Abatement programs in urban areas and their interlinkage to European strategies

1
Abatement programs in urban areas and their
interlinkage 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-scale background 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

3
(No Transcript)
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
NO2
PM10
limit value
limit value
Source A. Graff, UBA
6
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
  gt700 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
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 predominant source 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 industrycumbustion
• more than half of traffic related PM10 stems from
  roadtire abrasion and resuspension of road dust
• regional PM10 background is between 30-60 of
  kerbside levels
• HDV LDV emissions of particular importance
• NO2 regional background usually less than 20

12
CLE Scenario ? multi-scale modelling
30x30 km2
4x4 km2
1x1 km2
Expected E-reduction 2000-2010 NOx -27
PM10 -9
13
Likely trend of regional PM10 urban NO2
background ? impact of a CurrentLEgislation-
scenario in around Berlin
? by 2010 we might get 20 reduction of urban
NO2 but we need gt 25
? by 2010 we might get lt 15 reduction of
regional PM, but we need 20 by 2005
Source Stern, et al., 2004
14
CLE/Baseline scenario ? interim conclusion

• ? Expected improvement of PM10 and NO2 pollution
  insufficient
• ? Further action needed

15
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 (Berlingt70)
• 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)

16
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
by E. Reimer, 2004
17
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
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 (Berlingt70)
• 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 (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 (Berlingt70)
• 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)

20
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)
• lt 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

21
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
  Berlins 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

22
Potential to calm traffic in Berlins city centre
1998
2015
23
Traffic related measures to reduce PM10 ?
reduction potential in Austria

• Source Nagl/Hausberger (2004)

24
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 (heatpower 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

25
Action being taken by cities ? Challenges
(i)

• Decline of regional PM background too slow
• Local efforts cannot compensate
• Vehicle emission standards lag 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

26
Long-term trend of PM10 and EC in Berlin
27
Action being taken by cities ? Challenges
(i)

• Decline of regional PM background too slow
• Local efforts cannot compensate
• Vehicle emission standards lag 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

28
PM Emission Standards for HDV Engines in g/kWh
Source Stefan Rodt, UBA Berlin, 2003
29
NOx Emission Standards for HDV Engines in g/kWh
Source Stefan Rodt, UBA Berlin, 2003
30
Action being taken by cities ? Challenges
(i)

• Decline of regional PM background too slow
• Local efforts cannot compensate
• Vehicle emission standards lag 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)

31
Long-term trend of NO2 and NO in Berlin
32
Higher HDV NOx-emissions in Germany
NOx Emissions from HDV in Germany According to
HBEFA 1.2 and HBEFA 2.0
33
Action being taken by cities ? Challenges
(ii)

• Non-exhaust PM emissions significant and largely
  depending on traffic volume
• Lacking integration in EU transportfunding
  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

34
Local and European/national action on transport
?examples for
interdependencies
? Even pure local action needs EU support
35
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/reviewing air 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

36
One strategy for all scales ? issues arising
from an urban perspective (ii)

• for policy
• in setting/reviewing of environmental objectives
• Certainty on 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 and
  local 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

37
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

38
Definition of environmental objectives used in
the daughter directive and as basis for the NECs
Ozone level
39
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 ..
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