Abatement programs in urban areas and their interlinkage to European strategies

1. Abatement programs in urban areas and theirinterlinkage to European strategies Martin Lutz Senate Department for Urban Development Berlin • situation • sources • solutions • challenges • Issues for discussion

2. Considering urban air areas in a European LRTAP strategy  why ? • Aim is peoples’ health – most people live in urban areas (e.g. in Sweden 7.5 of 9 Mio) • large-scale pollution background contributes also to exposure of urban population • more than half of premature mortality in Swedish cities due to regional PM background • Emissions of urban areas contribute to large-scalebackground and large-scale effects • Emissions density is high in urban areas • implementation of any strategy is to focus on urban areas • cities are “binding grids”

4. Current situation  example Paris 2003 Annual mean NO2 levels Limit Value: 40g/m3 RoadsideUrbanSuburbanRural Margin of Tolerance, 2003: 53g/m3 Source: D. Gombert, AIRPARIF

5. Current situation  example Germany 2003 PM10 NO2 limit value limit value Source: A. Graff, UBA

6. PM10 Rural Background Current situation  example Regione Lombardia 2003 Milan – 2003 – “via Messina” (urban background station – city centre – gravimetric method) Source: C. M. Marino, ARPA, 2004

7. Current situation  interim conclusion • Many cities within the EU will have trouble meeting the EU Limit Values • Mainly PM10 an NO2 • Benzene still a problem in southern Europe • EU in 2001: PM10 Limit Values exceeded 34% of >700 sites, and in 180 cities with 20 Mio inhabitants • eg. 70 - 120 urban areas in Germany expect to exceed 2005 PM10 Limit Values • Survey among EU cities by Stockholm: 16 of 25 cities anticipate problems with PM and NO2

8. 40 35 30 25 20 15 regional background 10 hemisspheric/natural background urban background Source analysis Simplified schematic of the PM pollution Urban areas countryside Traffic, local sources PM [µg/m³]

9. Source analysis  speciation and origin of PM10 in Berlin

10. Attributing PM10 sources Sectors contributing to total PM10 at a busy traffic spot in Berlin.... #based on values recorded at the top of a radio tower 324m above ground Institut für Energie- und Umwelttechnik e.V.  new data of 2002

11. source analysis interim conclusion • Motor traffic is the predominantsource of PM pollution in many cities; can be different in industrialized areas • also 20% of regional PM10 background can be attributed to traffic exhaust emissions, but the bulk is secondary PM from industry&cumbustion • more than half of traffic related PM10 stems from road&tire abrasion and resuspension of road dust • regional PM10 background is between 30-60% of kerbside levels • HDV & LDV emissions of particular importance • NO2regional background usually less than 20 %

12. Likely trend of regional PM10 & urban NO2 background impact of a CurrentLEgislation- scenario in & around Berlin by 2010: we might get~ 20% reduction of urbanNO2but we need > 25% by 2010: we might get < 15% reduction of regional PM,but we need~ 20% by 2005 Source: Stern, et al., 2004

13. CLE/Baseline scenario  interim conclusion  Expected improvement of PM10 and NO2 pollution insufficient  Further action needed

14. Action being taken by cities transport sector (i) • control of vehicle emissions through technical means and cleaner fuels Cleaning municipal vehicle fleets (e.g. Regione Lombardia: 2000 new LPG/CNG buses) Financial incentives for clean vehicles • funding schemes for new clean vehicle technology and fuels ( e.g. CNG program for taxis, van, lorries in Berlin) • Emission related City toll (Stockholm) or parking fees (who ?) Regulatory measures • Smog regulations with ban of polluting vehicles(e.g. Regione Lombardia, Paris) • Effect fairly limited on PM peaks and NO2 annual mean • even in Milano average reduction of PM hourly values only 5% • rising share of regional background PM during episodes (Berlin>70%) • Low Emission Zones ( Rome, SW cities, London, Greenwich) • London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-Emission-reduction in 2007 • Licensing arrangement for public transport services (buses, taxes)

15. sulphate nitrate Berlin Enhanced large-scale PM transport during episodes little effect of local short term measures Spatial distribution of potential source areas of secondary PM-10 imported into the Greater Berlin area Source: one year backward trajectory statistics byE. Reimer, 2004

16. Enhanced large-scale PM transport during episodes little effect of local short term measures sources of polluted air in Illmitz (backward trajectories statistics), elevated levels in red Source: C. Nagl, UBA Vienna, 2004

17. Action being taken by cities transport sector (i) • control of vehicle emissions through technical means and cleaner fuels Cleaning municipal vehicle fleets (e.g. Regione Lombardia: 2000 new LPG/CNG buses) Financial incentives for clean vehicles • funding schemes for new clean vehicle technology and fuels ( e.g. CNG program for taxis, van, lorries in Berlin) • Emission related City toll (Stockholm) or parking fees (who ?) Regulatory measures • Smog regulations with ban of polluting vehicles(e.g. Regione Lombardia, Paris) • Effect fairly limited on PM peaks and NO2 annual mean • even in Milano average reduction of PM hourly values only 5% • rising share of regional background PM during episodes (Berlin>70%) • Low Emission Zones ( Rome, SW cities, London, Greenwich) • London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-Emission-reduction in 2007 • Licensing arrangement for public transport services (buses, taxes)

18. Action being taken by cities transport sector (i) • control of vehicle emissions through technical means and cleaner fuels Cleaning municipal vehicle fleets (e.g. Regione Lombardia: 2000 new LPG/CNG buses) Financial incentives for clean vehicles • funding schemes for new clean vehicle technology and fuels ( e.g. CNG program for taxis, van, lorries in Berlin) • Emission related City toll (Stockholm) or parking fees (who ?) Regulatory measures • Smog regulations with ban of polluting vehicles (e.g. Regione Lombardia, Paris) • Effect fairly limited on PM peaks and NO2 annual mean • even in Milano average reduction of PM hourly values only 5% • rising share of regional background PM during episodes (Berlin>70%) • Low Emission Zones ( Rome, SW cities, London, Greenwich) • London: lorries, buses taxes need EURO II & CRT: expected additional 9% PM-Emission-reduction in 2007 • Licensing arrangement for public transport services (buses, taxes)

19. Action being taken by cities transport sector (ii) • contain road traffic volume (growth) • Congestion charging (e.g. London): •  Effect: 12% less NOx und PM10 emissions •  Extension planned • Parking fees (e.g. Berlin), park & ride • sustainable transport- and urban planning • Investment in cleaner transport modes (public transport & cycling) • Berlin: 10 bn € last decade • still low car density (340 cars/1000 people) • < 40% share of car traffic • London: 10 bn £ next 5 years • Regione Lombardia: 6 bn € next 12 years • Bus lanes, priority at traffic signals for buses & trams • Restrict parking capacities in new buildings  needs long time to take effect

20. Action being taken by cities transport sector (iii) • Optimised traffic management • re-routeing through traffic in city centres on tangential roads  effect in large cities: ~ 10% reduction in Berlin’s centre • rerouting HDV traffic in sensitive areas (Prague)  Field test in Berlin: -7% PM10, -20% NOx pollution • bypass roads to calm traffic in sensitive areas • No net reduction of emissions • Better road maintenance to reduce abrasion • Ban/charging use of studded tyres (Scandinavia) • Speed limits • big effect on noise • little effect on air quality

21. Action being taken by cities  other sectors • Large installations: BAT, local controls on industry • House heating/small combustion • BAT for burners • Fuel switch (Gas, ban of ‘dirty’ fuels) • Structural changes (heat&power co-generation, district heating) Berlin: ~ 10% further reduction of PPM-emissions • Promoting use of renewables (e.g. Lombardia, Berlin) • Building sites (off-road vehicles Zürich) • Public information and education

22. Action being taken by cities  Challenges (i) • Declineofregional PM background too slow • Local efforts cannot compensate • Vehicle emission standardslag behind progress in control technology and in relation to ambition of PM and NO2- limit values  we could achieve more emission reduction earlier • Little/no progress in NO2 - reduction • Shift to diesel cars and vans • Shift towards higher NO2/NOx emission ratio & rising oxidation capacity of the urban atmosphere • Drop of real word emissions lag behind expectations (“test cycle beat”) • Non-exhaust PM emissions significant and largely depending on traffic volume

23. Long-term trend of PM10 and EC in Berlin

24. Action being taken by cities  Challenges (i) • Decline of regional PM background too slow • Local efforts cannot compensate • Vehicle emission standardslag behind progress in control technology and in relation to ambition of PM and NO2- limit values  we could achieve more emission reduction earlier • Little/no progress in NO2 - reduction • Shift to diesel cars and vans • Shift towards higher NO2/NOx emission ratio & rising oxidation capacity of the urban atmosphere • Drop of real word emissions lag behind expectations (“test cycle beat”) • Non-exhaust PM emissions significant and largely depending on traffic volume

25. PM Emission Standards for HDV Engines in g/kWh Source: Stefan Rodt, UBA Berlin, 2003

26. NOx Emission Standards for HDV Engines in g/kWh Source: Stefan Rodt, UBA Berlin, 2003

27. Action being taken by cities  Challenges (i) • Decline of regional PM background too slow • Local efforts cannot compensate • Vehicle emission standardslag behind progress in control technology and in relation to ambition of PM and NO2- limit values  we could achieve more emission reduction earlier • Little/no progress in NO2 - reduction • Shift to diesel cars and vans • Shift towards higher NO2/NOx emission ratio & rising oxidation capacity of the urban atmosphere • Drop of real word emissions lag behind expectations (“test cycle beat”)

28. Long-term trend of NO2 and NO in Berlin

29. 700,000 600,000 New Calculation 2003 500,000 400,000 300,000 Earlier Calculation 200,000 According to HBEFA 1.2 According to HBEFA 2.0 (provisional) 100,000 0 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 Year Higher HDV NOx-emissions in Germany NOx Emissions from HDV in Germany According to HBEFA 1.2 and HBEFA 2.0

30. Action being taken by cities  Challenges (ii) • Non-exhaust PM emissions significant and largely depending on traffic volume • Lacking “integration” in EU transport&funding policy • bias of investment into road infrastructure • EU funds still award excessive built up of road capacities • Unsustainable growth in freight transport and car motorisation

31. Local and European/national action on transport examples for interdependencies  Even pure local action needs EU support

32. One strategy for all scales  issues arising from an urban perspective(i) for policy …. • in framing external factors, like (road) traffic volumes and energy efficiency • stronger coordination with goals of other policy areas, like climate change, noise, road safety, energy • In reviewing (sectoral) emission control objectives, e.g. vehicle emission standards, NECs • ambitious enough to ensure compliance with ENV objectives especially in urban areas • in setting/reviewingair quality objectives • make sure, they can be achieved also in urban areas by cost-effective control measures  Cities are the binding grids in terms of exposure

33. One strategy for all scales  issues arising from an urban perspective(ii) for policy … • in setting/reviewing of environmental objectives • Certaintyon the future type of PM objectives important • Taking account of coarse fraction steers local action against non-exhaust emissions • Focus on carbonaceous compounds would drive progress on European emissions standards andlocal action • Switch to smaller fractions puts more weight on European vehicle standards and European action against secondary PM • 24h PM standard puts burden on local short-term actions, which conflicts with their limited impact • legally binding AQ standards desirable ? • in order to drive progress in emission control technology and regulations • In order to facilitate implementation of local measures

34. One strategy for all scales  issues arising from an urban perspective(iii) for policy … • in setting/reviewing of environmental objectives • require compliance also at hot spots ? • for equality reasons so as to protect poor people too • would drive progress in emission control technology and regulations, which generates benefits everywhere • how to deal which large differences in exposure between and within cities, but make progress everywhere, unless AQ is below no-effect levels ? • gap-closure objective, i.e. percentage improvement ? • plus limit/target value for the worst areas ? • how to deal with unforeseen difficulties • flexibility in attainment period, like for benzene ?  Keep format of objectives in AQ legislation simple

35. ‘Current’ Level in each zone/grid cell Equal percentage Interim level achieved by of reduction implementing the NECs (gap-closure) -X% everywhere -X% -X% -X% Target Value -X% -X% Additional improvement in hot spot areas Long-term Environmental Objective (~WHO- guideline) Cross section through EU Definition of environmental objectives used in the daughter directive and as basis for the NECs Ozone level

36. One strategy for all scales  issues arising from an urban perspective(iv) for science…. • tools and approach for strategy development to cover the urban scale • as a minimum: dispersion models, emissions • what about IAM, costs of local measures ? • progress on the uncertainty of PM health impacts  sufficient fuel for discussions ….. Nu kör vi !