have not improved the overall air quality in the country; in China, the car restriction policy has limited effect on air quality improvement, but the cost is very high: the environmental benefits brought by the limited line are only worth 57 million, the additional cost that consumers need to bear is as high as nearly 4 billion.
Mexico City has implemented a “one-week-a-week-per-day†policy. World Bank experts say that “the cost is high but the target is not metâ€, and the consumption of gasoline does not fall. In order to alleviate traffic congestion and urban air pollution, the Mexico City government used to be in 1989. In November, the city began to implement the Hoy No Circula policy. The restriction policy stipulates that most vehicles within the jurisdiction of Mexico City are required to stop for one working day per week according to the number of the car number, which is the same as the restriction policy of some cities in China. Six years after the policy was implemented, the World Bank's Policy Research section assigned two experts to evaluate the effectiveness of its policy implementation. Experts used the gasoline consumption, gasoline price and income data before the implementation of the restriction policy to predict the consumption of gasoline after the implementation of the restriction policy, and compared with the actual data, it was found that the gasoline consumption and predicted consumption did not fall after the implementation of the policy. This means that the restriction does not effectively control the citizens to drive. What is even more disturbing is that many families have not only reduced their driving experience in order to purchase a second car. Therefore, the use of old cars and more frequent driving on weekends have intensified the already bad situation. The World Bank’s special plane concluded that Mexico City’s policy of restricting travel was “disappointingâ€: “Social welfare costs are very high, but they have not achieved the goals that the policy hopes to achieveâ€.
Mexico City’s limited policy has limited air quality improvements, which in turn has prompted citizens to buy new cars to circumvent restrictions and exacerbate air pollution. Another empirical study conducted by Lucas W. Davis, a scholar at the University of California at Berkeley in 2007. It also proves that the restrictive policy has no significant positive effect on urban air pollution control. The study strictly excluded the influence of seasonal factors and other factors such as industrial production, and studied the city's air pollution status in Mexico City. The high-frequency (hour) pollutant data in Mexico City from 1986 to 2005 was examined. Not only has the effect on air quality improvement been limited, but it has also led to distortions in the behavior of residents buying cars, including the purchase of a second car or the use of older cars with greater displacement or pollution. Gasoline consumption has increased and public transport has not increased. Overall there was no significant improvement in pollution.
Both Sao Paulo, Brazil and Bogotá, Colombia have implemented a car restriction policy. Bogotá has further restricted the use of government vehicles. As a result, the improvement of air pollution is “negligibleâ€.
Mexico City is not the only big city to implement a restrictive policy. The city of São Paulo, Brazil, also started to implement a limited-day policy (RodÃzio) for cars in the São Paulo metropolitan region in 1995. This policy aims to control the severe air pollution in winter in São Paulo. However, Cynthia Lin and other scholars at the University of California, Riverside, and the breakpoint regression analysis of the limit policy and the five major air pollutant concentrations show that the improvement of air pollution during the implementation of the limit policy is “negligible†and increases at night and on weekends. The trip is enough to offset the reduction in pollution caused by the limit.
The Colombian capital Bogotá has also introduced a similar car restriction policy (Pico y Placa), with 40% of private vehicles being banned from driving between 6 am and 9 pm and 4 pm to 7 pm. The Bogotá authorities even went further than Mexico City and São Paulo. From 2001 onwards, even the government public vehicles were required to travel one day per week according to the tail number. However, the current policy of the Bogotá authorities has clearly not achieved results: the above-mentioned research by the University of California Riverside scholars on the effect of the current policy of Bogotá shows that the restrictions have not improved the overall air quality of the city.
The EU respects the people's right to travel, and the limit is only a temporary measure. Paris has been restricted for two days in 17 years. The car limit has actually been practiced in Europe, but it is not as common as some Chinese media have said, and the time limit is short. As one of the largest cities in Europe, Paris has only been in the history of 2 days: in 1997, it was limited to one day by single and double number, and in March 2014, it was passed for one day because the PM10 indicator exceeded 180. In 2014, in addition to the restricted cars, the Paris city government also announced that public transport is free (the municipal government subsidizes about 4 million euros a day), and most parking spaces in the suburbs are free. One day after the implementation of the two restrictions, the people of Paris welcomed the good winds, and the restrictions were also terminated as the pollutants dispersed. Even so, according to the French "Opinion Weekly" survey, 68% of Paris citizens still object to the restrictions. The time limit for the implementation of motor vehicles in the EU countries is so short that the detection of the environmental effects of car restrictions is not statistically significant, and it is not a "good treatment effect" boasted by the Chinese media.
Sim Kalas, the European Commission's vice chairman of transportation, admits that the phasing out of gasoline or diesel-powered vehicles should not be restricted to people. "Free travel is the basic right of the people. Suppressing travel is not an option, business is not an option... We are able to change the dependence of transportation systems on oil without sacrificing efficiency and without hindering travel."
In contrast, domestic studies have shown that the limit has no significant impact on the air pollution index (API) and the PM10 and nitrogen dioxide concentrations associated with motor vehicle emissions. According to Cao Jing and others from Tsinghua University's School of Economics and Management, Beijing's restrictions and policies adopted after 2008 are Breakpoint regression analysis of air pollution, whether it is “single and double number limit†or “tail number limitâ€, the impact on air quality is negligible: policy for air pollution index (API) and PM10 related to motor vehicle emissions, There was no significant effect on the concentration of nitrogen dioxide. The air quality in Beijing after the Olympic Games has indeed improved, but it should be attributed to the policy-cutting reduction of the polluting industry. According to Zhao Fengxia and others of the Chinese Academy of Sciences and the “Analysis of the Environmental and Economic Benefits of Beijing Auto Lines†published in 2010, the emission reduction of greenhouse gases from Beijing Vehicles is about 602,000 tons/year, equivalent to Beijing. In 2007, the total carbon dioxide emissions were 0.4%, and the pollutant emission reduction was 86,000 tons/year.
The administrative and personal costs of car restrictions are far more than the environmental benefits: the environmental benefits brought by limited lines are only 57 million, and the additional costs that consumers need to bear are as high as nearly 4 billion. The vehicle limit policy has limited effect on air quality improvement. It is very high. If the environmental benefits of Beijing Auto Lines are converted into economic benefits in accordance with the domestic tariff rate for carbon trading prices, the limit will only save RMB 57 million per year, and the additional cost of idle capital brought by the restricted line will be as high as 8.4 billion yuan per year. The aforementioned Tsinghua University scholars estimated that the restricted line policy would bring about an additional cost of about 24,500 yuan to each driver, which means that only the private car drivers before the implementation of the 2008 limit policy (the end of 2008, the number of private cars in Beijing was nearly 3 million). The additional cost to be borne is as high as 3.908 billion yuan per year.